Intelligent control method and system for motorcycle range extender

Abstract

The application discloses a kind of motorcycle range extender intelligent control method and system, belong to motorcycle power control technical field.The method is through CCU acquisition engine throttle opening, engine speed, battery state of charge SOC, driving motor speed, generator speed and ABS signal and other information, by feature extraction, filtering correction and four system linkage optimization calculation, realize the coordinated control of engine, generator, battery and driving motor.System includes CCU, range extender module, driving system module, battery management module and execution module and so on unit, CCU according to driving mode signal and battery SOC threshold dynamic switching pure electric mode, economic mode and range extending mode, realize energy intelligent distribution.The application is through the comprehensive judgment of road condition and driver's intention, using self-learning optimization algorithm, improve the matching efficiency of engine and generator, reduce the fuel consumption of whole vehicle, prolong battery life, suitable for the intelligent energy management and control of multi-working-condition motorcycle.

Description

Technical Field

[0001] This invention belongs to the field of motorcycle technology. Specifically, this invention relates to an intelligent control method and system for a motorcycle range extender. Background Technology

[0002] With the acceleration of urbanization and the increasing demand for short-distance travel, the number of two-wheeled vehicles has been steadily rising due to their advantages such as flexibility, convenience, and minimal road space occupation. Currently, the mainstream two-wheeled vehicles on the market are mainly divided into two categories: gasoline-powered and pure electric versions, both of which have achieved mass production and application. However, in actual use, both have insurmountable technical shortcomings, which seriously affect the user experience and the industry's development.

[0003] For gasoline-powered two-wheeled vehicles, the core power source is the internal combustion engine. Limited by traditional combustion technology and transmission structure, they generally suffer from high fuel consumption and high operating costs. On the one hand, internal combustion engines have low combustion efficiency under common urban commuting conditions such as low-speed driving and frequent start-stop cycles, resulting in high fuel consumption. This not only increases users' daily fuel expenses but also exacerbates exhaust emissions pollution. On the other hand, traditional gasoline-powered motorcycles rely on a transmission system combining a gearbox and a chain. This transmission structure has significant transmission losses, further reducing power utilization efficiency. Simultaneously, the chain is prone to wear, and the gearbox repair process is complex, leading to high maintenance costs and poor maintenance convenience, causing numerous inconveniences for users.

[0004] While pure electric two-wheeled vehicles have gained some popularity due to their electrification advantages such as zero emissions and low operating noise, their development is limited by two core issues: battery range and charging infrastructure deployment. Currently, mainstream pure electric two-wheelers are equipped with batteries with limited energy density, resulting in short ranges on a single charge, which is insufficient to meet users' needs for medium- and long-distance travel. Furthermore, public charging infrastructure coverage is limited, and private charging is restricted by living environments, such as the lack of fixed charging stations, leading to severe charging anxiety for users and significantly restricting the applicable scenarios and market penetration speed of pure electric two-wheelers.

[0005] To address the shortcomings of both gasoline-powered and pure electric two-wheeled vehicles, range-extended electric vehicle (REEV) technology has been gradually introduced into the two-wheeled vehicle sector. This technology has already demonstrated its significant advantages in solving range anxiety and charging convenience through extensive practical application in the automotive industry. For example, existing REEVs achieve a range of thousands of kilometers through a combination of engine and electric motor, effectively balancing the electrification experience with the need for long range. Applying REEV technology to two-wheeled vehicles allows for a two-way operating mode: short-distance pure electric and long-distance generator operation. For short trips, the electric motor drives the vehicle, retaining the low noise and low operating costs of pure electric vehicles. For long trips, the engine drives a generator to power the motor or charge the battery, thus eliminating reliance on large-capacity batteries and significantly increasing range. Theoretically, this can simultaneously compensate for the shortcomings of both gasoline-powered and pure electric two-wheeled vehicles.

[0006] However, two-wheeled vehicles and automobiles differ fundamentally in terms of overall structure, dimensions, and load capacity. This leads to unique technical challenges in applying range extenders to two-wheeled vehicles, making it difficult to directly adopt mature solutions from the automotive field. Consequently, the following shortcomings exist: S1. Due to limitations in installation space and weight, the range extender engine of two-wheeled vehicles needs to be miniaturized. However, existing small engines generally suffer from low combustion efficiency and high fuel consumption during power generation, which cannot effectively reduce the overall vehicle operating cost. At the same time, small engines are noisy when running, which undermines the low noise advantage in pure electric mode and affects the user's riding experience.

[0007] S2. The space of the two-wheeled vehicle is extremely limited, and the installation space of the generator is strictly constrained. It needs to achieve stable power generation in a very small space. At the same time, in order to meet the power demand of the whole vehicle and the goal of improving range, the generator needs to have high energy density so as to output enough electrical energy in a limited volume. The heat generated during the power generation process needs to be dissipated in time to avoid high temperature affecting the life of components and the stability of operation. Therefore, heat dissipation performance also needs to be a key consideration. The contradiction between space constraints and performance requirements is significant.

[0008] S3. The core of range extender technology lies in the efficient coordination between the engine and generator to achieve a match between power output and energy supply. Current two-wheeler range extender solutions lack a real-time dynamic adjustment mechanism for key parameters such as battery SOCS (State of Charge), remaining charge, and ambient temperature. There is a significant lag in the switching of engine and generator operating states and the adjustment of power generation. Simultaneously, the engine speed control strategy has not been specifically optimized, making it difficult to achieve optimal speed adjustment according to different driving conditions. This results in low overall efficiency of the power system, failing to fully leverage the advantages of range extender technology, and even leading to problems such as insufficient power at high speeds and high fuel consumption at low speeds.

[0009] This invention provides an intelligent control method for motorcycle range extenders, specifically addressing how to achieve efficient coordination between the engine and generator, reduce overall motorcycle fuel consumption, and enable flexible switching between multiple modes. Summary of the Invention

[0010] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides an intelligent control method for a motorcycle range extender, with the purpose of achieving efficient and coordinated operation of the engine and generator, thereby reducing the overall fuel consumption of the motorcycle.

[0011] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a smart control method for motorcycle range extenders, comprising the following steps: S1. Information Acquisition: The motorcycle's operating parameters are acquired through a sensor array. These operating parameters include at least engine operating parameters, battery status parameters, drive system parameters, and safety signals. S2. Information Extraction and Processing: The collected operating parameters are transmitted to the vehicle domain control module to extract the vehicle dynamic parameters and power demand parameters, and the extracted parameters are corrected for loss and deviation. S3. Multi-system linkage calculation: Based on the corrected parameters, the four systems consisting of engine, generator, battery and drive motor are linked and optimized to match the throttle requirements of the whole vehicle. Based on the real-time status of the engine, generator, battery and drive motor, and taking into account the throttle signal, battery SOC and power demand, the four systems are optimized in a coordinated manner to determine the power allocation of each system. S4. Operating Mode Control: Based on battery status parameters and driver intention signals, switch between operating modes including at least pure electric mode and economy mode to achieve efficient coordination between the engine and generator, thereby reducing overall vehicle fuel consumption.

[0012] Based on the driving mode signal and battery SOC value received by the vehicle control unit (CCU), select pure electric mode, economy mode or range extender mode. When the battery SOC value is greater than or equal to the first threshold X, pure electric mode is executed; When the battery SOC value is between the first threshold X and the second threshold Y, the economy mode is executed, which is driven by the range extender and the power battery. When the battery SOC value is less than the first threshold X, the range extender mode is executed, in which the range extender independently provides drive power and charges the battery.

[0013] In step S1: The engine operating parameters include engine throttle opening and engine speed; The battery status parameters include the battery SOC value; The drive system parameters include drive motor speed, drive motor output power, and generator speed; The safety signals include the ABS signal.

[0014] In step S2: The vehicle dynamic parameters include vehicle acceleration and tire speed; The power demand parameters include the generator's required power output. The loss correction includes at least motor power loss correction and engine power loss correction; The deviation correction includes deviation correction for engine throttle data acquisition.

[0015] In step S1, the current and voltage signals are acquired using 32-bit digital encoding, and the temperature signal is corrected for temperature drift to reduce sensing errors.

[0016] In step S2, timing synchronization and channel multiplexing techniques are used for multiple signals, and the switching delay is controlled within a preset time range to ensure stable signal transmission.

[0017] The working mode in step S4 also includes mountain mode; In mountain mode, the vehicle domain control module pre-calibrates the power and torque requirements and controls the drive motor to maintain low-speed, high-torque output. Depending on whether the driver selects the fuel priority logic or the pure electric priority logic, if it is fuel priority and the throttle power demand is greater than the maximum output power of the range extender, the vehicle domain control module controls the battery management system to supplement the output power difference. The output power difference is the difference between the actual power required by the vehicle and the maximum power of the range extender. At the same time, the power and torque gradients are adjusted in conjunction with the ABS signal.

[0018] In step S4, the first threshold X ranges from 5% to 10%.

[0019] In step S4, the control logic of the economic model is as follows: When the battery SOC value is greater than the second threshold Y, switch to pure electric mode; When the battery SOC value is less than the first threshold X and the throttle demand power is less than the difference between the range extender's maximum power and the battery charging power, the range extender provides all the drive power.

[0020] The intelligent control method for motorcycle range extenders also includes the following steps: S5. Self-learning optimization control: Through multiple data comparisons and feedback from the drive motor controller, battery management system, engine control unit, and generator control unit via the vehicle domain control module, parameter self-learning and energy distribution self-optimization are achieved to realize efficient coordinated control of the engine and generator.

[0021] The present invention also provides an intelligent control system for a motorcycle range extender that implements the method, comprising: Vehicle domain control module: used to receive and process operating parameters and output control commands to each module. The vehicle domain control module is at least communicatively connected to the engine control unit, generator control unit, battery management system, drive motor controller, and ABS module. Range extender module: includes engine assembly, generator, and throttle valve, wherein the engine assembly is a 150cc or 200cc water-cooled motorcycle engine; Control terminal: includes ABS module and mode converter, the mode converter is used to receive driver intention signals, the input methods of the intention signals include at least knobs and buttons, instrument HMI touch, and voice interaction; Execution module: includes a drive motor, which receives power and torque commands output by the MCU; Sensor group: Used to collect engine operating parameters, battery status parameters, drive system parameters and safety signals.

[0022] The sensors in the sensor group used to collect current and voltage are 32-bit digitally encoded and have weak signal amplification function.

[0023] The sensor group used for temperature acquisition has temperature offset correction and error compensation functions.

[0024] The vehicle domain control module has a built-in data feedforward unit: The data feedforward unit pre-programs MCU control parameters, BMS parameters, and GCU parameters; By comparing and contrasting the actual vehicle operating parameters with the pre-programmed parameters, the system achieves self-learning optimization and adjusts the range extender control strategy.

[0025] The intelligent control system for the motorcycle range extender also includes an external power converter; When the motorcycle is parked and needs outdoor power, the vehicle domain control module controls the range extender module to generate electricity, and at the same time outputs electrical energy through the external power converter. If the battery SOC value is too low, the vehicle domain control module controls the ECU, GCU, and BMS to enter the parking charging mode.

[0026] The vehicle domain control module has a built-in operating condition comparison unit: The operating condition comparison unit pre-stores a power-torque demand table and predicts the driver's intentions based on throttle opening and brake signals; it dynamically allocates generator power based on battery SOC value to optimize energy utilization.

[0027] The intelligent control method for motorcycle range extenders of the present invention has the following beneficial effects: 1. Multi-mode function switching: Based on road conditions and battery status, it can realize multiple modes such as economy mode, range-extending mode, pure electric mode, etc.

[0028] 2. Reduced fuel consumption: The CCU adopts an intelligent management system that dynamically allocates power generation based on battery charge, optimizes energy utilization, and reduces overall vehicle fuel consumption.

[0029] 3. Engine speed strategy optimization: The range extender's power generation is adjusted in real time by using parameters such as battery SOC and ambient temperature to avoid lag issues and optimize the engine speed strategy.

[0030] 4. The engine ECU and the generator controller GCU can be highly integrated, sharing the same hardware components. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the components of the intelligent control strategy system for the range extender of this invention. Figure 2 This is a logic framework diagram of the control strategy of the present invention. Detailed Implementation

[0032] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0033] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0034] In a first aspect, embodiments of the present invention provide an intelligent control method for a motorcycle range extender, comprising the following steps: S1. Information Acquisition: The motorcycle's operating parameters are acquired through a sensor array. These operating parameters include at least engine operating parameters, battery status parameters, drive system parameters, and safety signals. S2. Information Extraction and Processing: The collected operating parameters are transmitted to the vehicle domain control module to extract the vehicle dynamic parameters and power demand parameters, and the extracted parameters are corrected for loss and deviation. S3. Multi-system linkage calculation: Based on the corrected parameters, the four systems consisting of engine, generator, battery and drive motor are linked and optimized to match the throttle requirements of the whole vehicle. Based on the real-time status of the engine, generator, battery and drive motor, and taking into account the throttle signal, battery SOC and power demand, the four systems are optimized in a coordinated manner to determine the power allocation of each system. S4. Operating mode control: Based on battery status parameters and driver intention signals, switch operating modes including at least pure electric mode and economy mode to achieve efficient coordination between the engine and generator and reduce overall vehicle fuel consumption. Based on the driving mode signal and battery SOC value received by the vehicle control unit (CCU), select pure electric mode, economy mode or range extender mode. When the battery SOC value is greater than or equal to the first threshold X, pure electric mode is executed; When the battery SOC value is between the first threshold X and the second threshold Y, the economy mode is executed, which is driven by the range extender and the power battery. When the battery SOC value is less than the first threshold X, the range extender mode is executed, in which the range extender independently provides drive power and charges the battery.

[0035] Specifically, the embodiments of this invention address the existing technology of range extenders for two-wheeled vehicles, which is similar to that for automobiles. However, there are significant differences in the technical parameters of specific components. Two-wheeled motorcycle engines suffer from low combustion efficiency and high noise levels. Furthermore, due to space constraints, the space for the generator in two-wheeled motorcycles is limited, necessitating consideration of high energy density and efficient heat dissipation. The embodiments of this invention aim to solve the problem of efficient coordination between the engine and generator, reducing overall vehicle fuel consumption and enabling multi-mode switching. The range extender's power generation is adjusted in real-time based on parameters such as battery SOC and ambient temperature to avoid lag issues, and engine speed strategy is optimized.

[0036] The purpose of this invention is to overcome the shortcomings of the prior art and provide a method for intelligent control strategy of motorcycle range extender, including the following steps: (1) Information collection: Collect signals such as engine throttle, engine speed, battery SOC, drive motor speed, generator speed, and ABS signal through various sensors.

[0037] (2) Information extraction: The collected information such as engine throttle, engine speed, and battery SOC is processed to extract the vehicle acceleration, tire speed, drive motor output power, and generator power demand.

[0038] (3) Data processing: Correct the extracted data, taking into account the loss of motor power, the loss of engine power, the deviation of engine throttle data acquisition, etc.

[0039] (4) Data calculation: In order to meet the throttle requirements of the whole vehicle, this system considers the linkage optimization of the four systems of engine + generator + battery + drive motor, and the efficient coordination of their work.

[0040] This invention addresses the need for efficient coordination between the engine and generator to reduce overall vehicle fuel consumption and enable multi-mode switching. It achieves this by adjusting the range extender's power output in real-time based on parameters such as battery SOC and ambient temperature to avoid lag issues and optimizing engine speed strategy.

[0041] In step S1 above: Engine operating parameters include engine throttle opening and engine speed; Battery status parameters include the battery's state of charge (SOC) value; Drive system parameters include drive motor speed, drive motor output power, and generator speed; Safety signals include ABS signals.

[0042] In step S1 above, various sensors collect signals such as engine throttle position, engine speed, battery SOC, drive motor speed, generator speed, road condition information, and driver intent. The engine throttle opening can be acquired using a throttle position sensor. The engine speed signal is acquired using a crankshaft position sensor. Current and voltage signals are acquired using 32-bit digital encoding, and temperature drift correction is applied to the temperature signal to reduce sensing errors.

[0043] In step S2 above: Vehicle dynamic parameters include vehicle acceleration and tire speed; Power demand parameters include the generator's required power output; Loss correction includes at least motor power loss correction and engine power loss correction; Deviation correction includes deviation correction for engine throttle data acquisition.

[0044] In step S2 above, information such as engine throttle position, engine speed, and battery SOC is collected and sent to the CCU for processing to extract vehicle acceleration, tire speed, drive motor output power, and generator power demand. Information is distributed across channels according to time, with multiple signals transmitted in turn, requiring synchronous timing control. Simultaneously, the switching delay control time must be within a certain range to ensure stable signal transmission.

[0045] In step S3 above, the extracted data is corrected, unnecessary data is filtered out, and only the data that is actually needed is retained. Factors such as motor power loss, engine power loss, and engine throttle data acquisition deviation are considered.

[0046] In step S4 above, the working mode also includes a mountain mode; In mountain mode, the vehicle domain control module pre-calibrates the power and torque requirements and controls the drive motor to maintain low-speed, high-torque output. Depending on whether the driver selects the fuel priority logic or the pure electric priority logic, if it is fuel priority and the throttle power demand is greater than the maximum output power of the range extender, the vehicle domain control module controls the battery management system to supplement the output power difference. The output power difference is the difference between the actual power required by the vehicle and the maximum power of the range extender. At the same time, the power and torque gradients are adjusted in conjunction with the ABS signal.

[0047] In step S4 above, the first threshold X ranges from 5% to 10%.

[0048] In step S4 above, the control logic of the economic model is as follows: When the battery SOC value is greater than the second threshold Y, switch to pure electric mode; When the battery SOC value is less than the first threshold X and the throttle demand power is less than the difference between the range extender's maximum power and the battery charging power, the range extender provides all the drive power.

[0049] The intelligent control method for motorcycle range extenders in this embodiment of the invention further includes the following steps: S5. Self-learning optimization control: Through multiple data comparisons and feedback from the drive motor controller, battery management system (EMS), engine control unit (ECU), and generator control unit (GCU) by the vehicle domain control module, parameter self-learning and energy distribution self-optimization are achieved to realize efficient coordinated control of the engine and generator.

[0050] In step S5 above, data feedforward is performed, and the parameters of the MCU controlling the motor, the parameters of the battery management system (BMS), and the parameters of the range extender (GCU) are pre-programmed into the CCU. The parameters are compared and fed back according to the actual needs of the motorcycle. After multiple processing steps, self-learning is performed to finally realize the intelligent control strategy of the range extender.

[0051] The core of data feedforward is to pre-program benchmark parameters adapted to the vehicle's hardware into the CCU. These parameters are determined based on the hardware characteristics, typical operating conditions, and factory calibration data of the motorcycle's powertrain system (MCU, BMS, GCU). This ensures that the CCU can quickly output appropriate control commands after its first startup or reset, avoiding control inaccuracies caused by the lack of parameter references. Feedforward parameters are categorized into three types based on the controlled object: MCU (drive motor controller), BMS (battery management system), and GCU (generator controller). Each type of parameter must cover key inputs to the control logic. Feedforward parameters provide an initial comparison benchmark for subsequent self-learning optimization. The deviation between the actual vehicle data and the feedforward parameters is the core basis for self-learning correction.

[0052] Self-learning optimization control is a closed-loop process that dynamically corrects parameters based on real vehicle data. It is led by the CCU and is achieved through four steps: data acquisition, comparison and analysis, deviation correction, and verification iteration. Ultimately, it allows the control strategy to adapt to actual operating conditions and improves the coordination efficiency between the engine and generator.

[0053] During motorcycle operation, the CCU collects real-time vehicle data corresponding to the feedforward parameters in real time, ensuring data comparability with the feedforward parameters. The CCU triggers data comparison at a set frequency, quantitatively comparing the real-vehicle data with the corresponding feedforward parameters, calculating the deviation rate, and analyzing the causes of the deviations to provide a basis for correction. The corrected parameters need to be verified under multiple operating conditions, and after confirming stable performance, they are solidified as the new feedforward benchmark. Data feedforward and self-learning are linked, and data feedforward and self-learning optimization are not independent steps, but form a closed loop of feedforward → control → acquisition → comparison → correction → new feedforward. The corrected parameters become the new feedforward benchmark for the next control cycle, realizing an iterative process of control-optimization-recontrol. This enables adaptive changes in control strategies. Regardless of environmental or load changes, parameters can be dynamically adjusted through self-learning, avoiding the loss of fuel consumption and power due to the disconnect between factory-calibrated parameters and actual operating conditions. This improves control accuracy, adapts to multiple operating conditions, and ultimately upgrades the coordinated control of the engine and generator from fixed parameters to adaptive parameters. This solves the problem of poor adaptability of traditional control conditions and achieves the goals of minimum fuel consumption and optimal power.

[0054] Secondly, such as Figure 1 and Figure 2 As shown, this embodiment of the invention also provides a motorcycle range extender intelligent control system that implements the above-described motorcycle range extender intelligent control method, comprising: Vehicle domain control module: Used to receive and process operating parameters and output control commands to each module. The vehicle domain control module is at least connected to the engine control unit, generator control unit, battery management system, drive motor controller, and ABS module. Range extender module: includes engine assembly, generator, throttle valve, engine assembly is a 150cc or 200cc water-cooled motorcycle engine; Control terminal: includes ABS module and mode converter. The mode converter is used to receive driver intention signals. The input methods for intention signals include at least rotary buttons, instrument HMI touch and voice interaction. Execution module: includes drive motor, which receives power and torque commands output by MCU; Sensor group: Used to collect engine operating parameters, battery status parameters, drive system parameters and safety signals.

[0055] like Figure 1 and Figure 2As shown, the range extender assembly includes a 150cc or 200cc water-cooled motorcycle engine. The engine ECU controls parameters such as throttle and speed, and the generator is controlled by the GCU to meet the vehicle's power supply needs. The drive motor system includes a drive motor and an MCU that receives commands from the vehicle domain control module to output corresponding power and torque. Simultaneously, the vehicle domain control module combines multiple signals from the throttle, pedal, and ABS to make comprehensive judgments and send commands to various control units to use the required mode. Operating modes include: parking power generation, short-term high-power output from the range extender, and overall vehicle power output, enabling the vehicle to operate in economy mode, range-extended mode, and pure electric mode.

[0056] First, the vehicle domain control module determines the driver's intention. This can be done through knobs, HMI touchscreen, voice interaction, etc. The system receives the mode signal from the mode converter and, after combining it with the BMS intelligent template, receives the SOC signal of the power battery, i.e., the battery's state of charge signal. Based on the preset pure electric mode, which is the default mode for starting a range-extended electric vehicle, the system needs to determine whether the battery SOC value is greater than or equal to the first threshold X. The first threshold X is usually set to 5-10%. If so, the system directly drives in pure electric mode. The power battery provides the power and torque required by the vehicle, and the drive controller controls the drive motor to have a drive power equal to the real-time power of the battery.

[0057] When the battery SOC value is less than the first threshold X, the range extender automatically starts and enters the economy mode.

[0058] When the mode signal reception is in economy mode, the range extender starts. The vehicle domain control module needs to determine whether the battery SOC value is greater than the first threshold X and less than the second threshold Y. If the conditions are met, the engine control unit receives the throttle signal and determines the power based on the throttle position. If the required drive power is greater than the output power of the range extender, the range extender and the power battery drive simultaneously. The drive controller controls the range extender to provide a certain proportion of power, and the power battery provides a certain proportion of power. When the system determines that the battery SOC value is greater than the second threshold Y, it enters pure electric drive mode. When the system determines that the battery SOC value is less than the first threshold X, based on the throttle signal, the required throttle power is less than the difference between the maximum power of the range extender and the charging power of the power battery. The vehicle domain control module controls the range extender control system (ECU, GCU, generator) and the drive motor controller MCU to control the range extender to provide all the power. Simultaneously, it needs to receive the ABS signal to determine whether the vehicle is driving safely.

[0059] When the signal reception mode is set to mountain mode, the vehicle domain control module pre-calibrates the power and torque requirements. To ensure driving safety, upon receiving the throttle signal, the module controls the drive motor to maintain a low-speed, high-torque output to overcome slope resistance. For example, when encountering a 15° steep slope, the drive motor torque must be ≥15 N•m to prevent rollback. Simultaneously, the module determines the drive motor's power output. Based on the user's choice of fuel optimization or pure electric priority, in fuel priority mode, the range extender's GCU activates; in pure electric priority mode, the battery outputs power. In fuel priority mode, if the throttle signal's power requirement exceeds the range extender's maximum capacity, the vehicle domain control module instructs the battery management system (BMS) to output the power difference between the vehicle's actual required power and the range extender's maximum power capacity. This, combined with ABS signals, adjusts the power and torque escalation gradients to prevent vehicle loss of control.

[0060] Before leaving the factory, the vehicle domain control module pre-calibrates a gradient-speed-power-torque mapping table based on the motorcycle's power parameters (engine displacement, drive motor power, battery capacity) and typical mountain conditions. This table serves as the control benchmark for mountain mode. The calibrated gradient-speed-power-torque mapping table is stored in the vehicle domain control module's storage unit in the form of a data matrix. When the motorcycle enters mountain mode, the vehicle domain control module collects operating parameters in real time through tilt sensors and wheel speed sensors, queries the mapping table, and determines the target power and target torque under the current operating conditions, avoiding insufficient power due to real-time calculation lag.

[0061] In mountain mode, the low-speed range is defined as vehicle speed ≤ 30km / h and drive motor speed ≤ 2000r / min. To prevent a sudden increase in torque due to the driver's sudden acceleration, the vehicle domain control module sets a threshold for the drive motor torque escalation gradient. (1) For dry road surfaces: the maximum rate of increase of the drive motor torque is ≤ the first rate, such as 5 N•m / s; (2) For slippery road surfaces (judged by ABS signal: when the speed difference between the front and rear wheels is greater than 5 km / h, it is considered slippery): the maximum rate of increase of the drive motor torque is less than or equal to the second rate, such as 2 N•m / s; When the torque demand triggered by the throttle signal exceeds the gradient threshold, the vehicle domain control module will perform peak shaving to control the torque increase rate within the threshold. At the same time, the torque limit will be displayed on the instrument HMI to prompt the driver to operate smoothly.

[0062] When the mode signal reception is in economy mode, power is mainly determined based on the throttle signal. When the power required by the throttle is less than the power provided by the battery, pure electric drive is used. If the throttle meets the maximum power requirement of the vehicle, the vehicle domain control module, in conjunction with other vehicle signals, determines to drive the vehicle using the drive motor controller MCU, while simultaneously controlling the range extender and battery to output full power. The required drive power is equal to the sum of the maximum power of the range extender and the maximum power of the battery. When the power required by the throttle is greater than the maximum power of the battery but less than the sum of the maximum power of the battery and the maximum power of the range extender, and during charging, it is necessary to determine whether the power of the range extender is greater than the charging power of the battery. If the range extender output power P 增程 ≤Power battery charging power P 电池充电 If the power required by the vehicle is less than the power output of the range extender, the remaining power of the range extender will be used to charge the power battery to ensure that the power battery always maintains a high SOC state and that the power battery can provide a large power instantly in pure electric mode to ensure the vehicle can be used in overtaking conditions.

[0063] In economy mode, the CCU collects the accelerator pedal sensor opening signal in real time. If the accelerator opening is small and the power required by the accelerator is less than the maximum power of the power battery, then pure electric drive is prioritized to achieve zero fuel consumption. This scenario is the optimal energy-saving condition of economy mode, which uses battery power to avoid the range extender from starting and minimizes fuel consumption.

[0064] In economy mode, when the driver presses the accelerator deeply, such as for overtaking or rapid acceleration, and the power demand reaches the vehicle's maximum capacity, the CCU will trigger full-power output of both power units. At this time, the power required by the accelerator equals the vehicle's total maximum power, requiring the range extender and the power battery to work together at full power to meet the maximum power requirement. The CCU sends a full-power start command to the engine ECU, the generator outputs P_range extender, and sends a full-power discharge command to the BMS, controlling the power battery to output P_battery. It also sends a total power output command to the MCU, driving the motor to drive the vehicle. The driving power of the drive motor is equal to the sum of the maximum power of the range extender and the maximum power of the power battery. Moreover, when the range extender is running, the range extender output power P_range extender... 增程 >Power battery charging power P 充电 In addition to meeting current driving needs, there is a power margin to prioritize charging the power battery, ensuring sufficient power for subsequent pure electric driving, thus balancing economy and power response speed.

[0065] In this embodiment of the invention, when the vehicle needs electricity outdoors, the range extender can be controlled by the vehicle domain control module to generate electricity and charge the power battery. At the same time, the external power converter can meet the user's power needs. If the power battery charge is too low, the engine control unit (ECU), GCU, and BMS need to be controlled by the vehicle domain control module to enter the parking charging mode.

[0066] Outdoor power mode refers to the user triggering the range extender to generate electricity while the motorcycle is parked, simultaneously charging the battery and powering external devices. Priority is given to meeting the needs of external devices, with any remaining power used to charge the battery, thus avoiding energy waste. The CCU will only activate outdoor power mode if the following three conditions are met: ① Confirm the parking status to ensure the motorcycle will not move when the engine is started; ② User-initiated triggering: Send a command via the instrument HMI touch keys or physical buttons to trigger the signal transmission to the CCU; ③ The range extender is in an startable state.

[0067] After the CCU activates the outdoor power mode, it allocates the range extender's power output according to the logic of prioritizing external power supply and charging with remaining power. The CCU sends a power generation start command to the engine ECU to control the engine to run stably at the set speed. At the same time, it sends a power output command to the GCU to lock the range extender's power output. The external power converter collects the total power consumption of external devices in real time and feeds it back to the CCU. If the power battery is too low, the CCU prioritizes using the range extender's remaining power for charging to maintain the driving range. The CCU combines the battery SOC and charging demand fed back by the BMS to replenish the power battery and quickly restore its power output.

[0068] Through the aforementioned control strategies, motorcycles are upgraded from mere transportation tools to mobile energy stations, meeting the needs of outdoor camping, emergency rescue, and other applications, thereby enhancing product competitiveness. The parking charging mode addresses the pain point of insufficient battery power for outdoor use, maintaining continuous range. This function, through precise CCU control and multi-hardware collaboration, not only meets the practical needs of outdoor power consumption but also solves the problem of replenishing low battery power, representing an important extension of range-extending technology into the motorcycle field.

[0069] In this embodiment of the invention, the sensors in the sensor group used for acquiring current and voltage employ 32-bit digital encoding and have weak signal amplification capabilities. The sensor in the sensor group used for acquiring temperature has temperature offset correction and error compensation functions.

[0070] In this embodiment of the invention, the vehicle domain control module has a built-in data feedforward unit: The data feedforward unit pre-programs MCU control parameters, BMS parameters, and GCU parameters; By comparing and contrasting the actual vehicle operating parameters with the pre-programmed parameters, the system achieves self-learning optimization and adjusts the range extender control strategy.

[0071] The intelligent control system for the motorcycle range extender in this embodiment of the invention also includes an external power converter; When the motorcycle is parked and needs outdoor power, the vehicle domain control module controls the range extender module to generate electricity, and at the same time outputs electrical energy through the external power converter. If the battery SOC value is too low, the vehicle domain control module controls the ECU, GCU, and BMS to enter the parking charging mode.

[0072] In this embodiment of the invention, the vehicle domain control module has a built-in operating condition comparison unit: The operating condition comparison unit pre-stores a power-torque demand table and predicts the driver's intentions based on throttle opening and brake signals; it dynamically allocates generator power based on battery SOC value to optimize energy utilization.

[0073] By comparing the preset operating conditions with the power and torque demand table of the CCU, the driver's intentions can be predicted based on the throttle opening and brake signals. The CCU adopts an intelligent management system that dynamically allocates power generation based on the battery charge to optimize energy utilization.

[0074] Thirdly, embodiments of the present invention also provide a vehicle including the intelligent control system for a motorcycle range extender with the above-described structure. The vehicle is a motorcycle. Because the vehicle of the present invention includes the intelligent control system for a motorcycle range extender as described in the above embodiments, it possesses all the advantages of the aforementioned intelligent control system for a motorcycle range extender.

[0075] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A method for intelligent control of a motorcycle range extender, characterized in that, Includes the following steps: S1. Information Acquisition: The motorcycle's operating parameters are acquired through a sensor array. These operating parameters include at least engine operating parameters, battery status parameters, drive system parameters, and safety signals. S2. Information Extraction and Processing: The collected operating parameters are transmitted to the vehicle domain control module to extract the vehicle dynamic parameters and power demand parameters, and the extracted parameters are corrected for loss and deviation. S3. Multi-system linkage calculation: Based on the real-time status of the engine, generator, battery and drive motor, and taking into account the throttle signal, battery SOC and power demand, the four-system linkage optimization is performed to determine the power allocation of each system. S4. Operating Mode Control: Select pure electric mode, economy mode or range extender mode based on the driving mode signal received by the vehicle domain control module and the battery SOC value. When the battery SOC value is greater than or equal to the first threshold X, pure electric mode is executed; When the battery SOC value is between the first threshold X and the second threshold Y, the economy mode is executed, which is driven by the range extender and the power battery. When the battery SOC value is less than the first threshold X, the range extender mode is executed, in which the range extender independently provides drive power and charges the battery.

2. The intelligent control method for a motorcycle range extender according to claim 1, characterized in that, In step S1: The engine operating parameters include engine throttle opening and engine speed; The battery status parameters include the battery SOC value; The drive system parameters include drive motor speed, drive motor output power, and generator speed; The safety signals include the ABS signal.

3. The intelligent control method for a motorcycle range extender according to claim 1, characterized in that, In step S2: The vehicle dynamic parameters include vehicle acceleration and tire speed; The power demand parameters include the generator's required power output. The loss correction includes at least motor power loss correction and engine power loss correction; The deviation correction includes deviation correction for engine throttle data acquisition.

4. The intelligent control method for a motorcycle range extender according to any one of claims 1 to 3, characterized in that, The working mode in step S4 also includes mountain mode; In mountain mode, the vehicle domain control module pre-calibrates the power and torque requirements and controls the drive motor to maintain low-speed, high-torque output. Depending on whether the driver selects the fuel priority logic or the pure electric priority logic, if it is fuel priority and the throttle power demand is greater than the maximum output power of the range extender, the vehicle domain control module controls the battery management system to supplement the output power difference. The output power difference is the difference between the actual power required by the vehicle and the maximum power of the range extender. At the same time, the power and torque gradients are adjusted in conjunction with the ABS signal.

5. The intelligent control method for a motorcycle range extender according to any one of claims 1 to 3, characterized in that, In step S4, the first threshold X ranges from 5% to 10%.

6. The intelligent control method for a motorcycle range extender according to any one of claims 1 to 3, characterized in that, In step S4, the control logic of the economic model is as follows: When the battery SOC value is greater than the second threshold Y, switch to pure electric mode; When the battery SOC value is less than the first threshold X and the throttle demand power is less than the difference between the range extender's maximum power and the battery charging power, the range extender provides all the drive power.

7. The intelligent control method for a motorcycle range extender according to any one of claims 1 to 3, characterized in that, It also includes the following steps: S5. Self-learning optimization control: Through multiple data comparisons and feedback from the drive motor controller, battery management system, engine control unit, and generator control unit via the vehicle domain control module, parameter self-learning and energy distribution self-optimization are achieved to realize efficient coordinated control of the engine and generator.

8. The intelligent control method for a motorcycle range extender according to any one of claims 1 to 3, characterized in that, In step S1, the current and voltage signals are acquired using 32-bit digital encoding, and the temperature signal is corrected for temperature drift to reduce sensing errors.

9. The intelligent control method for a motorcycle range extender according to any one of claims 1 to 3, characterized in that, In step S2, timing synchronization and channel multiplexing techniques are used for multiple signals, and the switching delay is controlled within a preset time range to ensure stable signal transmission.

10. A motorcycle range extender intelligent control system implementing the method of any one of claims 1 to 9, characterized in that, include: Vehicle domain control module: used to receive and process operating parameters and output control commands to each module. The vehicle domain control module is at least communicatively connected to the engine control unit, generator control unit, battery management system, drive motor controller, and ABS module. Range extender module: includes engine assembly, generator, and throttle valve, wherein the engine assembly is a 150cc or 200cc water-cooled motorcycle engine; Control terminal: includes ABS module and mode converter, the mode converter is used to receive driver intention signals, the input methods of the intention signals include at least knobs and buttons, instrument HMI touch, and voice interaction; Execution module: includes a drive motor, which receives power and torque commands output by the MCU; Sensor group: Used to collect engine operating parameters, battery status parameters, drive system parameters and safety signals.

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