A range-extending electric vehicle power generation control method, device, medium and vehicle

Abstract

The application provides a range extending electric vehicle power generation control method, device, medium and vehicle, and comprises the following steps: in the case that the vehicle meets the range extending power generation mode, compensating the economic rotating speed based on the equal power principle to obtain a compensated rotating speed, and determining a compensated torque by using the compensated rotating speed; controlling the range extender to generate power according to the compensated rotating speed and the compensated torque in the current control period; in this way, when the engine torque decays due to the highland and high temperature scene, the rotating speed is adjusted according to the equal power rule, the torque borne by the working condition is also reduced under the condition that the total power generation amount remains unchanged, so that the torque borne by the working condition can be covered even if the engine torque decays, and then the constant power output is completed; the measured external characteristic torque corresponding to the latest rotating speed is checked in each control period, so that the slight calculation deviation generated in the last control period can be corrected and offset in the next control period, and finally the compensation accuracy of the rotating speed can be improved, and the stability of the vehicle can be improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, device, medium, and vehicle for controlling the power generation of a range-extended electric vehicle. Background Technology

[0002] The range extender in a range-extended electric vehicle (REEV) consists of an engine and a generator, which can be rigidly directly connected or connected via a speed-increasing gear mechanism. During vehicle operation, the engine drives the generator to output electrical energy. The range extender and the vehicle's drive system are physically decoupled; the range extender only supplies electrical energy, while the vehicle controller adjusts the range extender's operating speed and torque based on the vehicle's real-time electrical load requirements. When calibrating the generator's operating point, fuel economy is the primary optimization objective, while NVH (noise, vibration, and harshness) performance is also monitored.

[0003] However, the engine will experience significant reduction in external characteristic torque under high-altitude and high-temperature conditions. After the engine's external characteristic torque is reduced, if the torque required at the current power generation operating point exceeds the engine's real-time available limit torque, the engine's output torque will be hard-limited by its own external characteristics, and it will be unable to output the full amount of power generation required by the vehicle, resulting in a power generation gap. In severe cases, this will trigger the vehicle's power limitation, leading to faults such as stalling while climbing and power interruption, which will affect driving safety and the driving experience.

[0004] In related technologies, fixed speed compensation is generally performed, which involves a large amount of calibration work and is difficult to adapt to combined working conditions such as high altitude and high temperature. It is prone to problems of over-compensation or under-compensation, resulting in poor compensation accuracy, insufficient power generation, and thus affecting the stability of the vehicle. Summary of the Invention

[0005] To address the problems existing in the prior art, embodiments of the present invention provide a method, device, medium, and vehicle for controlling the power generation of a range-extended electric vehicle, in order to solve or partially solve the technical problem in the prior art where insufficient power generation is caused by engine torque attenuation in electric vehicles under high temperature and high altitude environments, thereby affecting vehicle stability.

[0006] A first aspect of the present invention provides a power generation control method for a range-extended electric vehicle, the method comprising: When the vehicle meets the range-extending power generation mode, the corresponding maximum external characteristic torque is determined according to the economic speed of the vehicle in the current control cycle. The economic torque of the current control cycle is verified using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result. If the torque verification result does not meet the preset conditions, the economic speed is compensated based on the equal power principle to obtain the compensation speed, and the compensation torque is determined using the compensation speed; the compensation speed is greater than the economic speed. The range extender is controlled to generate electricity according to the compensated speed and the compensated torque during the current control cycle.

[0007] The method in the above scheme further includes: The altitude of the vehicle's environment and the engine intake manifold temperature of the vehicle are obtained. Obtain the current altitude of the vehicle's environment and the current engine intake manifold temperature of the vehicle; Determine whether the current altitude is greater than a preset altitude threshold, and / or determine whether the current engine intake manifold temperature is greater than a preset temperature threshold; If the current altitude is greater than a preset altitude threshold, and / or the current engine intake manifold temperature is greater than a preset temperature threshold, continue to determine whether the current engine speed is greater than the corresponding preset speed threshold. If the current engine speed is greater than the preset speed threshold and the engine is in normal operating condition, then the vehicle is determined to meet the range-extended power generation mode.

[0008] In the above scheme, the preset speed threshold is determined through the following steps: The first target speed threshold is searched in a preset first mapping file based on the current altitude, and the second target speed threshold is searched in a preset second mapping file based on the current intake manifold temperature; the first mapping file stores the correspondence between altitude and the first speed threshold, and the second mapping file stores the correspondence between intake manifold temperature and the second speed threshold. The larger of the first speed threshold and the second speed threshold is determined as the preset speed threshold.

[0009] In the above scheme, the economic speed and economic torque of the current control cycle are determined through the following steps: If the current control cycle is the first control cycle, the economic speed and economic torque of the current control cycle are determined based on the lowest fuel consumption condition line in the engine operating condition characteristic diagram of the demand power generation. If the current control cycle is not the first control cycle, then the compensation speed of the previous control cycle is determined as the economic speed of the current control cycle, and the compensation torque of the previous control cycle is determined as the economic torque of the current control cycle.

[0010] In the above scheme, the step of verifying the economic torque of the current control cycle using the maximum external characteristic torque and the safe torque threshold to obtain the verification result includes: Determine a first torque sum value between the safe torque threshold and the economic torque of the current control cycle; Determine whether the maximum external characteristic torque is greater than the first torque value; if so, determine that the torque verification result meets the preset conditions. If not, then the torque verification result is determined to be inconsistent with the preset conditions.

[0011] In the above scheme, the compensation for the economic speed based on the equal power principle to obtain the compensated speed includes: Obtain the required power generation capacity of the vehicle; Determine the torque difference between the maximum external characteristic torque and the safe torque threshold; The compensation speed is determined based on the torque difference and the required power generation.

[0012] In the above scheme, determining the compensation torque using the compensation speed includes: Determine the product between the required power generation and a preset conversion factor; the preset conversion factor is the conversion factor between torque, speed, and power generation. The compensation torque is determined based on the product and the compensation speed.

[0013] In the above scheme, after determining the compensation torque using the compensation speed, the method further includes: Determine whether the compensation speed of the current control cycle has reached the preset maximum speed threshold; if so, determine that the cycle termination condition is met and stop the new round of speed compensation. If not, repeat the torque verification, speed compensation, and torque compensation steps in the next control cycle.

[0014] The method in the above scheme further includes: If the torque verification result meets the preset conditions, the range extender is controlled to generate electricity according to the economic speed and the economic compensation torque of the current control cycle.

[0015] A second aspect of the present invention provides a power generation control device for a range-extended electric vehicle, the device comprising: The determining unit is used to determine the corresponding maximum external characteristic torque based on the economic speed of the vehicle in the current control cycle when the vehicle meets the range-extending power generation mode, and to verify the economic torque of the current control cycle using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result. The compensation unit is used to compensate the economic speed based on the principle of equal power if the torque verification result does not meet the preset conditions, to obtain the compensation speed, and to determine the compensation torque using the compensation speed; the compensation speed is greater than the economic speed. The control unit is used to control the range extender to generate electricity according to the compensated speed and the compensated torque in the current control cycle.

[0016] In the above scheme, the determining unit is specifically used for: Obtain the current altitude of the vehicle's environment and the current engine intake manifold temperature of the vehicle; Determine whether the current altitude is greater than a preset altitude threshold, and / or determine whether the current engine intake manifold temperature is greater than a preset temperature threshold; If the current altitude is greater than a preset altitude threshold, and / or the current engine intake manifold temperature is greater than a preset temperature threshold, continue to determine whether the current engine speed is greater than the corresponding preset speed threshold. If the current engine speed is greater than the preset speed threshold and the engine is in normal operating condition, then the vehicle is determined to meet the range-extended power generation mode.

[0017] In the above scheme, the determining unit is specifically used for: The first target speed threshold is searched in a preset first mapping file based on the current altitude, and the second target speed threshold is searched in a preset second mapping file based on the current intake manifold temperature; the first mapping file stores the correspondence between altitude and the first speed threshold, and the second mapping file stores the correspondence between intake manifold temperature and the second speed threshold. The larger of the first speed threshold and the second speed threshold is determined as the preset speed threshold.

[0018] In the above scheme, the determining unit is specifically used for: If the current control cycle is the first control cycle, the economic speed and economic torque of the current control cycle are determined based on the lowest fuel consumption condition line in the engine operating condition characteristic diagram of the demand power generation. If the current control cycle is not the first control cycle, then the compensation speed of the previous control cycle is determined as the economic speed of the current control cycle, and the compensation torque of the previous control cycle is determined as the economic torque of the current control cycle.

[0019] In the above scheme, the determining unit is specifically used for: Determine a first torque sum value between the safe torque threshold and the economic torque of the current control cycle; Determine whether the maximum external characteristic torque is greater than the first torque value; if so, determine that the torque verification result meets the preset conditions. If not, then the torque verification result is determined to be inconsistent with the preset conditions.

[0020] In the above scheme, the compensation unit is specifically used for: Obtain the required power generation capacity of the vehicle; Determine the torque difference between the maximum external characteristic torque and the safe torque threshold; The compensation speed is determined based on the torque difference and the required power generation.

[0021] In the above scheme, the compensation unit is specifically used for: Determine the product between the required power generation and a preset conversion factor; the preset conversion factor is the conversion factor between torque, speed, and power generation. The compensation torque is determined based on the product and the compensation speed.

[0022] In the above scheme, the control unit is also used for: Determine whether the compensation speed of the current control cycle has reached the preset maximum speed threshold; if so, determine that the cycle termination condition is met and stop the new round of speed compensation. If not, repeat the torque verification, speed compensation, and torque compensation steps in the next control cycle.

[0023] In the above scheme, the control unit is also used for: If the torque verification result meets the preset conditions, the range extender is controlled to generate electricity according to the economic speed and the economic compensation torque of the current control cycle.

[0024] A third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the method described in any of the first aspects.

[0025] A fourth aspect of the present invention provides a vehicle including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the steps of the method described in any of the first aspects.

[0026] This invention provides a method, device, medium, and vehicle for controlling the power generation of a range-extended electric vehicle. The method includes: when the vehicle meets the range-extended power generation mode, determining the corresponding maximum external characteristic torque based on the vehicle's economic speed in the current control cycle; verifying the economic torque of the current control cycle using the maximum external characteristic torque and a safe torque threshold to obtain a torque verification result; if the torque verification result does not meet preset conditions, compensating the economic speed based on the equal power principle to obtain a compensation speed; determining the compensation torque using the compensation speed; the compensation speed is greater than the economic speed; and controlling the range extender to generate electricity in the current control cycle according to the compensation speed and the compensation torque. Thus, when the engine torque decreases due to high altitude or high temperature conditions, the engine speed is increased according to the equal power principle. With the total power generation remaining unchanged, the torque required for the operating condition will also decrease. Therefore, even if the engine torque decreases, it can cover the torque required for the operating condition, thereby achieving constant power output and making up for the power generation gap caused by the torque decrease. Furthermore, the operating condition is refreshed cyclically within the control cycle to adapt to the dynamic torque decrease. In each control cycle, the measured external characteristic torque corresponding to the latest speed is retrieved for verification. In this way, the small calculation deviation generated in the previous control cycle can be corrected and offset in the next control cycle, which can ultimately improve the speed compensation accuracy, adapt to the real-time torque decrease level, and improve the vehicle's stability. Attached Figure Description

[0027] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic diagram of engine operating characteristics under standard operating conditions according to an embodiment of the present invention is shown. Figure 2 A schematic diagram of engine operating characteristics under high-altitude or high-temperature conditions according to an embodiment of the present invention is shown. Figure 3 A schematic flowchart of a range-extended electric vehicle power generation control method according to an embodiment of the present invention is shown; Figure 4 A schematic diagram of a range-extended electric vehicle power generation control device according to an embodiment of the present invention is shown; Figure 5 A schematic diagram of the structure of a range-extended electric vehicle according to an embodiment of the present invention is shown. Detailed Implementation

[0028] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0029] To better understand the technical solution of this invention, the power generation control principle of the range extender is introduced below: The vehicle controller first summarizes the power consumption of the drive motor, the power consumption of the vehicle auxiliary electrical appliances, and the power battery replenishment demand, calculates the power generation demand that the vehicle system needs to replenish at the moment, and performs compensation calculations based on the electromechanical conversion loss of the generator to obtain the mechanical power benchmark that the engine needs to output.

[0030] The system retrieves the pre-calibrated universal characteristic map of the engine and uses the core screening logic of reducing fuel consumption rate. Within the range of the equal power line that matches the power, it selects the set of speed and torque conditions with the best fuel consumption performance as the benchmark operating point.

[0031] Due to mechanical constraints, the engine crankshaft and generator rotor are rigidly coaxially connected, forcibly synchronizing their operating speeds without any speed difference. Therefore, the electronic control system performs two independent closed-loop tasks for regulation: on one hand, it sends the selected target speed to the generator, relying on load feedback to perform closed-loop speed adjustment and lock the entire crankshaft's operating rate; on the other hand, it outputs a target torque command to the engine controller, which then precisely outputs the preset torque by adjusting intake air volume, fuel injection volume, and ignition timing. The mechanical energy output by the engine is coaxially transferred to the generator, where it is converted into electrical energy through electromagnetic induction, continuously outputting rated power. This electrical energy is then distributed to the drive motor and battery as needed, thus stably achieving the preset power generation target.

[0032] Universal property diagram as follows Figure 1 As shown, in Figure 1 In the diagram, the horizontal axis represents engine speed, and the vertical axis represents torque. Figure 1 The thin blue line represents the engine's fuel consumption curve, the pink line represents the power curve, the green line represents the pre-calibrated minimum fuel consumption curve, and the thick blue line represents the engine's external characteristic torque curve under standard operating conditions.

[0033] Among them, the equal fuel consumption line is a closed curve connecting points with equal values ​​in the universal characteristic graph (the amount of fuel consumed per unit of mechanical energy output remains consistent across all speed and torque conditions on the line); the smaller the value marked on the line, the higher the fuel utilization efficiency and the better the fuel consumption performance under that condition. It is mainly used for horizontal comparison of fuel-saving levels at different operating points under the same power, and is the core reference for selecting low-loss power generation points.

[0034] All operating points on the equal power line can output the same mechanical energy (corresponding to a fixed power generation); even if the speed and torque ratio of the operating points on this line change, the mechanical power produced by the engine will not change. In the subsequent range-extending control process of this embodiment of the invention, when speed compensation is carried out due to unqualified torque verification, it is necessary to adjust the operating conditions along the same equal power line and change the speed and torque combination while ensuring that the power generation remains unchanged.

[0035] The engine's external characteristic torque curve represents the upper limit of the peak torque that the engine can output at each engine speed under standard normal temperature and pressure conditions, with the throttle fully open and fuel supply calibrated according to the optimal strategy. It defines the hard boundary of the torque that can be called upon at each speed condition; the actual operating torque cannot exceed the torque value corresponding to this curve. When encountering harsh conditions such as high altitude or high temperature, the deterioration of intake conditions will cause the external characteristic torque curve to shift downward and the peak torque to shrink.

[0036] The minimum fuel consumption rate operating condition line can be obtained by calibrating the engine's universal characteristic chart. Figure 1 The horizontal axis represents engine speed, and the vertical axis represents engine output torque. The multiple closed lines (thin blue lines) distributed in the figure are constant fuel consumption lines. During calibration, a durability and performance test is first conducted using an engine bench dynamometer to traverse different speed and torque combinations. The braking fuel consumption rate value corresponding to each set of operating conditions is measured. The speed-torque operating condition point with the lowest fuel consumption rate is selected from the constant power line corresponding to the same power output as the optimal operating condition point. Then, all the optimal operating condition points selected under different power are sequentially connected to form a continuous trajectory, ultimately forming the minimum fuel consumption rate operating condition line.

[0037] The engine speed and torque point at which fuel consumption is lowest can also be understood as the economic operating point (the point where fuel cost is lowest while meeting power requirements). Therefore, the engine speed corresponding to this economic operating point on the lowest fuel consumption rate operating line can be called the economic speed, and the torque corresponding to this economic operating point can be called the economic torque. In other words, the economic speed is the engine speed required for the vehicle to maintain optimal fuel economy (lowest fuel consumption rate), and the economic torque is the torque required for the vehicle to maintain optimal fuel economy (lowest fuel consumption rate).

[0038] When a vehicle is in a high-altitude or high-temperature environment, the low pressure at high altitudes can cause insufficient single-cycle air intake, leading to a continuous increase in torque decay in naturally aspirated engines with increasing altitude. High temperatures reduce intake air density and induce knocking, further limiting engine torque output. Figure 2As shown, the external characteristic torque curve will decrease from mark 21 to mark 22. If the torque required at the current power generation operating point exceeds the engine's real-time available limit torque, the engine's output torque will be hard-limited by its own external characteristics, and it will be unable to output the full amount of power generation required by the vehicle.

[0039] When a vehicle is traveling in high-altitude or high-temperature operating conditions, two types of environmental factors work together to compress the upper limit of the torque that the engine can output: On the one hand, the air pressure in the high-altitude environment is low and the thin air will directly reduce the total amount of air intake in a single intake stroke of the internal combustion engine. For naturally aspirated engines, the higher the altitude, the more prominent the intake deficit becomes. The total amount of combustible mixture in the cylinder decreases, the combustion and work capacity is continuously weakened, and the peak torque of the external characteristics decreases in a stepwise manner as the altitude increases.

[0040] On the other hand, increased ambient temperature further reduces intake air density, resulting in less oxygen available for combustion within the same intake volume. This weakens the engine's power output, and the high temperature of the in-cylinder mixture makes it more prone to abnormal knocking. The engine's electronic control system will actively suppress knocking by retarding the ignition timing and adjusting fuel injection strategies, triggering mandatory torque limiting. Both of these factors affect the engine's factory-calibrated external torque curve. (Refer to...) Figure 2 The external characteristic torque curve will shift from curve 21 corresponding to normal environment to curve 22 under harsh environment, and the maximum output torque across the entire speed range will decline overall.

[0041] Under this operating condition constraint, if power generation is carried out according to the pre-selected benchmark power generation condition, the torque value required to be supplied at the operating point is greater than the limit available torque that the external characteristic curve can provide after attenuation. Due to the rigid constraints of mechanical structure and electronic control safety strategy, the engine torque output cannot exceed the upper limit of external characteristics, and it cannot produce sufficient power generation required for the operation of the whole vehicle. This will create a power supply gap for the whole vehicle, and continuous operation is prone to rapid decline in the SOC of the power battery, resulting in potential faults such as weak power output of the whole vehicle.

[0042] To improve power generation, embodiments of the present invention provide a power generation control method for range-extended electric vehicles, such as... Figure 3 As shown, the method mainly includes the following steps: S310, when the vehicle meets the range-extending power generation mode, the maximum external characteristic torque is determined according to the economic speed of the vehicle in the current control cycle, and the economic torque of the current control cycle is verified using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result.

[0043] In this embodiment of the invention, it is first necessary to determine whether the vehicle meets the range-extended power generation mode. If it does, the economic speed and economic torque of the vehicle in the current control cycle are obtained. The corresponding maximum external characteristic torque is determined based on the economic speed of the vehicle in the current control cycle. The economic torque of the current control cycle is verified using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result.

[0044] Among them, the range-extended power generation mode is the core operating condition of the range-extended hybrid vehicle: when the remaining SOC of the power battery drops to a preset threshold, and the combined power consumption rate of the vehicle and its accessories exceeds the upper limit of the battery's own energy output, the system switches to this exclusive operating mode. In this mode, the engine does not transmit driving force to the wheels through the mechanical transmission structure, but only drives the generator in the form of a prime mover to complete the conversion of mechanical energy into electrical energy; the electrical energy produced by the generator is distributed in two ways: it is first supplied to the drive motor to output power to meet the power demand of the vehicle, and the surplus electrical energy is input into the power battery to complete the charging and replenishment, filling the power supply and demand gap of the vehicle, curbing the continuous decline of the battery SOC, maintaining the power in a safe and controllable operating range, and avoiding the problem of power limitation and weak vehicle power caused by low power.

[0045] In one implementation, the vehicle's compliance with the range-extending power generation mode is determined through the following steps: Obtain the current altitude of the vehicle's environment and the current engine intake manifold temperature of the vehicle; Determine whether the current altitude is greater than a preset altitude threshold, and / or determine whether the current engine intake manifold temperature is greater than a preset temperature threshold; If the current altitude is greater than a preset altitude threshold, and / or the current engine intake manifold temperature is greater than a preset temperature threshold, continue to determine whether the current engine speed is greater than the corresponding preset speed threshold. If the current engine speed is greater than the preset speed threshold and the engine is in normal operating condition, then the vehicle is determined to meet the range-extended power generation mode.

[0046] The preset speed threshold is determined through the following steps: The first target speed threshold is found in the preset first mapping file based on the current altitude, and the second target speed threshold is found in the preset second mapping file based on the current intake manifold temperature. The first mapping file stores the correspondence between altitude and the first speed threshold, and the second mapping file stores the correspondence between intake manifold temperature and the second speed threshold. The larger of the first target speed threshold and the second target speed threshold is determined as the preset speed threshold.

[0047] Specifically, since vehicles are prone to torque attenuation in high-altitude or high-temperature environments, it is necessary to obtain the current altitude, current engine intake manifold temperature, current engine speed, and engine operating status in real time.

[0048] If the current altitude is greater than the preset altitude threshold, and / or the current engine intake manifold temperature is greater than the preset temperature threshold, it indicates that the vehicle is in a harsh operating condition that is prone to engine torque decay. At this time, it is necessary to further determine whether the current engine speed is greater than the preset speed threshold and whether the engine is in normal operating condition. If the current engine speed is greater than the preset speed threshold and the engine is in normal operating condition, it is determined that the vehicle meets the range extender power generation mode. At this time, it is necessary to dynamically lower the range extender power generation start speed threshold and start the range extender power generation in advance to reserve battery power.

[0049] Among them, the altitude threshold and the preset temperature threshold can be calibrated based on the actual situation. For example, the altitude threshold can be set in segments, such as 1500m and 3500mm, and the preset temperature threshold can be set in segments, such as 45℃ and 65℃.

[0050] The first and second speed thresholds can be in the range of [600 r / min, 800 r / min]. The first mapping file stores the correspondence between altitude and the first speed threshold. For example, the first mapping file can be shown in Table 1. Table 1

[0051] As can be seen from Table 1, if the current altitude is in the range of [1500m, 3500m), the first target speed threshold can be 650r / min. If the current altitude is greater than or equal to 3500m, the first target speed threshold can be 800r / min.

[0052] The second mapping file stores the correspondence between intake manifold temperature and the second engine speed threshold. For example, the second mapping file can be shown in Table 2: Table 2

[0053] As can be seen from Table 2, if the current intake manifold temperature is in the range of [45℃, 65℃), the second target speed threshold can be 650 r / min. If the current intake manifold temperature is greater than or equal to 65℃, the second target speed threshold can be 800 r / min.

[0054] That is, if the current altitude is in [1500m, 3500m), or the current engine intake manifold temperature is in [45℃, 65℃), then the preset speed threshold is 650r / min; If the current altitude is between 1500m and 3500m, and the current engine intake manifold temperature is greater than or equal to 65℃, then the preset speed threshold is 800r / min. If the current altitude is greater than or equal to 3500m and the current engine intake manifold temperature is [45℃, 65℃), then the preset speed threshold is 800r / min; If the current altitude is greater than or equal to 3500m and the current engine intake manifold temperature is greater than 65℃, the preset speed threshold is 800r / min.

[0055] This method dynamically determines the engine speed threshold based on the current altitude and engine intake manifold temperature in real time. It relaxes the speed threshold constraint under high temperature and high altitude conditions, adapts to the torque reduction caused by the environment, makes up for the power generation gap, and avoids over-depletion of the power battery. It can also alleviate cylinder burst pressure and reduce the risk of knocking.

[0056] After determining that the vehicle meets the range-extended power generation mode, it is also necessary to obtain the economic speed and economic torque of the vehicle in the current control cycle. In one implementation, the economic speed and economic torque of the current control cycle are determined through the following steps: If the current control cycle is the first control cycle, the economic speed and economic torque of the current control cycle are determined based on the lowest fuel consumption condition line in the engine operating characteristic diagram of the demand power generation. If the current control cycle is not the first control cycle, the compensation speed of the previous control cycle will be determined as the economic speed of the current control cycle, and the compensation torque of the previous control cycle will be determined as the economic torque of the current control cycle.

[0057] Specifically, once the vehicle's required power generation is determined, if the current control cycle is the first control cycle, the operating point (economic speed and economic torque) corresponding to the required power generation can be found in the minimum fuel consumption operating condition line of the engine operating condition characteristic graph. If the required power generation exactly matches the output power of the operating point on the minimum fuel consumption operating condition line, then the speed corresponding to that operating point is determined as the economic speed for the current control cycle, and the torque corresponding to that operating point is determined as the economic torque for the current control cycle.

[0058] If the required power generation fails to match the output power of the operating point on the lowest fuel consumption operating condition line, then on the same equal power line, a set of reference operating condition points that are closest to the optimal economic line and have the lowest fuel consumption will be selected first. The speed corresponding to the reference operating condition point will be determined as the economic speed of the current control cycle, and the torque corresponding to the reference operating condition point will be determined as the economic torque of the current control cycle.

[0059] If the current control cycle is not the first control cycle, then the compensation speed of the previous control cycle is determined as the economic speed of the current control cycle, and the compensation torque of the previous control cycle is determined as the economic torque of the current control cycle. The specific methods for determining the compensation speed and compensation torque will be explained in detail later, and will not be repeated here.

[0060] Once the economic speed for the current control cycle is determined, the vehicle's economic speed for the current control cycle and the pre-calibrated decaying external characteristic torque curve (e.g.) are used as the basis for further analysis. Figure 2 Marker 22) determines the corresponding maximum external characteristic torque. For example, using the current economic speed as an index, the pre-stored decay external characteristic torque curve is queried, and the maximum external characteristic torque corresponding to the economic speed is calculated by interpolation matching.

[0061] The decayed external characteristic torque curve can be obtained by testing and calibrating at various speeds under full load using a dynamometer. Specifically, in an engine bench test chamber simulating high and low temperatures and different altitudes, the engine is controlled by a dynamometer to maintain various target speeds, allowing the engine to run at full load fuel injection output. The dynamometer accurately collects the peak output torque corresponding to each speed. All measurement data are then compiled and fitted to generate the external characteristic curve after torque decay under harsh operating conditions, which is then pre-calibrated by storing it in the vehicle controller.

[0062] After determining the maximum external characteristic torque corresponding to the economic speed of the current control cycle, the economic torque of the current control cycle is verified using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result.

[0063] In one implementation, the economic torque of the current control cycle is verified using the maximum external characteristic torque and the economic torque of the current control cycle to obtain the verification result, including: Determine the first torque sum value between the safe torque threshold and the current torque threshold; Determine whether the maximum external characteristic torque is greater than the first torque value. If so, determine that the torque verification result meets the preset conditions. If not, then the torque verification result does not meet the preset conditions.

[0064] Specifically, high-altitude and high-temperature environments can cause a decrease in the engine's maximum torque, and intake fluctuations and sudden load changes can temporarily compress the output torque. This invention pre-sets a safe torque threshold as a margin buffer in the torque verification process: on the one hand, relying on the reserved torque safety margin, it resists the impact of instantaneous peak loads, preventing the operating torque from exceeding the engine's external characteristic torque limit after a surge in instantaneous power demand, and ensuring that the power generation supply cannot keep up with the power demand, thus ensuring continuous and stable power supply for the entire vehicle; on the other hand, it rationally constrains the value of the torque margin, preventing excessively widening the margin and forcing the system to deviate significantly from the originally optimized fuel-saving operating conditions. Under the premise of reliably resisting environmental disturbances and consolidating power supply stability, it minimizes the increase in fuel consumption caused by the deviation in operating conditions, achieving a synergistic balance between the reliability of the vehicle's power supply and fuel economy.

[0065] The safe torque threshold can be determined based on empirical values, such as 5~10 N.m; the safe torque threshold can also be dynamically determined based on the current altitude of the vehicle's environment and / or the current engine intake manifold temperature.

[0066] In one implementation, the safe torque threshold is determined through the following steps: The first target safe torque threshold is found in the preset third mapping file based on the current altitude, and the second target safe torque threshold is found in the preset fourth mapping file based on the current engine intake manifold temperature. The third mapping file stores the correspondence between altitude and the first safe torque threshold, and the fourth mapping file stores the correspondence between intake manifold temperature and the fourth safe torque speed threshold. The larger of the third target safety torque threshold and the fourth target safety torque threshold is determined as the preset safety torque threshold.

[0067] Similarly, the altitude threshold and preset temperature threshold can be calibrated based on actual conditions. For example, the altitude threshold can be set in segments, such as 1500m and 3500mm, and the preset temperature threshold can be set in segments, such as 45℃ and 65℃.

[0068] The first and second safe torque thresholds can be in the range of [5, 10 N·m]. The third mapping file stores the correspondence between altitude and the first safe torque threshold. For example, the third mapping file can be shown in Table 3. Table 3

[0069] As can be seen from Table 3, if the current altitude is in the range of [1500m, 3500m), the first target safe torque threshold can be 6 N·m. If the current altitude is greater than or equal to 3500m, the first target safe torque threshold can be 10 N·m.

[0070] The fourth mapping file stores the correspondence between engine intake manifold temperature and the second safe torque threshold. For example, the fourth mapping file can be shown in Table 4: Table 4

[0071] As can be seen from Table 4, if the current intake manifold temperature is between 45℃ and 65℃, the second target safe torque threshold can be 7 N·m. If the current intake manifold temperature is greater than or equal to 65℃, the second target safe torque threshold can be 10 N·m.

[0072] That is, if the current altitude is [1500m, 3500m), or the current engine intake manifold temperature is [45℃, 65℃), then the safe torque threshold is 7 N.m; If the current altitude is between 1500m and 3500m, and the current engine intake manifold temperature is greater than or equal to 65℃, then the preset speed threshold is 10 N·m. If the current altitude is greater than or equal to 3500m and the current engine intake manifold temperature is [45℃, 65℃], then the preset speed threshold is 10 N·m. If the current altitude is greater than or equal to 3500m and the current engine intake manifold temperature is greater than 65℃, the preset speed threshold is 7N.m.

[0073] After the safe torque threshold is determined, the judgment is made. If the condition is met, the range extender is controlled to generate electricity at the economic speed and torque of the current control cycle. The maximum external characteristic torque in the current control cycle. T i The economic torque for the current control cycle, A This is the safe torque threshold.

[0074] S311, if the torque verification result does not meet the preset conditions, the economic speed is compensated based on the equal power principle to obtain the compensation speed, and the compensation torque is determined using the compensation speed; the compensation speed is greater than the economic speed.

[0075] like If the torque verification result does not meet the preset conditions, compensation is performed on the economic speed based on the principle of equal power to obtain the compensation speed, and the compensation torque is determined using the compensation speed; the compensation speed is greater than the economic speed.

[0076] In one implementation, compensation for the economic speed is based on the principle of equal power to obtain the compensated speed, including: Obtain the required power generation capacity of the vehicle; Determine the torque difference between the maximum external characteristic torque and the safe torque threshold; The compensation speed is determined based on the torque difference and the required power generation.

[0077] In one implementation, determining the compensation torque using the compensation speed includes: Determine the product between the required power generation and the preset conversion factor; the preset conversion factor is the conversion factor between torque, speed and power generation. The compensation torque is determined based on the product and the compensation speed.

[0078] Specifically, assuming the required power generation is P 1. Then, according to the formula... Determine the compensation speed Then according to the formula Determine the compensation torque for the current control cycle. ; i This is the sequence number of the current control cycle. 9550 is the maximum external characteristic torque of the current control cycle; 9550 is the preset conversion factor.

[0079] It can be seen that when the engine torque decreases in high-altitude and high-temperature scenarios, the engine speed is increased according to the equal power law. With the total power generation remaining unchanged, the torque that the operating condition needs to withstand will also decrease. Therefore, even if the engine torque decreases, it can cover the torque that the operating condition needs to withstand, thereby achieving constant power output, making up for the power generation gap caused by the torque decrease, so that the range extender can stably output the target power generation and suppress the rapid decline of SOC.

[0080] S312, control the range extender to generate electricity according to the compensated speed and the compensated torque in the current control cycle.

[0081] After determining the compensation speed and compensation torque for the current control cycle, the range extender is controlled to generate electricity according to the compensation speed and compensation torque in the current control cycle.

[0082] In one embodiment, after determining the compensation torque using the compensation speed, the method further includes: Determine whether the compensation speed of the current control cycle has reached the preset maximum speed threshold; if so, determine that the cycle termination condition is met and stop the new round of speed compensation. If not, repeat the torque verification, speed compensation, and torque compensation steps in the next control cycle.

[0083] That is, if the verification result does not meet the preset conditions and the compensation speed of the current control cycle does not reach the preset maximum speed threshold, in the subsequent control cycle, the above steps S310~S312 will be executed repeatedly based on the preset control frequency (e.g., every 10ms interval) until the cycle ends.

[0084] The loop termination conditions include: the verification result meets the preset conditions, or the compensation speed of a certain control cycle reaches the preset speed threshold.

[0085] The preset speed threshold can be understood as the maximum speed, which can be determined based on the actual situation of the vehicle, for example, it can be 4500r / min.

[0086] For example, if it is determined that the range extender has entered the range-extended power generation mode, the power generation capacity will be adjusted according to demand during the first control cycle. T 1. Find the economic speed corresponding to the lowest fuel consumption condition line in the universal characteristic graph. N 1 and economic torque ; Obtain the economic speed of the first control cycle N The maximum external characteristic torque corresponding to 1 Determine the maximum external characteristic torque Is it greater than T 1+ A If so, then the verification result is determined to meet the preset conditions, and the range extender is controlled to operate according to ( ) in the first control cycle. N 1, T 1) To generate electricity.

[0087] If the maximum external characteristic torque Less than or equal to T 1+ A If the verification result does not meet the preset conditions, then according to the formula... Determine the compensated speed for the first control cycle N 2. According to the formula Determine the compensation torque for the first control cycle T 2; and control the range extender to operate according to ( ) in the first control cycle. N 2, T 2) To generate electricity.

[0088] In the second control cycle, the compensated speed will be... N 2 is the economic speed for the second control cycle, which will compensate for torque. T 2 is the economic torque for the second control cycle, and the economic speed for the second control cycle is obtained. N 2 corresponds to the maximum external characteristic torque Determine the maximum external characteristic torque Is it greater than T 2+A If so, then the verification result is determined to meet the preset conditions, and the range extender is controlled to operate according to ( ) in the second control cycle. N 2, T 2) Generate electricity, and the cycle ends.

[0089] If the maximum external characteristic torque Less than or equal to T 2+ A According to the formula Determine the compensation speed for the second control cycle. N 3. According to the formula Determine the compensation torque for the second control cycle. T 3; Control the range extender in the second control cycle according to ( N 3, T 3) To generate electricity.

[0090] In the subsequent 3rd control cycle, 4th control cycle... n Each control cycle requires the same steps described above to determine the operating point for each cycle. If the verification result consistently fails to meet the preset conditions, the cycle continues until the compensation speed increases to the preset speed threshold, at which point the loop ends. The preset speed threshold can be understood as the maximum speed limit, for example, 4500 r / min.

[0091] When the engine torque decreases in high-altitude or high-temperature environments, the engine speed is increased according to the equal power principle. With the total power generation remaining constant, the torque required for the operating conditions will also decrease. Thus, even if the engine torque decreases, it can still cover the torque required for the operating conditions, thereby achieving constant power output and making up for the power generation gap caused by the torque decrease. Furthermore, the operating conditions are refreshed cyclically within the control cycle to adapt to the dynamic torque decrease. In each control cycle, the measured external characteristic torque corresponding to the latest speed is retrieved for verification. In this way, the small calculation deviation generated in the previous control cycle can be corrected and offset in the next control cycle, which ultimately improves the speed compensation accuracy, adapts to the real-time torque decrease level, and improves the vehicle's stability.

[0092] Based on the same inventive concept as in the foregoing embodiments, the present invention also provides a range-extended electric vehicle power generation control device, such as... Figure 4 As shown, the device includes: The determining unit 41 is used to determine the corresponding maximum external characteristic torque based on the economic speed of the vehicle in the current control cycle when the vehicle meets the range-extending power generation mode, and to verify the economic torque of the current control cycle using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result. The compensation unit 42 is used to compensate the economic speed based on the principle of equal power if the torque verification result does not meet the preset conditions, to obtain the compensation speed, and to determine the compensation torque using the compensation speed; the compensation speed is greater than the economic speed. Control unit 43 is used to control the range extender to generate electricity according to the compensated speed and the compensated torque in the current control cycle.

[0093] Since the apparatus described in this embodiment of the invention is used to implement a range-extended electric vehicle power generation control method according to this invention, those skilled in the art can understand the specific structure and variations of the apparatus based on the method described in this embodiment of the invention, and therefore will not be repeated here. All apparatuses used in the methods of this embodiment of the invention fall within the scope of protection of this invention.

[0094] Based on the same inventive concept, this embodiment provides a vehicle, such as... Figure 5 The device includes a memory 504, a processor 502, and a computer program stored in the memory 504 and executable on the processor 502. When the processor 502 executes the program, it implements any one of the above-described methods for managing the hybrid energy of the vehicle.

[0095] Among them, Figure 5 In this document, a bus architecture (represented by bus 500) is used. Bus 500 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 502 and memory represented by memory 504. Bus 500 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 505 provides an interface between bus 500 and receiver 501 and transmitter 503. Receiver 501 and transmitter 503 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 502 is responsible for managing bus 500 and general processing, while memory 504 can be used to store data used by processor 502 during operation.

[0096] Based on the same inventive concept, this embodiment provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods described above.

[0097] Through one or more embodiments of the present invention, the present invention has the following beneficial effects or advantages: This invention provides a method, device, medium, and vehicle for controlling the power generation of a range-extended electric vehicle. The method includes: when the vehicle meets the range-extended power generation mode, determining the corresponding maximum external characteristic torque based on the vehicle's economic speed in the current control cycle; verifying the economic torque of the current control cycle using the maximum external characteristic torque and a safe torque threshold to obtain a torque verification result; if the torque verification result does not meet preset conditions, compensating the economic speed based on the equal power principle to obtain a compensation speed; determining the compensation torque using the compensation speed; the compensation speed is greater than the economic speed; and controlling the range extender to generate electricity in the current control cycle according to the compensation speed and the compensation torque. Thus, when the engine torque decreases due to high altitude or high temperature conditions, the engine speed is increased according to the equal power principle. With the total power generation remaining unchanged, the torque required for the operating condition will also decrease. Therefore, even if the engine torque decreases, it can cover the torque required for the operating condition, thereby achieving constant power output and making up for the power generation gap caused by the torque decrease. Furthermore, the operating condition is refreshed cyclically within the control cycle to adapt to the dynamic torque decrease. In each control cycle, the measured external characteristic torque corresponding to the latest speed is retrieved for verification. In this way, the small calculation deviation generated in the previous control cycle can be corrected and offset in the next control cycle, which can ultimately improve the speed compensation accuracy, adapt to the real-time torque decrease level, and improve the vehicle's stability.

[0098] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention.

[0099] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0100] Similarly, it should be understood that, in order to simplify this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0101] Those skilled in the art will understand that modules in the device of the embodiments can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiments can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature serving the same, equivalent, or similar purpose.

[0102] Furthermore, those skilled in the art will understand that although some embodiments herein include certain features included in other embodiments but not others, combinations of features from different embodiments are intended to be within the scope of the invention and form different embodiments. For example, in the following claims, any of the claimed embodiments can be used in any combination.

[0103] The various component embodiments of the present invention can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some or all of the components of the gateway, proxy server, or system according to embodiments of the present invention. The present invention can also be implemented as a device or apparatus program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such programs implementing the present invention can be stored on a computer-readable medium or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0104] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0105] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0106] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A power generation control method for a range-extended electric vehicle, characterized in that, The method includes: When the vehicle meets the range-extending power generation mode, the corresponding maximum external characteristic torque is determined according to the economic speed of the vehicle in the current control cycle. The economic torque of the current control cycle is verified using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result. If the torque verification result does not meet the preset conditions, the economic speed is compensated based on the equal power principle to obtain the compensation speed, and the compensation torque is determined using the compensation speed; the compensation speed is greater than the economic speed. The range extender is controlled to generate electricity according to the compensated speed and the compensated torque during the current control cycle.

2. The method as described in claim 1, characterized in that, The method further includes: Obtain the current altitude of the vehicle's environment and the current engine intake manifold temperature of the vehicle; Determine whether the current altitude is greater than a preset altitude threshold, and / or determine whether the current engine intake manifold temperature is greater than a preset temperature threshold; If the current altitude is greater than a preset altitude threshold, and / or the current engine intake manifold temperature is greater than a preset temperature threshold, continue to determine whether the current engine speed is greater than the corresponding preset speed threshold. If the current engine speed is greater than the preset speed threshold and the engine is in normal operating condition, then the vehicle is determined to meet the range-extended power generation mode.

3. The method as described in claim 2, characterized in that, The preset speed threshold is determined through the following steps: The first target speed threshold is found in the preset first mapping file based on the current altitude, and the second target speed threshold is found in the preset second mapping file based on the current engine intake manifold temperature. The first mapping file stores the correspondence between altitude and first speed threshold, and the second mapping file stores the correspondence between intake manifold temperature and second speed threshold. The larger of the first target speed threshold and the second target speed threshold is determined as the preset speed threshold.

4. The method as described in claim 1, characterized in that, The economic speed and economic torque for the current control cycle are determined through the following steps: If the current control cycle is the first control cycle, the economic speed and economic torque of the current control cycle are determined based on the lowest fuel consumption condition line in the engine operating condition characteristic diagram of the demand power generation. If the current control cycle is not the first control cycle, then the compensation speed of the previous control cycle is determined as the economic speed of the current control cycle, and the compensation torque of the previous control cycle is determined as the economic torque of the current control cycle.

5. The method as described in claim 1, characterized in that, The step of verifying the economic torque of the current control cycle using the maximum external characteristic torque and the safe torque threshold to obtain the verification result includes: Determine a first torque sum value between the safe torque threshold and the economic torque of the current control cycle; Determine whether the maximum external characteristic torque is greater than the first torque value; if so, determine that the torque verification result meets the preset conditions. If not, then the torque verification result is determined to be inconsistent with the preset conditions.

6. The method as described in claim 1, characterized in that, The compensation of the economic speed based on the equal power principle to obtain the compensated speed includes: Obtain the required power generation capacity of the vehicle; Determine the torque difference between the maximum external characteristic torque and the safe torque threshold; The compensation speed is determined based on the torque difference and the required power generation.

7. The method as described in claim 6, characterized in that, The determination of the compensation torque using the compensation speed includes: Determine the product between the required power generation and a preset conversion factor; the preset conversion factor is the conversion factor between torque, speed, and power generation. The compensation torque is determined based on the product and the compensation speed.

8. The method as described in claim 1, characterized in that, After determining the compensation torque using the compensation speed, the method further includes: Determine whether the compensation speed of the current control cycle has reached the preset maximum speed threshold; if so, determine that the cycle termination condition is met and stop the new round of speed compensation. If not, repeat the torque verification, speed compensation, and torque compensation steps in the next control cycle.

9. The method as described in claim 1, characterized in that, The method further includes: If the torque verification result meets the preset conditions, the range extender is controlled to generate electricity according to the economic speed and the economic compensation torque of the current control cycle.

10. A power generation control device for a range-extended electric vehicle, characterized in that, The device includes: The determining unit is used to determine the corresponding maximum external characteristic torque based on the economic speed of the vehicle in the current control cycle when the vehicle meets the range-extending power generation mode, and to verify the economic torque of the current control cycle using the maximum external characteristic torque and the safe torque threshold to obtain the torque verification result. The compensation unit is used to compensate the economic speed based on the principle of equal power if the torque verification result does not meet the preset conditions, to obtain the compensation speed, and to determine the compensation torque using the compensation speed; the compensation speed is greater than the economic speed. The control unit is used to control the range extender to generate electricity according to the compensated speed and the compensated torque in the current control cycle.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method according to any one of claims 1-10.

12. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method according to any one of claims 1-11.

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