Range extender control method and apparatus

Abstract

A range extender control method and apparatus, which are applied to the technical field of vehicles. The range extender control method comprises: first, acquiring energy deviation information, wherein the energy deviation information is used for indicating a difference between power consumption of a vehicle and power generation of a range extender in the vehicle at a first moment; and when an absolute value of the energy deviation information is greater than a first threshold, changing a start-stop state of the range extender and / or changing a start-stop strategy of the range extender, wherein the start-stop strategy of the range extender is related to a vehicle speed threshold. By implementing the range extender control method, in the process of controlling start and stop of the range extender, improved NVH performance can be provided for a user, and the risk of battery depletion during low-speed driving of the vehicle can also be reduced, thereby effectively balancing battery charge sustaining capability of the vehicle and the NVH performance experienced by the user.

Description

A range extender control method and device Technical Field

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

[0002] Range-extended electric vehicles (REEVs) are a type of hybrid electric vehicle. The range extender in a REEV is a device within the vehicle that provides additional electrical energy, thereby increasing the vehicle's driving range. The range extender consists of two main parts: an engine and a generator.

[0003] The start-stop function of a range extender at different vehicle speeds will provide users with varying NVH (noise, vibration, and harshness) experiences. Setting a high speed threshold for the range extender's start-stop results in higher wind and road noise at high speeds, making the noise generated during start-stop and operation of the range extender less noticeable. While this provides a good overall NVH experience, it also increases the risk of continuous power loss at low speeds. Conversely, setting a low speed threshold reduces the risk of power loss at low speeds, but results in a poor overall NVH experience. Balancing vehicle battery protection with the user's NVH experience is a pressing technical challenge. Summary of the Invention

[0004] This application discloses a range extender control method and device, which can not only provide users with a better NVH experience during the process of controlling the start and stop of the range extender, but also reduce the risk of power loss when the vehicle is driving at low speed, thus balancing the vehicle's power preservation and the user's NVH experience.

[0005] In a first aspect, this application provides a range extender control method, the method comprising: firstly, acquiring first energy deviation information, the first energy deviation information being used to indicate the difference between the vehicle's electricity consumption and the power generation of the range extender in the vehicle at a first moment; then, if the absolute value of the first energy deviation information is greater than a first threshold, changing the start-stop state of the range extender and / or changing the start-stop strategy of the range extender, the start-stop strategy of the range extender being related to the vehicle speed threshold.

[0006] The aforementioned range extender control method is applied to a control device. Exemplarily, the control device can be a domain controller within the vehicle or a component within a domain controller. Components can be, for example, chips, control units, integrated circuits, etc. For instance, the domain controller can be a hardware-software integrated platform supporting intelligent driving, i.e., a vehicle computing platform, such as a mobile data center (MDC); it can also be a hardware-software integrated platform supporting body control and chassis control, such as a vehicle domain controller (VDC) or a vehicle control unit (VCU). In some solutions, the domain controller can also be a controller that integrates the functions of multiple components from the aforementioned VDC, MDC, and cockpit domain controller (CDC). As an example, by integrating the VDC, MDC, and CDC, a domain controller capable of providing body control functions, autonomous driving control functions, and cockpit control functions can be obtained. In this case, the domain controller can also be referred to as a central computing unit.

[0007] In the above method, when the difference between the vehicle's electricity consumption and the range extender's power generation reaches a certain level, the battery's charge can be quickly adjusted by changing the range extender's start-stop state. This keeps the battery's charge within a suitable range to maintain a stable output voltage, resulting in good charge retention, preventing overcharging and over-discharging, protecting the battery, improving battery performance, and extending battery life. When the difference between the vehicle's electricity consumption and the range extender's power generation reaches a certain level, the range extender's start-stop strategy can also be changed. Since the range extender's start-stop strategy is related to the vehicle speed threshold, different start-stop strategies correspond to different vehicle speed thresholds for start-stop. When a high-speed-threshold start-stop strategy is adopted, the range extender is activated only when the vehicle is traveling at high speeds. Since wind and road noise are high at high speeds, the noise generated during the start-stop and operation of the range extender is insignificant, making it difficult for users to perceive, thus providing a good NVH experience. Conversely, when a low-speed-threshold start-stop strategy is adopted, the range extender is activated when the vehicle is traveling at low speeds. This allows the battery to retain charge even at low speeds, avoiding the risk of continuous battery drain and improving battery capacity. Therefore, by changing the start-stop strategy of the range extender, a good balance can be achieved between battery capacity retention and the user's NVH experience.

[0008] In one possible implementation of the first aspect, the method further includes: controlling the start-stop of the range extender based on a first strategy before acquiring the first energy deviation information; and changing the start-stop strategy of the range extender when the absolute value of the first energy deviation information is greater than a first threshold, including: controlling the start-stop of the range extender based on a second strategy when the absolute value of the first energy deviation information is greater than the first threshold. Wherein, the vehicle speed threshold at which the first strategy instructs the range extender to start-stop is different from the vehicle speed threshold at which the second strategy instructs the range extender to start-stop, the effect of the second strategy on the difference is opposite to the effect of the first strategy on the difference, and the first strategy and the second strategy are the start-stop strategies of the range extender.

[0009] For example, the effect of the second strategy on the difference being opposite to that of the first strategy can be understood as follows: if the first strategy causes the difference to increase, then the second strategy causes the difference to decrease; conversely, if the first strategy causes the difference to decrease, then the second strategy causes the difference to increase. In the context of a battery, if the aforementioned difference leads to battery depletion, the first strategy causes the battery to continue depleting, while the second strategy causes the battery to continue storing charge; conversely, if the aforementioned difference leads to battery storage, the first strategy causes the battery to continue storing charge, while the second strategy causes the battery to deplete.

[0010] By implementing the above method and adjusting the start-stop strategy of the range extender, a good balance can be achieved between battery power preservation and user NVH experience.

[0011] In one implementation, when the absolute value of the first energy deviation information is greater than the first threshold and the first energy deviation information is a positive number, the vehicle speed threshold for the first strategy to indicate the start of the range extender is higher than the vehicle speed threshold for the second strategy to indicate the start of the range extender, and the vehicle speed threshold for the first strategy to indicate the stop of the range extender is higher than the vehicle speed threshold for the second strategy to indicate the stop of the range extender.

[0012] Implementing the above method, the default start-stop strategy uses a high vehicle speed threshold (i.e., the first strategy), meaning the range extender only activates when the vehicle is traveling at high speeds. Since wind and road noise are high at high speeds, the noise generated during the range extender's start-stop and operation is insignificant, making it difficult for users to perceive, thus providing a good NVH experience. When the first energy deviation information (i.e., the difference between the vehicle's electricity consumption and the range extender's power generation) is positive and reaches a certain level, the start-stop strategy is adjusted from a high vehicle speed threshold to a low vehicle speed threshold (i.e., the second strategy). This dynamically lowers the vehicle speed threshold for the range extender's start-stop, allowing it to activate even at low vehicle speeds. This enables the battery to retain charge and avoids the risk of continuous battery drain at low speeds. Thus, a good balance is struck between the vehicle's battery retention and the user's NVH experience.

[0013] In another implementation, when the absolute value of the first energy deviation information is greater than the first threshold and the first energy deviation information is negative, the vehicle speed threshold for the first strategy to indicate the start of the range extender is lower than the vehicle speed threshold for the second strategy to indicate the start of the range extender, and the vehicle speed threshold for the first strategy to indicate the stop of the range extender is lower than the vehicle speed threshold for the second strategy to indicate the stop of the range extender.

[0014] Implementing the above method, the default start-stop strategy is a low vehicle speed threshold (i.e., the first strategy), meaning the range extender is activated when the vehicle is traveling at low speeds. This allows the battery to store electricity even at low speeds, avoiding the risk of continuous battery drain. When the first energy deviation information (i.e., the difference between the vehicle's electricity consumption and the range extender's power generation) becomes negative and reaches a certain level, the start-stop strategy is adjusted from a low vehicle speed threshold to a high vehicle speed threshold (i.e., the second strategy). This dynamically increases the vehicle speed threshold for the range extender's start-stop, ensuring the range extender only activates when the vehicle is traveling at high speeds. Since wind and road noise are higher at high speeds, the noise generated during the range extender's start-stop and operation is less noticeable, making it less perceptible to the user and providing a better NVH experience. This effectively balances the vehicle's battery retention with the user's NVH experience.

[0015] In one possible implementation of the first aspect, when the first energy deviation information is positive, after controlling the start-stop of the range extender based on the second strategy, the method further includes: acquiring the second energy deviation information, which is used to indicate the difference between the vehicle's electricity consumption and the range extender's power generation at a second time; and controlling the start-stop of the range extender based on the first strategy when the second energy deviation information is less than a second threshold; wherein the second threshold is less than or equal to the first threshold.

[0016] By implementing the above method, under the second strategy, energy deviation information can also be monitored. When the battery's power loss decreases to a certain level after a period of battery charging, the vehicle's start-stop strategy can be adjusted from a low-speed threshold start-stop strategy (i.e., the second strategy) back to a high-speed threshold start-stop strategy (i.e., the first strategy). In this way, a good balance is struck between the vehicle's battery retention and the user's NVH experience.

[0017] In one possible implementation of the first aspect, when the first energy deviation information is negative, after controlling the start-stop of the range extender based on the second strategy, the method further includes: acquiring the second energy deviation information, which is used to indicate the difference between the vehicle's electricity consumption and the range extender's power generation at a second time; and controlling the start-stop of the range extender based on the first strategy when the second energy deviation information is greater than a third threshold; wherein the third threshold is a non-negative number.

[0018] By implementing the above method, under the second strategy, energy deviation information can also be monitored. When the battery's charge level decreases to a certain extent after a period of battery depletion, the vehicle's start-stop strategy can be adjusted from a high-speed threshold start-stop strategy (i.e., the second strategy) back to a low-speed threshold start-stop strategy (i.e., the first strategy). In this way, a good balance is struck between the vehicle's battery retention and the user's NVH experience.

[0019] In one possible implementation of the first aspect, the vehicle further includes a battery, the battery's charge being generated by the range extender, and the first energy deviation information is represented in any of the following ways:

[0020] The difference between the first state of charge (SOC) of the battery and the second state of charge (SOC) of the battery, wherein the first SOC is the SOC of the battery when the range extender is first started, the SOC of the battery when the vehicle is powered on, or the SOC of the battery when the user switches the vehicle's driving mode, and the second SOC is the SOC of the battery at the first moment.

[0021] The actual net discharge of the battery from the target time to the first time; or...

[0022] The difference between the vehicle's total electricity consumption from the target time to the first time and the range extender's total power generation;

[0023] The target time is the moment when the range extender is first started, the moment when the vehicle is powered on, or the moment when the user switches the vehicle's driving mode.

[0024] Implementing the above methods provides multiple ways to represent energy deviation information, such as through the change in battery SOC, the net discharge of the battery, or the difference between the total power consumption of the vehicle and the total power generation of the range extender. This enriches the representation of energy deviation information and has a wide range of applications.

[0025] In one possible implementation of the first aspect, the first energy deviation information is the difference between the first SOC and the second SOC, and the method further includes: receiving the first SOC and the second SOC of the battery from the battery management system; obtaining the first energy deviation information, including: obtaining the first energy deviation information based on the first SOC and the second SOC.

[0026] By implementing the above method, the first energy deviation information can be obtained directly from the first SOC and the second SOC obtained from the battery management system, which can reduce the local computational burden of the control device.

[0027] In one possible implementation of the first aspect, when the first energy deviation information is the actual net discharge amount of the battery from the target time to the first time, the method further includes: receiving battery state monitoring data from the battery management system; obtaining the first energy deviation information, including: obtaining the first energy deviation information based on the battery state monitoring data.

[0028] For example, the battery state monitoring data may include at least one of the battery's charging power and the battery's discharging power, or at least one of the battery's charging current and the battery's discharging current, as well as the battery's voltage data.

[0029] By implementing the above method, the first energy deviation information is obtained locally based on the battery's state monitoring data. Even when the battery's SOC estimate is inaccurate, the energy deviation information at the current moment can still be accurately obtained, increasing reliability and applicability.

[0030] In one possible implementation of the first aspect, if the absolute value of the first energy deviation information is greater than a first threshold, the method further includes: determining a second strategy based on the first energy deviation information.

[0031] For example, when the first and second strategies are stored in the form of a strategy table, the strategy table is pre-set by the developer or user or is a factory default setting, and determining the second strategy can be done by switching from the first strategy to the second strategy. In some solutions, determining the second strategy based on the first energy deviation information can be done by inputting the first energy deviation information into a vehicle speed threshold calculation formula to obtain the vehicle speed threshold associated with the second strategy, thereby obtaining the second strategy. Here, the vehicle speed threshold calculation formula can be linear or non-linear.

[0032] This provides multiple possible implementations for determining the second strategy, increasing the diversity of implementation methods.

[0033] In one possible implementation of the first aspect, the first energy deviation information is a positive number, and the second strategy is determined based on the first energy deviation information, including:

[0034] When the first energy deviation information is greater than the first threshold and less than or equal to the fourth threshold, the second strategy is determined to be the third strategy.

[0035] When the first energy deviation information is greater than the fourth threshold, the second strategy is determined to be the fourth strategy.

[0036] Among them, the fourth threshold is greater than the first threshold, the vehicle speed threshold for the third strategy to indicate the start of the range extender is higher than the vehicle speed threshold for the fourth strategy to indicate the start of the range extender, and the vehicle speed threshold for the third strategy to indicate the stop of the range extender is higher than the vehicle speed threshold for the fourth strategy to indicate the stop of the range extender.

[0037] By implementing the above method, the vehicle speed threshold for start-stop is adjusted step by step according to the first energy deviation information to determine the second strategy. The larger the absolute value of the first energy deviation information, the greater the difference in the vehicle speed threshold before and after the change of the start-stop strategy, so as to achieve a more refined balance between battery power preservation and user NVH experience.

[0038] In one possible implementation of the first aspect, the first strategy indicates that the vehicle speed threshold for starting the range extender is a first vehicle speed threshold, and the first strategy indicates that the vehicle speed threshold for stopping the range extender is a second vehicle speed threshold. The method further includes: obtaining the vehicle's driving speed; controlling the start and stop of the range extender based on the first strategy, including: controlling the range extender to start when the vehicle's driving speed is greater than the first vehicle speed threshold; and controlling the range extender to stop when the vehicle's driving speed is less than the second vehicle speed threshold; wherein the first vehicle speed threshold is greater than the second vehicle speed threshold.

[0039] In one possible implementation of the first aspect, the first energy deviation information is a positive number, and the second strategy indicates that the conditions for stopping the range extender also include the vehicle's gear information being in park.

[0040] With the above implementation, the range extender will not stop when the vehicle's speed is zero; it will only stop when the vehicle is in park. This allows for more precise control based on the vehicle's gear position information.

[0041] Secondly, this application provides an apparatus for controlling a range extender, the apparatus comprising: an acquisition unit for acquiring first energy deviation information, the first energy deviation information indicating the difference between the vehicle's electricity consumption and the power generation of the range extender in the vehicle at a first moment; and a processing unit for changing the start-stop state of the range extender and / or changing the start-stop strategy of the range extender when the absolute value of the first energy deviation information is greater than a first threshold, the start-stop strategy of the range extender being related to a vehicle speed threshold.

[0042] In one possible implementation of the second aspect, the processing unit is further configured to control the start-stop of the range extender based on a first strategy before the acquisition unit acquires the first energy deviation information; specifically, the processing unit is configured to control the start-stop of the range extender based on a second strategy when the absolute value of the first energy deviation information is greater than a first threshold; wherein the speed threshold for the range extender to start-stop indicated by the first strategy is different from the speed threshold for the range extender to start-stop indicated by the second strategy, the effect of the second strategy on the difference is opposite to the effect of the first strategy on the difference, and the first strategy and the second strategy belong to the start-stop strategy of the range extender.

[0043] In one possible implementation of the second aspect, when the first energy deviation information is positive, the vehicle speed threshold for the first strategy to initiate the range extender is higher than the vehicle speed threshold for the second strategy to initiate the range extender, and the vehicle speed threshold for the first strategy to deactivate the range extender is higher than the vehicle speed threshold for the second strategy to deactivate the range extender; or, when the first energy deviation information is negative, the vehicle speed threshold for the first strategy to initiate the range extender is lower than the vehicle speed threshold for the second strategy to initiate the range extender, and the vehicle speed threshold for the first strategy to deactivate the range extender is lower than the vehicle speed threshold for the second strategy to deactivate the range extender.

[0044] In one possible implementation of the second aspect, when the first energy deviation information is positive, the acquisition unit is further configured to acquire second energy deviation information under the implementation of the second strategy, the second energy deviation information being used to indicate the difference between the vehicle's electricity consumption and the range extender's power generation at the second moment; the processing unit is further configured to control the start-stop of the range extender based on the first strategy when the second energy deviation information is less than a second threshold; wherein the second threshold is less than or equal to the first threshold.

[0045] In one possible implementation of the second aspect, when the first energy deviation information is negative, the acquisition unit is further configured to acquire second energy deviation information under the implementation of the second strategy. The second energy deviation information is used to indicate the difference between the vehicle's electricity consumption and the range extender's power generation at the second moment. The processing unit is further configured to control the start-up and shutdown of the range extender based on the first strategy when the second energy deviation information is greater than a third threshold. The third threshold is a non-negative number.

[0046] In one possible implementation of the second aspect, the vehicle also includes a battery, the battery's charge being generated by the range extender, and the first energy deviation information is represented in any of the following ways:

[0047] The difference between the first state of charge (SOC) of the battery and the second state of charge (SOC) of the battery, wherein the first SOC is the SOC of the battery when the range extender is first started, the SOC of the battery when the vehicle is powered on, or the SOC of the battery when the user switches the vehicle's driving mode, and the second SOC is the SOC of the battery at the first moment.

[0048] The actual net discharge of the battery from the target time to the first time; or...

[0049] The difference between the vehicle's total electricity consumption from the target time to the first time and the range extender's total power generation;

[0050] The target time is the moment when the range extender is first started, the moment when the vehicle is powered on, or the moment when the user switches the vehicle's driving mode.

[0051] In one possible implementation of the second aspect, the first energy deviation information is the difference between the first SOC and the second SOC. The acquisition unit is further configured to receive the first SOC and the second SOC of the battery from the battery management system. Specifically, the acquisition unit is configured to: obtain the first energy deviation information based on the first SOC and the second SOC.

[0052] In one possible implementation of the second aspect, when the first energy deviation information is the actual net discharge amount of the battery from the target time to the first time, the acquisition unit is further configured to receive battery state monitoring data from the battery management system; the acquisition unit is specifically configured to: obtain the first energy deviation information based on the battery state monitoring data.

[0053] In one possible implementation of the second aspect, the processing unit is further configured to: determine a second strategy based on the first energy deviation information if the absolute value of the first energy deviation information is greater than a first threshold.

[0054] In one possible implementation of the second aspect, the first energy deviation information is a positive number, and the processing unit is specifically used for:

[0055] When the first energy deviation information is greater than the first threshold and less than or equal to the fourth threshold, the second strategy is determined to be the third strategy.

[0056] When the first energy deviation information is greater than the fourth threshold, the second strategy is determined to be the fourth strategy.

[0057] Among them, the fourth threshold is greater than the first threshold, the vehicle speed threshold for the third strategy to indicate the start of the range extender is higher than the vehicle speed threshold for the fourth strategy to indicate the start of the range extender, and the vehicle speed threshold for the third strategy to indicate the stop of the range extender is higher than the vehicle speed threshold for the fourth strategy to indicate the stop of the range extender.

[0058] In one possible implementation of the second aspect, the first strategy indicates that the vehicle speed threshold for starting the range extender is a first vehicle speed threshold, and the first strategy indicates that the vehicle speed threshold for stopping the range extender is a second vehicle speed threshold. The acquisition unit is further configured to acquire the vehicle's driving speed. The processing unit is specifically configured to: control the range extender to start when the vehicle's driving speed is greater than the first vehicle speed threshold; and control the range extender to stop when the vehicle's driving speed is less than the second vehicle speed threshold; wherein the first vehicle speed threshold is greater than the second vehicle speed threshold.

[0059] In one possible implementation of the second aspect, the first energy deviation information is a positive number, and the second strategy indicates that the conditions for stopping the range extender also include the vehicle's gear information being in parking gear.

[0060] Thirdly, this application provides a chip for controlling a range extender, the chip including a processor and a memory, wherein the memory is used to store program instructions; the processor calls the program instructions in the memory to cause the chip to execute the method in the first aspect or any possible implementation of the first aspect.

[0061] Fourthly, this application provides a range-extended electric vehicle, which includes the apparatus as described in the second aspect or any possible implementation thereof, or includes the chip described in the third aspect.

[0062] Fifthly, this application provides a computer-readable storage medium including computer instructions that, when executed by a processor, implement the method in the first aspect or any possible implementation thereof.

[0063] Sixthly, this application provides a computer program product that, when executed by a processor, implements the methods described in the first aspect or any possible embodiment of the first aspect. The computer program product may, for example, be a software installation package. When the methods provided by any possible design of the first aspect are required, the computer program product can be downloaded and executed on a processor to implement the methods described in the first aspect or any possible embodiment of the first aspect.

[0064] The technical effects of the second to sixth aspects mentioned above can be referred to the description of the first aspect above, and will not be repeated here. Attached Figure Description

[0065] Figure 1 is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of this application;

[0066] Figure 2 is a flowchart of a range extender control method provided in an embodiment of this application;

[0067] Figure 3 is a flowchart of a method for changing the start-stop strategy of a range extender according to an embodiment of this application;

[0068] Figure 4 is a flowchart of another range extender control method provided in an embodiment of this application;

[0069] Figure 5 is a flowchart of another range extender control method provided in an embodiment of this application;

[0070] Figure 6 is a schematic diagram of a range extender control device provided in an embodiment of this application;

[0071] Figure 7 is a schematic diagram of the structure of a computing device provided in an embodiment of this application. Detailed Implementation

[0072] In this scheme, prefixes such as "first" and "second" are used solely to distinguish different descriptive objects and do not impose any restrictions on the position, order, priority, quantity, or content of the described objects. For example, if the described object is a "field," the ordinal numbers preceding "field" in "first field" and "second field" do not restrict the position or order of the "fields." "First" and "second" do not restrict whether the modified "fields" are in the same message, nor do they restrict the order of "first field" and "second field." Similarly, if the described object is a "level," the ordinal numbers preceding "level" in "first level" and "second level" do not restrict the priority of the "levels." Furthermore, the number of described objects is not limited by prefixes; it can be one or more. For example, in "first device," the number of "devices" can be one or more. Furthermore, the objects modified by different prefixes can be the same or different. For example, if the object being described is "device," then "first device" and "second device" can be the same device, devices of the same type, or devices of different types. Similarly, if the object being described is "information," then "first information" and "second information" can be information with the same content or information with different content. In summary, the use of prefixes to distinguish the objects being described in the embodiments of this application does not constitute a limitation on the objects being described. The description of the objects being described is based on the claims or the context of the embodiments, and should not constitute an unnecessary limitation due to the use of such prefixes.

[0073] To facilitate understanding, the relevant terms that may be involved in the embodiments of this application will be introduced below.

[0074] (1) Autonomous driving

[0075] Autonomous driving, also known as intelligent driving (or simply smart driving), refers to a computer system that uses data collected by a perception system (such as multiple sensors) to identify or detect objects, calculates and analyzes the data to generate results, and then controls the terminal or assists a human driver or other decision-making body in controlling the terminal. Intelligent driving algorithms are algorithms that can process data to generate output results, which can be directly used to control the vehicle and / or used to assist other decision-making bodies (such as human drivers) in controlling the vehicle. In some solutions, intelligent driving algorithms are integrated into the intelligent driving system.

[0076] (2) NVH

[0077] NVH (Noise, Vibration, and Harshness) is a comprehensive evaluation indicator for measuring the quality of automobile manufacturing, and it is also the most direct factor affecting the user's experience.

[0078] NVH is an acronym for Noise, Vibration, and Harshness. Noise in NVH mainly includes powertrain noise, road noise, wind noise, and accessory noise inside the vehicle, as well as acceleration noise and warning sounds outside the vehicle. Vibration refers to the vibration of vehicle components that passengers can perceive, such as the steering wheel, seats, floor, gear shift lever, dashboard, door panels, and rearview mirrors. Harshness refers to the direct perception of sound and is related to the transient nature of noise and vibration; it can also be understood as roughness and impact characteristics.

[0079] A vehicle's NVH performance can be a subjective evaluation. Vibration reduction and noise reduction can improve the overall NVH performance of a vehicle.

[0080] (3) Range-extended vehicles

[0081] Range-extended vehicles, also known as range-extended electric vehicles (REEVs), consist of an engine and a generator. The engine is the power output component of the range extender, generating heat energy by burning fuel (such as gasoline or diesel) and converting that heat energy into mechanical energy. The generator converts the mechanical energy into electrical energy.

[0082] For example, a generator is connected to the crankshaft of an engine and rotates under the drive of the mechanical energy output by the engine. Inside the generator are a magnetic field and conducting coils. According to the principle of electromagnetic induction, when the coil moves through the magnetic field, cutting magnetic lines of field, an induced electromotive force is generated in the coil, thus outputting electrical energy. Part of this electrical energy can be directly supplied to the vehicle's drive motor to power the vehicle; another part can be used to charge the vehicle's battery (such as a power battery) and stored for later use.

[0083] (4) Battery state of charge

[0084] The state of charge (SOC) of a battery is an important indicator for measuring its remaining capacity. SOC is expressed as the ratio of the battery's current remaining capacity to its total capacity, representing the proportion of electrical energy currently stored in the battery. SOC is usually expressed as a percentage; a SOC of "1" indicates that the battery is fully charged, while a SOC of "0" indicates that the battery is fully discharged.

[0085] The above terms may optionally be used in the embodiments described below.

[0086] This solution provides a vehicle control system that adjusts the vehicle speed threshold for starting and stopping the range extender based on the difference between the range extender's power generation and the vehicle's power consumption after the range extender starts. This not only provides users with a better NVH experience but also greatly reduces the risk of power loss when the vehicle is driving at low speeds.

[0087] The composition of the vehicle control system is described below. Referring to Figure 1, which is a schematic diagram of the architecture of a vehicle control system according to an embodiment of this application, the vehicle control system includes a control device and a range extender. The control device and the range extender communicate wirelessly and / or via a wired connection. The control device is used to control the start and stop of the range extender.

[0088] Here, the vehicle control system is deployed on the vehicle, which is a range-extended vehicle. The term "vehicle" is used broadly, encompassing various modes of transportation (such as commercial vehicles, passenger cars, and motorcycles), industrial vehicles (such as forklifts, trailers, and tractors), engineering vehicles (such as excavators, bulldozers, and cranes), and agricultural equipment (such as lawnmowers and harvesters). Furthermore, the vehicle can be either autonomous or non-autonomous. For example, autonomous driving can be defined by the Society of Automotive Engineers (SAE) as partially autonomous driving (corresponding to Level 2 or Level 1), conditionally autonomous driving (corresponding to Level 3), highly autonomous driving (corresponding to Level 4), and fully autonomous driving (corresponding to Level 5).

[0089] For example, the control device can be a domain controller within the vehicle or a component within a domain controller. Components can be, for example, chips, control units, integrated circuits, etc. For instance, the domain controller can be a hardware-software integrated platform supporting intelligent driving, i.e., a vehicle computing platform, such as a mobile data center (MDC); it can also be a hardware-software integrated platform supporting body control and chassis control, such as a vehicle domain controller (VDC) or a vehicle control unit (VCU). In some solutions, the domain controller can also be a controller that integrates the functions of multiple components from the aforementioned VDC, MDC, and cockpit domain controller (CDC). As an example, by integrating the VDC, MDC, and CDC, a domain controller capable of providing body control functions, autonomous driving control functions, and cockpit control functions can be obtained. In this case, the domain controller can also be referred to as a central computing unit.

[0090] A range extender is a device within a vehicle that provides additional electrical energy, thereby increasing the vehicle's driving range. In other words, a range extender can charge the vehicle's battery (such as a power battery). Exemplarily, a range extender includes an engine management system (EMS) and a generator control unit (GCU).

[0091] In some solutions, the vehicle control system also includes a battery management system (BMS), which communicates with the control device wirelessly or via a wired connection. The BMS can provide functions such as battery state monitoring (e.g., voltage, current, temperature monitoring), battery state estimation (e.g., state of charge, state of health, power state estimation), and battery safety protection. For example, the BMS can send monitoring data to the control device, including the battery's state of charge (SOC), or the monitoring data including the battery's voltage and current during charging and discharging. This allows the control device to determine current energy deviation information based on the received monitoring data, indicating the difference between the range extender's power generation and the vehicle's overall power consumption.

[0092] The vehicle control system shown in Figure 1 can be applied to a variety of application scenarios, such as: mobile internet (MI), industrial control, self-driving, transportation safety, internet of things (IoT), and smart city.

[0093] The vehicle control system shown in Figure 1 can be applied to various network types, such as one or more of the following: SparkLink, Long Term Evolution (LTE) networks, 5th generation mobile communication technology (5G), wireless local area networks (e.g., Wi-Fi), Bluetooth (BT), Zigbee, or in-vehicle short-range wireless communication networks, etc.

[0094] It is understood that Figure 1 is merely an exemplary architecture diagram of a vehicle control system. In some embodiments, the range extender shown in Figure 1 may further include the aforementioned engine management system (EMS) and generator controller (GCU). Alternatively, in some embodiments, the vehicle control system may also include a vehicle drive system, high and low voltage accessory systems, etc. The vehicle control system shown in Figure 1 is applicable to the range extender control method described in the following embodiments.

[0095] Referring to Figure 2, which is a flowchart of a range extender control method provided in an embodiment of this application, this method can be applied to the control device shown in Figure 1. The control device is deployed on a vehicle, which includes a range extender and a battery. The battery's power comes from the power generated by the range extender. The method shown in the embodiment of Figure 2 includes, but is not limited to, the following steps S201-S202.

[0096] S201: The control device acquires first energy deviation information, which is used to indicate the difference between the vehicle's power consumption and the range extender's power generation at the first moment.

[0097] Here, "first moment" refers to the moment when the first energy deviation information is obtained.

[0098] For example, the first energy deviation information can be characterized by the change in the battery's SOC, by the battery's net discharge, or by the difference between the total power consumption of the vehicle and the total power generation of the range extender. These will be described below using representation methods 1 through 3.

[0099] Representation Method 1: The first energy deviation information is the difference between the battery's first SOC and the battery's second SOC. The first SOC is the battery's SOC when the range extender is first started, the battery's SOC when the vehicle is powered on, or the battery's SOC when the user switches the vehicle's driving mode. The second SOC is the battery's SOC at the first moment.

[0100] In other words, the battery's initial SOC can be recorded when the range extender is first started, when the vehicle is powered on, or when the user switches the vehicle's driving mode. For example, the user can be the vehicle's driver, passengers, or other users of the vehicle.

[0101] Here, the first start of the range extender refers to the first start after the vehicle is powered on.

[0102] For example, vehicle driving modes include multiple modes such as pure electric mode, range-extended mode, hybrid propulsion mode, energy recovery mode, energy-saving mode, sport mode, fuel-priority mode, and driving-charging mode. Pure electric mode refers to the electric motor being driven entirely by the battery, with the range extender (engine + generator) off. Range-extended mode activates the range extender when the battery level is below a set value, the engine drives the generator to generate electricity, which directly supplies the electric motor, and any excess charges the battery. Hybrid propulsion mode involves the range extender and battery working together to dynamically allocate energy according to real-time demand. Energy recovery mode converts the electric motor into a generator during braking or coasting, converting kinetic energy into electrical energy stored in the battery. Energy-saving mode extends the driving range by limiting acceleration performance and reducing air conditioning power. Sport mode increases the motor's output power and response speed, sacrificing some energy consumption for enhanced driving performance. Fuel-priority mode activates the range extender even when the battery level is above a set value to maintain the battery level for subsequent high-power demands. Driving-charging mode allows the range extender to charge the battery while simultaneously driving the vehicle under low-load conditions, further extending the driving range. This solution is also applicable to scenarios where users switch driving modes.

[0103] For representation method 1, the control device first receives the battery's first SOC and second SOC from the battery management system; the control device then obtains first energy deviation information, including: the control device obtains the first energy deviation information based on the first SOC and the second SOC; wherein, the first energy deviation information is the difference between the battery's first SOC and second SOC. Obtaining the first energy deviation information in this way can reduce the computational burden on the control device.

[0104] Representation Method 2: The first energy deviation information is the actual net discharge of the battery from the target time to the first time. The target time is the time when the range extender is first started, the time when the vehicle is powered on, or the time when the user switches the vehicle's driving mode.

[0105] For representation method 2, the control device first receives battery state monitoring data from the battery management system; the control device then obtains first energy deviation information, including: the control device obtains first energy deviation information based on the battery state monitoring data. Obtaining first energy deviation information in this way allows for accurate acquisition of the current energy deviation information even when the battery's SOC estimation is inaccurate, increasing its applicability.

[0106] Here, the actual net discharge of the battery is the result of integrating the power flowing into (i.e., charging) and out (i.e., discharging) the battery terminals. For example, the battery state monitoring data includes at least one of the battery's charging power and discharging power during the period from the target time to the first time, or the battery state monitoring data includes at least one of the battery's charging current and discharging current, as well as the battery's voltage data, during the period from the target time to the first time.

[0107] It is understandable that when the target time is the moment when the range extender is first started, the first energy deviation information is the actual net discharge amount of the battery from the moment the range extender is first started to the moment when the first time is reached; when the target time is the moment when the vehicle is powered on, the first energy deviation information is the actual net discharge amount of the battery from the moment the vehicle is powered on to the moment when the first time is reached; when the target time is the moment when the user switches the vehicle's driving mode, the first energy deviation information is the actual net discharge amount of the battery from the moment the user switches the vehicle's driving mode to the moment when the first time is reached.

[0108] Representation Method 3: The first energy deviation information is the difference between the total power consumption of the vehicle and the total power generation of the range extender from the target time to the first time. The target time is the time when the range extender is first started, the time when the vehicle is powered on, or the time when the user switches the vehicle's driving mode.

[0109] For representation method 3, the control device obtains first monitoring data of the vehicle drive system and second monitoring data of the high and low voltage accessory systems from the power bus, and third monitoring data of the battery from the battery management system; the control device obtains first energy deviation information, including: the control device obtains first energy deviation information based on the first monitoring data, the second monitoring data and the third monitoring data; wherein, the first monitoring data is used to calculate the power consumption of the vehicle drive system, the second monitoring data is used to calculate the power consumption of the high and low voltage accessory systems, the third monitoring data is used to calculate the total power generation of the range extender, and the sum of the power consumption of the vehicle drive system and the power consumption of the high and low voltage accessory systems is the total current consumption of the vehicle.

[0110] For example, the first monitoring data includes the current flowing through the vehicle drive system and the voltage of the vehicle drive system; the second monitoring data includes the current flowing through the high and low voltage accessory systems and the voltage of the high and low voltage accessory systems; and the third monitoring data includes the battery voltage and the battery charging current.

[0111] Taking the target time as the moment when the range extender is first started as an example, the control device can obtain the power consumption of the vehicle drive system from the first start of the range extender to the first moment (denoted as the first power consumption) based on the first monitoring data; it can obtain the power consumption of the high and low voltage accessory systems from the first start of the range extender to the first moment (denoted as the second power consumption) based on the second monitoring data; it can obtain the total power generation of the range extender from the first start of the range extender to the first moment (denoted as the first total power generation) based on the third monitoring data; and obtain the first energy deviation information based on the first power consumption, the second power consumption and the first total power generation, and the first energy deviation information is the result of subtracting the first power consumption from the sum of the first power consumption and the second power consumption.

[0112] S202: If the absolute value of the first energy deviation information is greater than the first threshold, the control device changes the start-stop state of the range extender and / or changes the start-stop strategy of the range extender.

[0113] Among them, the start-stop strategy of the range extender is related to the vehicle speed threshold, and different start-stop strategies correspond to different vehicle speed thresholds.

[0114] For example, the first threshold is a positive number.

[0115] In one implementation, when the absolute value of the first energy deviation information is greater than a first threshold, the control device changes the start-stop state of the range extender, including: controlling the range extender to start when the absolute value of the first energy deviation information is greater than the first threshold and the first energy deviation information is positive; or controlling the range extender to stop when the absolute value of the first energy deviation information is greater than the first threshold and the first energy deviation information is negative.

[0116] For example, controlling the range extender to start includes: controlling the range extender to start when the range extender is in a stopped state. Controlling the range extender to stop includes: controlling the range extender to stop when the range extender is in a started state. As shown in Figure 1, the range extender includes an engine management system (EMS) and a generator controller (GCU). Controlling the range extender to start can be achieved by sending start control commands to both the EMS and GCU respectively; controlling the range extender to stop can be achieved by sending stop control commands to both the EMS and GCU respectively.

[0117] It is understandable that if the first energy deviation information is positive, it means that the vehicle's power consumption is greater than the range extender's power generation, which will cause the battery to lose power; if the first energy deviation information is negative, it means that the vehicle's power consumption is less than the range extender's power generation, which will cause the battery to charge (or store power).

[0118] By implementing the above method, when the difference between the vehicle's electricity consumption and the range extender's power generation reaches a certain level, the battery's charge can be quickly changed by altering the range extender's start-stop state. This allows the battery's charge to be kept within a suitable range to maintain a stable output voltage, resulting in better charge retention. It also prevents overcharging and discharging of the battery, protecting it, improving battery performance, and extending its lifespan.

[0119] For the scenario of changing the start-stop strategy of the range extender, the control method of the range extender in this scenario can be refined as shown in the embodiment of Figure 3 below.

[0120] Referring to Figure 3, Figure 3 is a flowchart of a method for changing the start-stop strategy of a range extender according to an embodiment of this application. The method shown in Figure 3 is applied to the control device described above. The embodiment in Figure 3 includes, but is not limited to, the following steps S301-S303.

[0121] S301: After the vehicle is powered on, the control device controls the start and stop of the range extender based on the first strategy.

[0122] The first strategy is a control strategy that applies to the range extender based on vehicle speed threshold conditions.

[0123] For example, the first strategy indicates that the vehicle speed threshold for starting the range extender is a first vehicle speed threshold, and the first strategy indicates that the vehicle speed threshold for stopping the range extender is a second vehicle speed threshold, wherein the first vehicle speed threshold is greater than the second vehicle speed threshold; the control device also acquires the vehicle's driving speed and controls the start and stop of the range extender based on the first strategy, including:

[0124] When the vehicle speed exceeds a first speed threshold, the range extender is activated; and,

[0125] If the vehicle's speed is lower than the second speed threshold, the range extender will be shut down.

[0126] S302: The control device acquires the first energy deviation information. That is, the first energy deviation information is acquired under the implementation of the first strategy.

[0127] Please refer to the description of S201 above for S302. For the sake of brevity, it will not be described again here.

[0128] S303: If the absolute value of the first energy deviation information is greater than the first threshold, the control device controls the start and stop of the range extender based on the second strategy.

[0129] S303 is an expansion or refinement of the statement in S202 above, which states that "when the absolute value of the first energy deviation information is greater than the first threshold, the start-stop strategy of the range extender is changed." It can be understood that the first threshold will differ depending on the representation method used for the first energy deviation information.

[0130] Among them, the speed threshold for the first strategy to start and stop the range extender is different from that for the second strategy. The effect of the second strategy on the difference is opposite to that of the first strategy. The first strategy and the second strategy are the start and stop strategies of the range extender.

[0131] For example, the second strategy has the opposite effect on the difference to the first strategy. This can be understood as follows: if the first strategy causes the difference to increase, then the second strategy causes the difference to decrease; conversely, if the first strategy causes the difference to decrease, then the second strategy causes the difference to increase. In the context of a battery, if the aforementioned difference leads to battery depletion, the first strategy causes the battery to continue depleting, while the second strategy causes the battery to continue storing charge; conversely, if the aforementioned difference leads to battery storage, the first strategy causes the battery to continue storing charge, while the second strategy causes the battery to deplete.

[0132] The differences between the first and second strategies are described below in separate scenarios. Please refer to the descriptions of scenario one and scenario two below.

[0133] Scenario 1: The first energy deviation information is a positive number

[0134] When the absolute value of the first energy deviation information is greater than the first threshold and the first energy deviation information is positive, the vehicle speed threshold for the first strategy to indicate range extender activation is higher than the vehicle speed threshold for the second strategy to indicate range extender activation, and the vehicle speed threshold for the first strategy to indicate range extender deactivation is higher than the vehicle speed threshold for the second strategy to indicate range extender deactivation. For example, the first strategy is strategy 1 in Table 1 below, and the second strategy is strategy 2 in Table 1.

[0135] Regarding the description of Scenario 1, it can be seen that the speed threshold for start-stop corresponding to the first strategy is higher than that corresponding to the second strategy. This indicates that the first strategy is a start-stop strategy with a high speed threshold, while the second strategy is a start-stop strategy with a low speed threshold. Here, "high speed threshold" and "low speed threshold" are relative terms. A positive first energy deviation value indicates that the vehicle's current power consumption exceeds the range extender's power generation, causing the battery to lose power. The vehicle's start-stop strategy is then adjusted from the first strategy to the second strategy, thus lowering the start-stop speed threshold and allowing the battery to store power.

[0136] Implementing the above method, the vehicle defaults to a high-speed threshold start-stop strategy (i.e., the first strategy) when powered on. This means the range extender only activates when the vehicle is traveling at high speeds. Since wind and road noise are high at high speeds, the noise generated during the range extender's start-stop and operation is insignificant, making it difficult for users to perceive, thus providing a good NVH experience. When the first energy deviation information (i.e., the difference between the vehicle's electricity consumption and the range extender's power generation) is positive and reaches a certain level, the start-stop strategy is adjusted from a high-speed threshold to a low-speed threshold (i.e., the second strategy). This dynamically lowers the speed threshold for the range extender's start-stop, allowing it to activate even at low speeds. This ensures the battery can retain charge and avoids the risk of continuous battery drain during low-speed driving. Thus, a good balance is struck between the vehicle's battery retention and the user's NVH experience.

[0137] Scenario 2: The first energy deviation information is negative.

[0138] When the absolute value of the first energy deviation information is greater than the first threshold and the first energy deviation information is negative, the vehicle speed threshold for the first strategy to indicate range extender activation is lower than the vehicle speed threshold for the second strategy to indicate range extender activation, and the vehicle speed threshold for the first strategy to indicate range extender shutdown is lower than the vehicle speed threshold for the second strategy to indicate range extender shutdown. For example, the first strategy is strategy 2 in Table 1 below, and the second strategy is strategy 1 in Table 1.

[0139] Regarding the description of scenario two, it can be seen that the speed threshold for start-stop corresponding to the first strategy is lower than that corresponding to the second strategy. This indicates that the first strategy is a low-speed-threshold start-stop strategy, while the second strategy is a high-speed-threshold start-stop strategy. Here, the high and low speed thresholds are relative. A negative first energy deviation indicates that the vehicle's current power consumption is less than the range extender's power generation. Therefore, the battery is either storing or charging, and the vehicle's start-stop strategy is adjusted from the first strategy to the second strategy. This effectively raises the start-stop speed threshold, resulting in a better NVH experience for the user even though the battery will subsequently lose power.

[0140] Implementing the above method, the vehicle defaults to a low-speed threshold start-stop strategy (i.e., the first strategy) when powered on. This means the range extender activates when the vehicle is traveling at low speeds, allowing the battery to store charge and mitigating the risk of continuous battery drain during low-speed driving. When the first energy deviation information (the difference between the vehicle's power consumption and the range extender's power generation) becomes negative and reaches a certain level, the start-stop strategy is adjusted from a low-speed threshold to a high-speed threshold (i.e., the second strategy). This dynamically increases the speed threshold for the range extender's start-stop, ensuring it only activates when the vehicle is traveling at high speeds. Since wind and road noise are higher at high speeds, the noise generated during the range extender's start-stop and operation is less noticeable, making it less perceptible to the user and providing a better NVH experience. This effectively balances the vehicle's battery retention with the user's NVH experience.

[0141] For example, the absolute value of the first energy deviation information being greater than a first threshold includes: when the first energy deviation information is positive, the first threshold is threshold one, that is, the absolute value of the first energy deviation information is greater than threshold one; when the first energy deviation information is negative, the first threshold is threshold two, that is, the absolute value of the first energy deviation information is greater than threshold two. Here, threshold one and threshold two can be the same, or threshold one and threshold two can be different.

[0142] In some schemes, before controlling the start and stop of the range extender based on the second strategy, the control device first determines the second strategy based on the first energy deviation information.

[0143] In one implementation, the range extender's start-stop strategy includes only a first strategy and a second strategy. These two strategies are pre-set by developers or users, or are factory default settings, and can be stored in a strategy table. In this case, determining the second strategy based on the first energy deviation information means that if the absolute value of the first energy deviation information is greater than a first threshold, the system directly switches from the first strategy to the second strategy.

[0144] Referring to Table 1, which is an example of a strategy table provided in an embodiment of this application, Table 1 shows the correspondence between the start-stop strategy, the limiting conditions for instructing the range extender to start, and the limiting conditions for the range extender to stop. The strategy table shown in Table 1 includes two start-stop strategies, namely Strategy 1 and Strategy 2. Strategy 1 instructs the range extender to start when the vehicle speed is >40 kph and to stop when the vehicle speed is <25 kph; Strategy 2 instructs the range extender to start when the vehicle speed is >15 kph and to stop when the vehicle speed is <3 kph.

[0145] Table 1 Strategy Table

[0146] Table 1 is merely an example of a strategy table and does not limit the number of start-stop strategies stored in the table. For example, the strategy table shown in Table 2 includes three start-stop strategies: Strategy 1, Strategy 2, and Strategy 3. Furthermore, the vehicle speed thresholds shown in Table 1 are only an example. In practical applications, the textual content and storage method of the correspondence recorded in the strategy table can also be in other forms. For instance, in some schemes, the restrictions indicating the range extender's shutdown may include not only the vehicle speed threshold but also vehicle gear information, such as the vehicle being in park.

[0147] Table 2 Strategy Table

[0148] Table 2 is presented here as an example of a strategy table. In practical applications, the textual content and storage method of the correspondence recorded in the strategy table can also be in other forms.

[0149] In another implementation, the control device determines the second strategy based on the first energy deviation information by inputting the first energy deviation information into the vehicle speed threshold calculation formula to obtain the vehicle speed threshold associated with the second strategy, thereby obtaining the second strategy. For example, the vehicle speed threshold calculation formula can be linear or non-linear.

[0150] For example, the vehicle speed threshold calculation formula includes a first calculation formula and a second calculation formula. The first calculation formula is used to calculate the vehicle speed threshold corresponding to startup, and the second calculation formula is used to calculate the vehicle speed threshold corresponding to shutdown. If the absolute value of the first energy deviation information is greater than the first threshold, assuming that substituting the first energy deviation information into the first calculation formula yields the first vehicle speed threshold (e.g., "15") and substituting the first energy deviation information into the second calculation formula yields the second vehicle speed threshold (e.g., "3"), then the second strategy is strategy 2 in Table 1 above.

[0151] In some possible embodiments, the vehicle may have more than two start-stop strategies (for example, the strategy table shown in Table 2 includes three start-stop strategies). In this case, the control device can adjust the start-stop speed threshold step by step according to the first energy deviation information to obtain the corresponding start-stop strategy.

[0152] When the absolute value of the first energy deviation information is greater than the first threshold, when the first energy deviation information is positive, the control device can gradually lower the start-stop speed threshold according to the first energy deviation information, and the larger the first energy deviation information is, the more the speed threshold is lowered; when the first energy deviation information is negative, the control device can gradually raise the start-stop speed threshold according to the first energy deviation information, and the smaller the first energy deviation information is, the more the speed threshold is raised.

[0153] For example, if the first energy deviation information is positive, a second strategy is determined based on this information, including: if the first energy deviation information is greater than a first threshold and less than or equal to a second threshold, the second strategy is determined to be the third strategy; if the first energy deviation information is greater than the second threshold, the second strategy is determined to be the fourth strategy. Wherein, the second threshold is greater than the first threshold, the speed threshold for the third strategy to initiate range extender activation is higher than the speed threshold for the fourth strategy to initiate range extender activation, and the speed threshold for the third strategy to deactivate range extender is higher than the speed threshold for the fourth strategy to deactivate range extender. In summary, the speed thresholds for start-stop corresponding to the first strategy are higher than those for the third strategy, and the speed thresholds for start-stop corresponding to the third strategy are higher than those for the fourth strategy. Referring to Table 2, the first strategy is strategy 1 in Table 2, the third strategy is strategy 2 in Table 2, and the fourth strategy is strategy 3 in Table 2.

[0154] This example illustrates a two-level downgrade by the first strategy when the first energy deviation information is positive. Some schemes may also support downgrading more than two levels, which will not be elaborated upon here.

[0155] Similarly, when the first energy deviation information is negative, the process of the control device gradually increasing the start-stop speed threshold to determine the second strategy is similar to the description of the control device gradually decreasing the start-stop speed threshold to determine the second strategy. For the sake of brevity, it will not be repeated here.

[0156] In this way, by adjusting the start-stop speed threshold step by step according to the first energy deviation information to determine the second strategy, the larger the absolute value of the first energy deviation information, the greater the difference in the vehicle speed threshold before and after the change of the start-stop strategy, so as to achieve a more refined balance between battery power preservation and user NVH experience.

[0157] Implementing the embodiment shown in Figure 3, when the absolute value of the first energy deviation information (characterizing the difference between vehicle power consumption and range extender power generation) reaches a certain level, a balance can be achieved between battery power retention and the user's NVH experience by changing the start-stop strategy of the range extender. Specifically, when the first energy deviation information is positive, the start-stop strategy applied to the range extender at a high vehicle speed threshold is adjusted to a start-stop strategy at a low vehicle speed threshold; or, when the first energy deviation information is negative, the start-stop strategy applied to the range extender at a low vehicle speed threshold is adjusted to a start-stop strategy at a high vehicle speed threshold. This not only improves overall NVH but also avoids the risk of continuous battery power loss when the vehicle is traveling at low speeds.

[0158] In some possible embodiments, after the vehicle's start-stop strategy changes from the first strategy to the second strategy in the embodiment of Figure 3, the control device can continue to monitor the difference between the current vehicle's power consumption and the range extender's power generation. That is, the control device acquires second energy deviation information and, based on this information, determines whether to revert the vehicle's start-stop strategy from the current second strategy back to the first strategy. Here, the second energy deviation information is acquired under the implementation of the second strategy. Specifically, the second energy deviation information indicates the difference between the vehicle's power consumption and the range extender's power generation at a second time, which is different from the first time mentioned above.

[0159] Here, the second moment refers to the moment when the second energy deviation information is acquired.

[0160] Similarly, the second energy deviation information can also be characterized by the change in battery SOC, or by the net discharge of the battery, or by the difference between the total power consumption of the vehicle and the total power generation of the range extender. These will be described below using representation methods A through C.

[0161] Representation Method A: The second energy deviation information is the difference between the battery's first SOC and the battery's third SOC. The first SOC is the battery's SOC when the range extender is first started, the battery's SOC when the vehicle is powered on, or the battery's SOC when the user switches the vehicle's driving mode. The third SOC is the battery's SOC at the second moment.

[0162] Representation Method B: The second energy deviation information is the actual net discharge of the battery from the target time to the second time. The target time is the time when the range extender is first started, the time when the vehicle is powered on, or the time when the user switches the vehicle's driving mode.

[0163] Representation C: The second energy deviation information is the difference between the total power consumption of the vehicle and the total power generation of the range extender from the target time to the second time. The target time is the time when the range extender is first started, the time when the vehicle is powered on, or the time when the user switches the vehicle's driving mode.

[0164] Here, the second energy deviation information is similarly described to the corresponding content in the aforementioned embodiment S201 of Figure 2, and will not be repeated here. It can be understood that the representation of the second energy deviation information is the same as that of the first energy deviation information. For example, when the first energy deviation information is represented by the actual net discharge amount of the battery (i.e., the above representation method 2), the second energy deviation information is also represented by the actual net discharge amount of the battery (i.e., the above representation method B).

[0165] The following figures 4 and 5 illustrate the changes in start-stop strategies under different scenarios more clearly.

[0166] Referring to Figure 4, which is a flowchart of another range extender control method provided in an embodiment of this application, the embodiment in Figure 4 is applied to the aforementioned control device. In the embodiment of Figure 4, a first strategy causes the battery to deplete, while a second strategy causes the battery to store energy. The method shown in the embodiment of Figure 4 includes, but is not limited to, the following steps S401-S406.

[0167] S401: The control device controls the start and stop of the range extender based on the first strategy. Please refer to the relevant description of step S301 in Figure 3 above for this step.

[0168] S402: The control device acquires the first energy deviation information. Please refer to the relevant description of step S201 in Figure 2 above for this step.

[0169] S403: The control device determines whether the first energy deviation information is greater than the power failure threshold 1.

[0170] For example, if the first energy deviation information is greater than the power-down threshold 1, S404 is executed; if the first energy deviation information is less than or equal to the power-down threshold 1, then S402 is executed.

[0171] Here, the power outage threshold 1 is a positive number, and the power outage threshold 1 is equivalent to the first threshold in the above embodiment.

[0172] S404: The control device controls the start and stop of the range extender based on the second strategy.

[0173] Here, when the first energy deviation information is greater than the power failure threshold 1, the control device controls the start and stop of the range extender based on the second strategy.

[0174] Specifically, the second strategy indicates that the speed threshold for starting the range extender is lower than the speed threshold for starting the range extender under the first strategy, and the second strategy indicates that the speed threshold for stopping the range extender is lower than the speed threshold for stopping the range extender under the first strategy.

[0175] S405: The control device acquires the second energy deviation information.

[0176] S406: The control device determines whether the second energy deviation information is less than the power failure threshold 2.

[0177] For example, the power outage threshold 2 is less than or equal to the power outage threshold 1.

[0178] For example, if the second energy deviation information is less than the power-down threshold 2, S401 is executed; if the second energy deviation information is greater than or equal to the power-down threshold 2, then S405 is executed.

[0179] In the embodiment shown in Figure 4, the vehicle defaults to a high-speed threshold start-stop strategy (i.e., the first strategy) when powered on. This means the range extender only activates when the vehicle is traveling at high speeds. Since wind and road noise are high at high speeds, the noise generated during the range extender's start-stop and operation is insignificant, making it difficult for users to perceive, thus providing a good NVH experience. When the difference indicated by the first energy deviation information reaches a certain level, the start-stop strategy is adjusted from a high-speed threshold to a low-speed threshold (i.e., the second strategy). This dynamically lowers the speed threshold for the range extender's start-stop, allowing it to activate even at low speeds. This ensures the battery can retain charge and avoids the risk of continuous battery drain during low-speed driving. Thus, a good balance is struck between the vehicle's battery retention and the user's NVH experience.

[0180] Referring to Figure 5, which is a flowchart of another range extender control method provided in an embodiment of this application, the embodiment in Figure 5 is applied to the aforementioned control device. In the embodiment of Figure 5, a first strategy causes the battery to move towards energy storage, while a second strategy causes the battery to move towards energy depletion. The method shown in the embodiment of Figure 5 includes, but is not limited to, the following steps S501-S506.

[0181] S501: The control device controls the start and stop of the range extender based on the first strategy. Please refer to the relevant description of step S301 in Figure 3 above for this step.

[0182] S502: The control device acquires the first energy deviation information. Please refer to the relevant description of step S201 in Figure 2 above for this step.

[0183] S503: The control device determines whether the first energy deviation information is less than the energy storage threshold 1.

[0184] Here, the energy storage threshold is a negative number, and the absolute value of the energy storage threshold 1 is equivalent to the first threshold in the above embodiment.

[0185] For example, if the first energy deviation information is less than the energy storage threshold 1, S504 is executed; if the first energy deviation information is greater than or equal to the energy storage threshold 1, then S502 is executed.

[0186] S504: The control device controls the start and stop of the range extender based on the second strategy.

[0187] Here, when the first energy deviation information is less than the energy storage threshold 1, the control device controls the start and stop of the range extender based on the second strategy.

[0188] Specifically, the speed threshold for the second strategy to activate the range extender is higher than the speed threshold for the first strategy to activate the range extender, and the speed threshold for the second strategy to deactivate the range extender is higher than the speed threshold for the first strategy to deactivate the range extender.

[0189] S505: The control device acquires the second energy deviation information.

[0190] S506: The control device determines whether the second energy deviation information is greater than the energy storage threshold 2.

[0191] For example, the energy storage threshold 2 is greater than or equal to the energy storage threshold 1.

[0192] For example, if the second energy deviation information is greater than the energy storage threshold 2, S501 is executed; if the second energy deviation information is less than or equal to the energy storage threshold 2, then S505 is executed.

[0193] In the embodiment shown in Figure 5, the vehicle defaults to a low-speed threshold start-stop strategy (i.e., the first strategy) when powered on. This means the range extender is activated when the vehicle is traveling at low speeds, allowing the battery to store charge even during low-speed driving and avoiding the risk of continuous battery drain. When the difference indicated by the first energy deviation information reaches a certain level, the start-stop strategy is adjusted from a low-speed threshold to a high-speed threshold (i.e., the second strategy). This dynamically increases the speed threshold for the range extender's start-stop, ensuring the range extender only activates when the vehicle is traveling at high speeds. Since wind and road noise are higher at high speeds, the noise generated during the range extender's start-stop and operation is less noticeable, making it less perceptible to the user and providing a better NVH experience. This effectively balances the vehicle's battery retention with the user's NVH experience.

[0194] Referring to Figure 6, which is a schematic diagram of a range extender control device provided in an embodiment of this application, the range extender control device 30 includes an acquisition unit 310 and a processing unit 312. The range extender control device 30 can be implemented by hardware, software, or a combination of hardware and software.

[0195] The acquisition unit 310 is used to acquire first energy deviation information, which indicates the difference between the vehicle's electricity consumption and the power generation of the range extender in the vehicle at a first moment. The processing unit 312 is used to change the start-stop state of the range extender and / or change the start-stop strategy of the range extender when the absolute value of the first energy deviation information is greater than a first threshold. The start-stop strategy of the range extender is related to the vehicle speed threshold.

[0196] The range extender control device 30 can be used to implement the method described in the embodiment of FIG2. In the embodiment of FIG2, the acquisition unit 310 can be used to execute S201, and the processing unit 312 can be used to execute S202. The range extender control device 30 can also be used to implement the methods described in the embodiments of FIG3, 4, and 5, which will not be described again here for the sake of brevity.

[0197] It should be understood that the division of the units in the range extender control device 30 described above is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0198] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a type of microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as a type of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0199] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0200] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0201] Referring to Figure 7, which is a schematic diagram of a computing device according to an embodiment of this application, the computing device 40 includes a processor 401, a communication interface 402, a memory 403, and a bus 404. The processor 401, the memory 403, and the communication interface 402 communicate with each other via the bus 404. It should be understood that this application does not limit the number of processors and memories in the computing device 40.

[0202] In one implementation, the computing device 40 can be the control device in the above embodiments, or it can be a device containing the control device. For example, the control device can be a domain controller within a vehicle or a component within a domain controller; the component can be, for example, a chip, a control unit, an integrated circuit, etc. Here, the description of the domain controller is provided in the corresponding content of the aforementioned embodiment in Figure 1; for the sake of brevity, it will not be repeated here.

[0203] Bus 404 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, only one line is used in Figure 7, but this does not imply that there is only one bus or one type of bus. Bus 404 can include pathways for transmitting information between various components of computing device 40 (e.g., memory 403, processor 401, communication interface 402).

[0204] The processor 401 can be referred to the relevant description of the processor in the above embodiments, and will not be repeated here.

[0205] Memory 403 provides storage space, which can store data such as the operating system and computer programs. Memory 403 can be one or a combination of several of the following: random access memory (RAM), erasable programmable read-only memory (EPROM), read-only memory (ROM), or compact disc read memory (CD-ROM). Memory 403 can exist alone or be integrated into processor 401.

[0206] The communication interface 402 can be used to provide information input or output to the processor 401. Alternatively, the communication interface 402 can be used to receive and / or send data to externally transmitted data, and can be a wired link interface including an Ethernet cable, or a wireless link interface (such as Wi-Fi, Bluetooth, general wireless transmission, etc.). Alternatively, the communication interface 402 may also include a transmitter (such as an RF transmitter, antenna, etc.) or a receiver coupled to the interface.

[0207] The processor 401 in the computing device 40 is used to read the computer program stored in the memory 403 to execute the aforementioned methods, such as the methods described in the embodiments of FIG2, FIG3, FIG4 and FIG5.

[0208] In one possible design, computing device 40 may be one or more modules in an execution entity (i.e., control device) that performs the method shown in FIG2. The processor 401 may be used to read one or more computer programs stored in memory for performing the following operations:

[0209] The first energy deviation information is obtained by the acquisition unit 310. The first energy deviation information is used to indicate the difference between the vehicle's power consumption and the power generation of the range extender in the vehicle at the first moment.

[0210] If the absolute value of the first energy deviation information is greater than a first threshold, the start-stop state of the range extender is changed and / or the start-stop strategy of the range extender is changed. The start-stop strategy of the range extender is related to the vehicle speed threshold.

[0211] In the embodiments described above, each embodiment has its own emphasis. For parts not described in detail in a particular embodiment, please refer to the relevant descriptions in other embodiments. Furthermore, in the embodiments of this application, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the embodiments are consistent and can be mutually referenced. Technical features from different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0212] It should be noted that those skilled in the art will recognize that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. This program can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0213] The technical solution of this application, in essence, or the part that makes the contribution, or all or part of the technical solution, can be embodied in the form of a software product. The computer program product is stored in a storage medium and includes several instructions to cause a device (which may be a personal computer, server, network device, robot, microcontroller, chip, robot, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

Claims

1. A range extender control method, characterized in that, The method includes: Obtain first energy deviation information, which is used to indicate the difference between the vehicle's power consumption and the power generation of the range extender in the vehicle at a first moment; If the absolute value of the first energy deviation information is greater than the first threshold, the start-stop state of the range extender is changed and / or the start-stop strategy of the range extender is changed, wherein the start-stop strategy of the range extender is related to the vehicle speed threshold.

2. The method according to claim 1, characterized in that, The method further includes: Before acquiring the first energy deviation information, the start-up and shutdown of the range extender are controlled based on the first strategy; If the absolute value of the first energy deviation information is greater than a first threshold, the start-stop strategy of the range extender is changed, including: If the absolute value of the first energy deviation information is greater than the first threshold, the start-up and shutdown of the range extender are controlled based on the second strategy. Wherein, the speed threshold for starting and stopping the range extender indicated by the first strategy is different from the speed threshold for starting and stopping the range extender indicated by the second strategy, and the effect of the second strategy on the difference is opposite to the effect of the first strategy on the difference. The first strategy and the second strategy belong to the start-stop strategy of the range extender.

3. The method according to claim 2, characterized in that, When the first energy deviation information is positive, the vehicle speed threshold at which the first strategy indicates the range extender to start is higher than the vehicle speed threshold at which the second strategy indicates the range extender to start, and the vehicle speed threshold at which the first strategy indicates the range extender to stop is higher than the vehicle speed threshold at which the second strategy indicates the range extender to stop; or, When the first energy deviation information is negative, the first strategy indicates that the vehicle speed threshold for starting the range extender is lower than the second strategy indicates that the vehicle speed threshold for starting the range extender is lower than the second strategy indicates that the vehicle speed threshold for stopping the range extender is lower than the second strategy indicates that the vehicle speed threshold for stopping the range extender.

4. The method according to claim 3, characterized in that, When the first energy deviation information is positive, after controlling the start and stop of the range extender based on the second strategy, the method further includes: Acquire second energy deviation information, which is used to indicate the difference between the vehicle's power consumption and the range extender's power generation at a second time point; If the second energy deviation information is less than the second threshold, the start-up and shutdown of the range extender are controlled based on the first strategy. Wherein, the second threshold is less than or equal to the first threshold.

5. The method according to claim 3, characterized in that, When the first energy deviation information is negative, after controlling the start and stop of the range extender based on the second strategy, the method further includes: Acquire second energy deviation information, which is used to indicate the difference between the vehicle's power consumption and the range extender's power generation at a second time point; If the second energy deviation information is greater than the third threshold, the start-up and shutdown of the range extender are controlled based on the first strategy. The third threshold is a non-negative number.

6. The method according to any one of claims 1-5, characterized in that, The vehicle also includes a battery, the battery's charge being generated by the range extender, and the first energy deviation information is represented in any of the following ways: The difference between the first state of charge (SOC) of the battery and the second state of charge (SOC) of the battery, wherein the first SOC is the SOC of the battery when the range extender is first started, the SOC of the battery when the vehicle is powered on, or the SOC of the battery when the user switches the driving mode of the vehicle, and the second SOC is the SOC of the battery at the first moment. The actual net discharge of the battery from the target time to the first time; or... The difference between the total electricity consumption of the vehicle from the target time to the first time and the total power generation of the range extender; The target time is the moment when the range extender is first started, the moment when the vehicle is powered on, or the moment when the user switches the vehicle's driving mode.

7. The method according to claim 6, characterized in that, The first energy deviation information is the difference between the first SOC and the second SOC, and the method further includes: Receive the first SOC and the second SOC of the battery from the battery management system; The acquisition of the first energy deviation information includes: The first energy deviation information is obtained based on the first SOC and the second SOC.

8. The method according to claim 6, characterized in that, When the first energy deviation information is the actual net discharge amount of the battery from the target time to the first time, the method further includes: Receive battery status monitoring data from the battery management system; The acquisition of the first energy deviation information includes: The first energy deviation information is obtained based on the battery's state monitoring data.

9. The method according to any one of claims 2-8, characterized in that, If the absolute value of the first energy deviation information is greater than a first threshold, the method further includes: The second strategy is determined based on the first energy deviation information.

10. The method according to claim 9, characterized in that, The first energy deviation information is a positive number. Based on the first energy deviation information, the second strategy is determined, including: When the first energy deviation information is greater than the first threshold and less than or equal to the fourth threshold, the second strategy is determined to be the third strategy. When the first energy deviation information is greater than the fourth threshold, the second strategy is determined to be the fourth strategy; Wherein, the fourth threshold is greater than the first threshold, the third strategy indicates that the speed threshold for starting the range extender is higher than the fourth strategy indicates that the speed threshold for starting the range extender is higher than the third strategy indicates that the speed threshold for stopping the range extender is higher than the fourth ...

11. The method according to any one of claims 2-10, characterized in that, The first strategy indicates that the vehicle speed threshold for starting the range extender is a first vehicle speed threshold, and the first strategy indicates that the vehicle speed threshold for stopping the range extender is a second vehicle speed threshold. The method further includes: Obtain the vehicle's speed; The control of the range extender's start-up and shutdown based on the first strategy includes: If the vehicle's speed exceeds the first speed threshold, the range extender is activated; and, If the vehicle's speed is less than the second speed threshold, the range extender is controlled to stop. Wherein, the first vehicle speed threshold is greater than the second vehicle speed threshold.

12. The method according to any one of claims 2-11, characterized in that, The first energy deviation information is a positive number, and the second strategy indicates that the range extender should be stopped under the condition that the vehicle is in parking gear.

13. A device for controlling a range extender, characterized in that, The device includes: An acquisition unit is used to acquire first energy deviation information, which is used to indicate the difference between the vehicle's power consumption and the power generation of the range extender in the vehicle at a first moment. The processing unit is configured to change the start-stop state of the range extender and / or change the start-stop strategy of the range extender when the absolute value of the first energy deviation information is greater than a first threshold. The start-stop strategy of the range extender is related to the vehicle speed threshold.

14. The apparatus according to claim 13, characterized in that, The processing unit is further configured to control the start-up and shutdown of the range extender based on a first strategy before the acquisition unit acquires the first energy deviation information. The processing unit is specifically used for: If the absolute value of the first energy deviation information is greater than the first threshold, the start-up and shutdown of the range extender are controlled based on the second strategy. Wherein, the speed threshold for starting and stopping the range extender indicated by the first strategy is different from the speed threshold for starting and stopping the range extender indicated by the second strategy, and the effect of the second strategy on the difference is opposite to the effect of the first strategy on the difference. The first strategy and the second strategy belong to the start-stop strategy of the range extender.

15. The apparatus according to claim 14, characterized in that, When the first energy deviation information is positive, the vehicle speed threshold at which the first strategy indicates the range extender to start is higher than the vehicle speed threshold at which the second strategy indicates the range extender to start, and the vehicle speed threshold at which the first strategy indicates the range extender to stop is higher than the vehicle speed threshold at which the second strategy indicates the range extender to stop; or, When the first energy deviation information is negative, the first strategy indicates that the vehicle speed threshold for starting the range extender is lower than the second strategy indicates that the vehicle speed threshold for starting the range extender is lower than the second strategy indicates that the vehicle speed threshold for stopping the range extender is lower than the second strategy indicates that the vehicle speed threshold for stopping the range extender.

16. The apparatus according to claim 15, characterized in that, When the first energy deviation information is a positive number, The acquisition unit is further configured to acquire second energy deviation information under the implementation of the second strategy, wherein the second energy deviation information is used to indicate the difference between the power consumption of the vehicle and the power generation of the range extender at a second time. The processing unit is further configured to control the start-up and shutdown of the range extender based on the first strategy when the second energy deviation information is less than the second threshold. Wherein, the second threshold is less than or equal to the first threshold.

17. The apparatus according to claim 15, characterized in that, When the first energy deviation information is negative, The acquisition unit is further configured to acquire second energy deviation information under the implementation of the second strategy, wherein the second energy deviation information is used to indicate the difference between the power consumption of the vehicle and the power generation of the range extender at a second time. The processing unit is further configured to control the start-up and shutdown of the range extender based on the first strategy when the second energy deviation information is greater than the third threshold. The third threshold is a non-negative number.

18. The apparatus according to any one of claims 13-17, characterized in that, The vehicle also includes a battery, the battery's charge being generated by the range extender, and the first energy deviation information is represented in any of the following ways: The difference between the first state of charge (SOC) of the battery and the second state of charge (SOC) of the battery, wherein the first SOC is the SOC of the battery when the range extender is first started, the SOC of the battery when the vehicle is powered on, or the SOC of the battery when the user switches the driving mode of the vehicle, and the second SOC is the SOC of the battery at the first moment. The actual net discharge of the battery from the target time to the first time; or... The difference between the total electricity consumption of the vehicle from the target time to the first time and the total power generation of the range extender; The target time is the moment when the range extender is first started, the moment when the vehicle is powered on, or the moment when the user switches the vehicle's driving mode.

19. The apparatus according to claim 18, characterized in that, The first energy deviation information is the difference between the first SOC and the second SOC. The acquisition unit is further configured to receive the first SOC and the second SOC of the battery from the battery management system; The acquisition unit is specifically used for: The first energy deviation information is obtained based on the first SOC and the second SOC.

20. The apparatus according to claim 18, characterized in that, When the first energy deviation information is the actual net discharge amount of the battery from the target time to the first time, The acquisition unit is also configured to receive state monitoring data of the battery from the battery management system; The acquisition unit is specifically used for: The first energy deviation information is obtained based on the battery's state monitoring data.

21. The apparatus according to any one of claims 14-20, characterized in that, The processing unit is also used for: If the absolute value of the first energy deviation information is greater than the first threshold, the second strategy is determined based on the first energy deviation information.

22. The apparatus according to claim 21, characterized in that, The first energy deviation information is a positive number, and the processing unit is specifically used for: When the first energy deviation information is greater than the first threshold and less than or equal to the fourth threshold, the second strategy is determined to be the third strategy. When the first energy deviation information is greater than the fourth threshold, the second strategy is determined to be the fourth strategy; Wherein, the fourth threshold is greater than the first threshold, the third strategy indicates that the speed threshold for starting the range extender is higher than the fourth strategy indicates that the speed threshold for starting the range extender is higher than the third strategy indicates that the speed threshold for stopping the range extender is higher than the fourth ...

23. The apparatus according to any one of claims 14-22, characterized in that, The first strategy indicates that the vehicle speed threshold for starting the range extender is a first vehicle speed threshold, and the first strategy indicates that the vehicle speed threshold for stopping the range extender is a second vehicle speed threshold. The acquisition unit is also used to acquire the vehicle's driving speed; The processing unit is specifically used for: If the vehicle's speed exceeds the first speed threshold, the range extender is activated; and, If the vehicle's speed is less than the second speed threshold, the range extender is controlled to stop. Wherein, the first vehicle speed threshold is greater than the second vehicle speed threshold.

24. The apparatus according to any one of claims 14-23, characterized in that, The first energy deviation information is a positive number, and the second strategy indicates that the range extender should be stopped under the condition that the vehicle is in parking gear.

25. A chip for controlling a range extender, characterized in that, The chip includes a memory and a processor, the memory storing computer program instructions, and the processor executing the computer program instructions to cause the chip to perform the method as described in any one of claims 1-12.

26. A range-extended electric vehicle, characterized in that, The vehicle includes the device as described in any one of claims 13-24, or includes the chip as described in claim 25.

27. A computer-readable storage medium containing computer instructions, characterized in that, When the computer instructions are executed by the processor, they implement the method as described in any one of claims 1-12.

28. A computer program product containing instructions, characterized in that, When the instructions are executed by the computing device, the computing device performs the method as described in any one of claims 1-12.

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