CN117141452A - Electric automobile energy management method, controller and electric automobile - Google Patents

Abstract

The application provides an electric automobile energy management method, a controller and an electric automobile, and relates to the field of energy recovery, wherein the method comprises the following steps: the controller may acquire operation mode and vehicle state information of the electric vehicle. The controller can start the energy recovery preparation mode and end the range-extending mode when the electric automobile is in the range-extending mode and the vehicle state information accords with the first preset condition. The controller can further determine that the electric automobile is in the energy recovery preparation mode, and when the vehicle state information accords with the second preset condition, the electric automobile is controlled to enter the range-extending mode, and the energy recovery preparation mode is ended. The method improves the energy recovery efficiency.

Description

Electric automobile energy management method, controller and electric automobile

Technical Field

The application relates to the field of energy recovery, in particular to an electric automobile energy management method, a controller and an electric automobile.

Background

The range extender is added on the basis of the pure electric vehicle so as to improve the driving force of the electric vehicle. Compared with the common electric automobile, the range-extended electric automobile has the advantages of low cost, light dead weight, no dependence on charging piles, no mileage anxiety and the like.

In the prior art, in the running process of the range extender electric automobile, the range extender supplements power for a battery according to certain energy management control logic. Meanwhile, the extended range electric automobile can convert kinetic energy into electric energy through a traditional energy recovery mode for recovery.

However, the conventional extended-range electric vehicle has a problem of low energy recovery efficiency.

Disclosure of Invention

The application provides an electric automobile energy management method, a controller and an electric automobile, which are used for solving the problem of low energy recovery efficiency.

In a first aspect, the present application provides an electric vehicle energy management method, including:

acquiring the running mode and vehicle state information of an electric automobile, wherein the running mode at least comprises a range-extending mode and an energy recovery preparation mode;

when the operation mode is a range-extending mode and the vehicle state information accords with a first preset condition, controlling the electric automobile to enter an energy recovery preparation mode and ending the range-extending mode;

when the operation mode is an energy recovery preparation mode and the vehicle state information accords with a second preset condition, the electric automobile is controlled to enter a range-extending mode and exit the energy recovery preparation mode.

Optionally, the vehicle state information includes a gradient, a vehicle speed, an accelerator opening, and a remaining battery capacity, and the first preset condition includes: the gradient is in a first gradient range, the vehicle speed is in a first vehicle speed range, the accelerator opening is in a first accelerator range, the residual capacity of the battery is in a first capacity range, and the duration reaches a first time length.

Optionally, the second preset condition includes: the gradient is in a second gradient range, the vehicle speed is in a second vehicle speed range, the accelerator opening is in a second accelerator range, the residual capacity of the battery is in a second capacity range, and the duration reaches a second duration.

Optionally, the first vehicle speed range, the first throttle range, the first capacity range, the first time length are determined according to the first gradient range; and/or, a second vehicle speed range, a second throttle range, a second capacity range, a second duration are determined from the second grade range.

Optionally, the extended-range mode is ended, which specifically includes:

limiting the maximum request power of the range extender to 0;

and controlling the range extender to stop.

Optionally, controlling the electric automobile to enter a range-extending mode specifically includes:

controlling the range extender to start;

and adjusting the maximum request power of the range extender to be 1.

Optionally, the method further comprises:

when the duration of the electric vehicle entering the energy recovery preparation mode reaches the third duration, the energy recovery starts to be performed.

In a second aspect, the present application provides an electric vehicle energy management device, comprising:

the acquisition module is used for acquiring the running mode and vehicle state information of the electric automobile and at least comprises a range-extending mode and an energy recovery preparation mode;

The processing module is used for controlling the electric automobile to enter an energy recovery preparation mode and ending the range-extending mode when the running mode is the range-extending mode and the vehicle state information accords with a first preset condition; when the operation mode is an energy recovery preparation mode and the vehicle state information accords with a second preset condition, the electric automobile is controlled to enter a range-extending mode and exit the energy recovery preparation mode.

Optionally, the vehicle state information includes a gradient, a vehicle speed, an accelerator opening, and a remaining battery capacity, and the first preset condition includes: the gradient is in a first gradient range, the vehicle speed is in a first vehicle speed range, the accelerator opening is in a first accelerator range, the residual capacity of the battery is in a first capacity range, and the duration reaches a first time length.

Optionally, the second preset condition includes: the gradient is in a second gradient range, the vehicle speed is in a second vehicle speed range, the accelerator opening is in a second accelerator range, the residual capacity of the battery is in a second capacity range, and the duration reaches a second duration.

Optionally, the first vehicle speed range, the first throttle range, the first capacity range, the first time length are determined according to the first gradient range; and/or, a second vehicle speed range, a second throttle range, a second capacity range, a second duration are determined from the second grade range.

Optionally, the processing module is specifically configured to:

limiting the maximum request power of the range extender to 0;

and controlling the range extender to stop.

Optionally, the processing module is specifically configured to:

controlling the range extender to start;

and adjusting the maximum request power of the range extender to be 1.

Optionally, the processing module is further configured to:

when the duration of the electric vehicle entering the energy recovery preparation mode reaches the third duration, the energy recovery starts to be performed.

In a third aspect, the present application provides a controller comprising: a memory and a processor;

the memory is used for storing computer execution instructions; the processor is configured to perform the method of the first aspect and any one of the possible designs of the first aspect in accordance with computer-executable instructions stored by the memory.

In a fourth aspect, the present application provides a computer readable storage medium having stored therein computer executable instructions which, when executed by at least one processor of a controller, perform the method of the first aspect and any of the possible designs of the first aspect.

In a fifth aspect, the application provides a computer program product comprising computer-executable instructions which, when executed by at least one processor of a controller, perform the method of the first aspect and any of the possible designs of the first aspect.

In a sixth aspect, the present application provides an electric vehicle comprising a range extender and a controller as in any one of the possible designs of the third aspect and the third aspect, for implementing the method in the first aspect and any one of the possible designs of the first aspect when the controller is operated.

Optionally, the electric automobile further includes: the system comprises a battery management system, a driving motor controller, an engine management system, a generator controller, an intelligent cabin, a vehicle body domain and a chassis domain;

the controller is communicated with the battery management system and the driving motor controller through the internal EVCAN;

the controller communicates with the engine management system and the generator controller through an internal privateCAN;

the controller is communicated with the intelligent cabin, the vehicle body domain and the chassis domain through an external public CAN;

the controller obtains vehicle state information through the battery management system, the driving motor controller, the engine management system, the generator controller, the intelligent cabin, the vehicle body domain and the chassis domain.

According to the electric automobile energy management method, the controller and the electric automobile, the running mode and the vehicle state information of the electric automobile are obtained; judging whether the electric automobile is in a range extending mode or not; when the controller determines that the electric automobile is in the range-extending mode, judging whether the vehicle state information of the electric automobile accords with a first preset condition or not; when the vehicle state information accords with a first preset condition, determining that the electric vehicle is about to recover energy; starting an energy recovery preparation mode; controlling the electric automobile to finish a range extending mode; when the controller determines that the electric automobile is not in the range-extending mode, judging whether the running mode is an energy recovery preparation mode or not; when the operation mode is an energy recovery preparation mode, judging whether the vehicle state information accords with a second preset condition or not; when the second preset condition is met, controlling the electric automobile to enter a range-extending mode and exiting the energy recovery preparation mode, so that the effect of improving the energy recovery efficiency is achieved.

Drawings

In order to more clearly illustrate the application or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the application, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of a control architecture of an electric vehicle according to an embodiment of the present application;

FIG. 2 is a flow chart of an energy management method for an electric vehicle according to an embodiment of the present application;

FIG. 3 is an exemplary flow chart of a method of energy management according to one embodiment of the present application;

fig. 4 is a schematic structural diagram of an energy management device for an electric vehicle according to an embodiment of the present application;

fig. 5 is a schematic hardware structure of a controller according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of an electric vehicle according to an embodiment of the application.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The range extender electric automobile is a pure electric driving electric automobile which reduces the electric quantity of a battery and increases a range extender system on the basis of the pure electric automobile. The electric automobile can improve the driving force of the electric automobile with the aid of the range extender by adding the range extender system. Meanwhile, the range extender system can also achieve the effect of charging the battery of the electric automobile. Compared with the common electric automobile, the range-extended electric automobile has the advantages of low cost, light dead weight, no dependence on charging piles, no mileage anxiety and the like. In actual operation, the electric quantity of the battery in the extended-range electric automobile is smaller than that of the battery of the common electric automobile. And when the range extender in the range-extending electric automobile is started, the range extender supplements electricity for the battery according to a certain energy management control logic. For the two reasons, the battery of the extended-range electric automobile generally has more residual electric quantity and lower chargeable power. In addition, if the energy recovery is performed when the range extender is started, the battery can simultaneously acquire the electric energy provided by the range extender and the electric energy converted by the energy recovery system. In this case, in order to prevent overcharging of the battery, it is generally necessary to limit the energy recovery power, and this leads to a problem of low energy recovery efficiency.

For the above reasons, in order to improve the energy recovery efficiency of the energy recovery system, the inventors consider that it is possible to reduce the power of the range extender at the time of energy recovery and even before the energy recovery, and even control the shutdown of the range extender. Therefore, when the energy recovery system works, only the energy recovery system charges the battery, and the charging power of the energy recovery system is not required to be limited, so that the energy recovery efficiency can be improved.

Based on the inventive concept, the problem to be solved becomes when the range extender is controlled to stop, and the switching between the range extender and the energy recovery system can be realized to the greatest extent. Alternatively, the problem can be summarized as how to ensure that the range extender has been shut down while the energy recovery system is in operation. Or how to determine the time for controlling the stop of the range extender so as to ensure that the energy recovery system of the electric automobile can effectively work after the stop of the range extender.

The prior art proposes a predictive energy management strategy based on high-precision maps. The method can determine road condition information based on the high-precision map. Furthermore, according to the road condition information, the controller can predictively predict the working time of the energy recovery system, so that the stop of the range extender is controlled before the energy recovery system works, and the energy recovery efficiency and the energy recovery effect of the range extender electric automobile are improved. However, the complexity of the existing high-precision map is high, the memory occupation is large, and the map is difficult to be widely loaded on the whole vehicle. And the algorithm of the prediction algorithm based on the high-precision map is high in complexity, large calculation example resources are needed, and the prediction algorithm is difficult to be widely applied to the whole vehicle.

Therefore, in order to realize the whole vehicle deployment of the whole vehicle energy management strategy and further improve the recovery efficiency of the energy recovery system of the electric vehicle, the application provides an electric vehicle energy management method. The method aims at judging the time when the energy recovery of the extended range electric automobile is about to occur but not according to the whole vehicle running state of the extended range electric automobile, further controlling the stop of the extended range device in advance, realizing the effect of ensuring the stop of the extended range device when the energy recovery occurs and realizing the effect of increasing the energy recovery efficiency of the extended range electric automobile. Meanwhile, the energy management method reserves more sufficient electric braking capability of the electric automobile, improves the driving safety performance of the electric automobile, reduces the service time of the range extender and reduces the comprehensive energy consumption of the whole automobile to a certain extent.

Specifically, according to the energy management method for the electric automobile, on the basis Of an existing energy management strategy, when the electric automobile is in a range-extending mode and is not in an energy recovery mode, the controller can increase electric automobile information based on gradient, vehicle speed, residual Charge (SOC), accelerator opening duration and the like, and whether the electric automobile is likely to recover energy is judged. If yes, the controller activates an energy recovery preparation mode, limits the maximum power generation of the range extender to 0, and controls the range extender to stop in advance so as to keep more electric braking capacity. Otherwise, the controller does not limit the generated power of the range extender. In addition, when the electric vehicle is in the energy recovery preparation mode, the controller may determine whether the energy recovery preparation mode is disabled based on electric vehicle information such as SOC, accelerator, vehicle speed, and vehicle speed duration. If yes, the controller limits the maximum power generation of the range extender to 100%. Namely, the range extender performs power generation control according to the original management strategy. Otherwise, the controller continuously limits the maximum generated power of the range extender to 0 and controls the range extender to stop in advance.

According to the application, when the range-extended electric automobile is in the range-extended mode, the controller can identify the moment when the energy recovery is about to start according to the electric automobile information. And when the condition is met, the controller can control the range extender to stop in advance, so that the electric braking capacity of the electric automobile is reserved more, and the energy recovery efficiency and effect of the range extender electric automobile are improved. The method improves the driving safety and reduces the comprehensive energy consumption of the whole vehicle to a certain extent. The energy control strategy only limits the power of the range extender to 0 or does not limit the power of the range extender to two types of control, so that benefits such as performance improvement and energy consumption reduction brought by the energy control strategy are improved on the existing energy management strategy.

In the following, an exemplary application scenario of an embodiment of the present application is described.

Fig. 1 is a schematic diagram of a control architecture of an electric vehicle according to an embodiment of the application. As shown in fig. 1, in the electric vehicle, the controller may be a vehicle control unit (Vehicle Control Unit, VCU). The controller may communicate with a battery management system (Battery Management System, BMS), a drive motor controller (Motor Control Unit, MCU), etc. through an internal EVCAN. The battery management system can communicate with the power battery through High VDC to control the power battery. The power cells may supply power to the generator and drive motor via High VDC. The drive motor controller may also control the drive motor through High VDC. The generator may also supply power to the drive motor via High VDC. The generator may also interact with the generator controller through High VDC. The generator may also be coupled to the transmitter via a flywheel. The engine may take fuel and perform the operation. Control may also communicate with the engine management system (Engine Management System, EMS) and the generator controller (Generator Control Unit, GCU) via an internal PrivateCAN. The controller CAN also communicate with the intelligent cabin domain, the body domain, the chassis domain control, etc. through an external public CAN. The whole Vehicle Controller (VCU) manages the energy of the whole vehicle by receiving the vehicle speed, the SOC, the accelerator opening signal, the gradient signal and the like sent by the external public CAN, the internal CAN and the hard wire.

In the present application, the controller is used as an execution body, and the electric vehicle energy management method of the following embodiment is executed. In particular, the execution body may be a hardware device of the controller, or a software application implementing the embodiments described below in the controller, or a computer-readable storage medium on which a software application implementing the embodiments described below is installed, or code of a software application implementing the embodiments described below.

The technical scheme of the application is described in detail below by specific examples. The following embodiments may be combined with each other, and some embodiments may not be repeated for the same or similar concepts or processes.

Fig. 2 shows a flowchart of an electric vehicle energy management method according to an embodiment of the present application. On the basis of the embodiment shown in fig. 1, as shown in fig. 2, with the controller as the execution body, the method of this embodiment may include the following steps:

s101, acquiring an operation mode and vehicle state information of an electric automobile, wherein the operation mode comprises a range-extending mode and an energy recovery preparation mode.

In this embodiment, the controller may acquire an operation mode of the electric vehicle. The operation mode may include whether the electric vehicle is in a range extending mode, and whether the electric vehicle is in an energy recovery preparation mode. Optionally, the operation mode may further include an energy recovery off mode. The controller may also obtain vehicle state information for the electric vehicle. The vehicle state information may include parameters such as gradient, vehicle speed, accelerator opening, battery remaining capacity, and the like. Alternatively, the controller may acquire the operation mode and the vehicle state information of the electric vehicle in real time. Alternatively, the controller may periodically acquire the operation mode and the vehicle state information of the electric vehicle.

S102, when the operation mode is a range-extending mode and the vehicle state information accords with a first preset condition, controlling the electric automobile to enter an energy recovery preparation mode and ending the range-extending mode.

In this embodiment, the controller first determines whether the electric vehicle is in the range-extending mode. According to the technical scheme, the range extender of the electric automobile is ended before the electric automobile recovers the energy, so that the electric automobile can consume more electric energy in the battery before the electric automobile recovers the energy, and the range extender can not synchronously charge the battery of the electric automobile when the electric automobile charges the battery in the energy recovery mode, so that the chargeable power of the electric automobile is improved, and the energy recovery efficiency and the energy recovery effect of the battery are improved.

Therefore, when the controller determines that the electric vehicle is in the range-extending mode, the controller needs to further determine whether the electric vehicle is about to perform energy recovery. The controller needs to start the energy recovery preparation mode when the electric vehicle is about to recover energy. In the energy recovery preparation mode, the controller can control the electric automobile to end the range extending mode. Alternatively, the controller may control the electric vehicle to perform the energy recovery when the duration of the electric vehicle in the energy recovery preparation mode reaches the third duration. Optionally, the third duration may be a fixed duration parameter set by a technician according to a time required to close the range extender. For example, the third duration may be 10 seconds, 30 seconds, etc.

Otherwise, if the electric automobile is not in the range-extending mode, the controller can directly control the electric automobile to conduct energy recovery when the electric automobile needs to conduct energy recovery. Alternatively, if the electric vehicle is not in the range-extending mode, the controller may continue to perform step S103.

Specifically, the controller may determine whether the electric vehicle is about to perform energy recovery and whether the electric vehicle needs to enter the energy recovery preparation mode by determining whether the vehicle state information meets a first preset condition. Optionally, the vehicle state information may include at least parameters such as a gradient, a vehicle speed, an accelerator opening, a remaining battery capacity, and the like. Alternatively, the first preset condition may include: the gradient is in a first gradient range, the vehicle speed is in a first vehicle speed range, the accelerator opening is in a first accelerator range, the residual capacity of the battery is in a first capacity range, and the duration reaches a first time length.

In one implementation, the first vehicle speed range, the first throttle range, the first capacity range, the first time period are determined from the first grade range. That is, the controller may have different parameters of the first vehicle speed range, the first throttle range, the first capacity range, and the first duration set for different grades. Alternatively, the first duration may be a duration for which one or more parameters of a gradient, a vehicle speed, an accelerator opening, a remaining battery capacity are eligible. For example, the first duration may be a duration for which the accelerator opening is eligible. As another example, the first duration may be a duration for which the vehicle speed is eligible. As another example, the first duration is a duration that satisfies conditions of a gradient, a vehicle speed, an accelerator opening, and a remaining battery capacity at the same time. Specifically, the setting of the parameters may be as shown in table 1.

TABLE 1

As can be seen from table 1, the first preset conditions may include the following cases:

1) When the first gradient range is greater than or equal to 8 degrees, the first vehicle speed range is greater than 90km/h, the first capacity range is greater than 40%, and the first oil range is less than 14%. That is, when the gradient is greater than or equal to 8 degrees, the vehicle speed is greater than 90km/h, the battery remaining capacity is greater than 40%, and the accelerator opening is less than 14%, the controller may control the electric vehicle to enter the energy recovery preparation mode.

2) When the first gradient range is greater than or equal to 8 degrees, the first vehicle speed range is between 90km/h and 70km/h, the first capacity range is greater than 45%, the first oil range is less than 11%, and the first time period is greater than 10 seconds. That is, when the gradient is greater than or equal to 8 degrees, the vehicle speed is less than or equal to 90km/h and greater than 70km/h, the battery remaining capacity is greater than 45%, the accelerator opening is less than 11%, and the duration is greater than 10 seconds, the controller may control the electric vehicle to enter the energy recovery preparation mode.

3) When the first gradient range is between 8 degrees and 3 degrees, the first vehicle speed range is greater than 100km/h, the first capacity range is greater than 32%, and the first oil range is less than 11%. That is, when the gradient is less than 8 degrees and greater than or equal to 3 degrees, the vehicle speed is greater than 100km/h, the remaining battery capacity is greater than 32%, and the accelerator opening is less than 11%, the controller may control the electric vehicle to enter the energy recovery preparation mode.

4) When the first gradient range is between 8 degrees and 3 degrees, the first vehicle speed range is between 100km/h and 80km/h, the first capacity range is more than 36%, the first oil range is less than 9%, and the first time period is more than 8 seconds. That is, when the gradient is less than 8 degrees and greater than or equal to 3 degrees, the vehicle speed is less than or equal to 100km/h and greater than 80km/h, the battery remaining capacity is greater than 36%, the accelerator opening is less than 9%, and the duration is greater than 8 seconds, the controller may control the electric vehicle to enter the energy recovery preparation mode.

5) When the first gradient range is between 3 degrees and 1 degree, the first vehicle speed range is greater than 115km/h, the first capacity range is greater than 28%, and the first oil range is less than 10%. That is, when the gradient is less than 3 degrees and greater than or equal to 1 degree, the vehicle speed is greater than 115km/h, the remaining battery capacity is greater than 28%, and the accelerator opening is less than 9%, the controller may control the electric vehicle to enter the energy recovery preparation mode.

6) When the first gradient range is between 3 degrees and 1 degree, the first vehicle speed range is between 115km/h and 95km/h, the first capacity range is greater than 32%, the first oil range is less than 7%, and the first time period is greater than 6 seconds. That is, when the gradient is less than 3 degrees and greater than or equal to 1 degree, the vehicle speed is less than or equal to 115km/h and greater than 95km/h, the battery remaining capacity is greater than 32%, the accelerator opening is less than 7%, and the duration is greater than 6 seconds, the controller may control the electric vehicle to enter the energy recovery preparation mode.

7) The first vehicle speed range is greater than 100km/h, the first capacity range is greater than 25%, and the first oil range is less than 9% when the first grade range is between 1 degree and-5 degrees. That is, when the gradient is less than 1 degree and greater than or equal to-5 degrees, the vehicle speed is greater than 100km/h, the remaining battery capacity is greater than 25%, and the accelerator opening is less than 9%, the controller may control the electric vehicle to enter the energy recovery preparation mode.

8) When the first gradient range is between 1 degree and-5 degrees, the first vehicle speed range is between 100km/h and 80km/h, the first capacity range is more than 30%, the first oil range is less than 6%, and the first time period is more than 5 seconds. That is, when the gradient is less than 1 degree and greater than or equal to-5 degrees, the vehicle speed is less than or equal to 100km/h and greater than 80km/h, the remaining capacity of the battery is greater than 30%, the accelerator opening is less than 6%, and the duration is greater than 5 seconds, the controller may control the electric vehicle to enter the energy recovery preparation mode.

9) When the first gradient range is between-5 degrees and-10 degrees, the first vehicle speed range is greater than 90km/h, the first capacity range is greater than 22%, and the first oil range is less than 7%. That is, when the gradient is less than-5 degrees and greater than or equal to-10 degrees, the vehicle speed is greater than 90km/h, the remaining battery capacity is greater than 22%, and the accelerator opening is less than 7%, the controller may control the electric vehicle to enter the energy recovery preparation mode.

10 When the first gradient range is between-5 degrees and-10 degrees, the first vehicle speed range is between 90km/h and 75km/h, the first capacity range is more than 26%, the first oil range is less than 5%, and the first time period is more than 4 seconds. That is, when the gradient is less than-5 degrees and greater than or equal to-10 degrees, the vehicle speed is less than or equal to 90km/h and greater than 75km/h, the remaining capacity of the battery is greater than 26%, the accelerator opening is less than 5%, and the duration is greater than 4 seconds, the controller may control the electric vehicle to enter the energy recovery preparation mode.

11 When the first gradient range is less than-10 degrees, the first vehicle speed range is greater than 80km/h, the first capacity range is greater than 18%, and the first oil range is less than 6%. Namely, when the gradient is less than-10 degrees, the vehicle speed is greater than 80km/h, the residual capacity of the battery is greater than 18%, and the accelerator opening is less than 6%, the controller can control the electric automobile to enter an energy recovery preparation mode.

12 When the first gradient range is less than-10 degrees, the first vehicle speed range is between 80km/h and 65km/h, the first capacity range is greater than 22%, the first oil range is less than 4%, and the first time period is greater than 3 seconds. That is, when the gradient is less than-10 degrees, the vehicle speed is less than or equal to 80km/h and greater than 65km/h, the battery remaining capacity is greater than 22%, the accelerator opening is less than 4%, and the duration is greater than 3 seconds, the controller may control the electric vehicle to enter the energy recovery preparation mode.

The parameters shown in table 1 may be a standard amount formulated by a technician after analysis based on vehicle state information collected during driving of an electric vehicle. Further, since the randomness of the occurrence of the energy recovery is high at a low level, the energy management strategy of the present application focuses on activation at a high vehicle speed in order not to reduce drivability at a low vehicle speed.

In another implementation, the first vehicle speed range, the first throttle range, the first capacity range, and the first duration may be calibration values. Alternatively, the first vehicle speed range, first throttle range, first capacity range, first duration may be determined based on other parameters in the vehicle.

In one example, a specific operation of the controller to end the range extender mode may include two steps of the controller limiting the maximum requested power of the range extender to 0 and the controller controlling the range extender to stop.

And S103, when the operation mode is an energy recovery preparation mode and the vehicle state information accords with a second preset condition, controlling the electric automobile to enter a range-extending mode and exiting the energy recovery preparation mode.

In this embodiment, after the controller enters the energy recovery preparation mode according to step S102, the controller first determines whether the operation mode is the energy recovery preparation mode after acquiring the operation mode. The judgment is used for guaranteeing the stability of the state in the execution logic and avoiding exception caused by the exception. Alternatively, when the controller determines that the electric vehicle is not in the range-extended mode according to step S102, the controller may further determine whether it is in the energy recovery preparation mode. When the electric vehicle is in the energy recovery preparation mode, the electric vehicle is about to recover energy or is already recovering energy. At this time, the controller may determine whether the electric vehicle is about to end the energy recovery based on the vehicle state information. And when the vehicle state information accords with the second preset condition, indicating that the electric vehicle is about to end energy recovery. At this time, the controller may control the electric vehicle to enter the range-extending mode and exit the energy recovery preparation mode. Otherwise, when the vehicle state information does not meet the second preset condition, the electric automobile is indicated to continue energy recovery. At this time, the controller only needs to keep the current running mode of the electric automobile. In addition, if the electric vehicle is not in the energy recovery preparation mode, the electric vehicle is not started with the range extender and energy recovery is not performed currently. At this time, the controller can control according to the original control logic of the electric automobile. When the controller judges that the electric automobile needs to recover energy, the controller can control the electric automobile to recover energy. When the controller judges that the electric automobile needs to start the range extender, the controller can control the electric automobile to start the range extender. Alternatively, the controller may consider the electric vehicle to be in the energy recovery off mode when the electric vehicle is not in the energy recovery ready mode.

In one example, the second preset condition may include: when the gradient is in the second gradient range, any one of the vehicle speed in the second vehicle speed range, the duration reaching the second duration, the accelerator opening in the second accelerator range, and the battery remaining capacity in the second capacity range is satisfied.

In one implementation, the second vehicle speed range, the second throttle range, the second capacity range, the second duration are determined based on a second grade range. That is, for different grades, different parameters of the second vehicle speed range, the second throttle range, the second capacity range, the second duration may be set in the controller. Alternatively, the second duration may be a duration for which one or more parameters of a gradient, a vehicle speed, an accelerator opening, a remaining battery capacity are eligible. For example, the second duration may be a duration for which the vehicle speed is eligible. As another example, the second duration may be a duration for which the accelerator opening is eligible. Specifically, the setting of the parameters may be as shown in table 2.

TABLE 2

As can be seen from table 2, the second preset conditions may include the following cases:

1) When the second gradient range is greater than or equal to 8 degrees, the controller may control the electric vehicle to exit the energy recovery preparation mode if the second vehicle speed range is less than 70km/h and the duration is greater than 20 seconds, or the second capacity range is less than 25%, or the second oil range is greater than 28%.

2) When the second gradient range is between 8 degrees and 3 degrees, the controller may control the electric vehicle to exit the energy recovery preparation mode if the second vehicle speed range is less than 80km/h and the duration is greater than 15 seconds, or the second capacity range is less than 20%, or the second oil range is greater than 22%.

3) When the second gradient range is between 3 degrees and 1 degree, the controller may control the electric vehicle to exit the energy recovery preparation mode if the second vehicle speed range is less than 95km/h and the duration is greater than 12 seconds, or the second capacity range is less than 16%, or the second oil range is greater than 18%.

4) When the second gradient range is between 1 degree and-5 degrees, the controller may control the electric vehicle to exit the energy recovery preparation mode if the second vehicle speed range is less than 80km/h and the duration is greater than 10 seconds, or the second capacity range is less than 13%, or the second oil range is greater than 15%.

5) When the second gradient range is between-5 degrees and-10 degrees, the controller may control the electric vehicle to exit the energy recovery preparation mode if the second vehicle speed range is less than 75km/h and the duration is greater than 8 seconds, or the second capacity range is less than 10%, or the second oil range is greater than 12%.

6) When the second gradient range is less than-10 degrees, the controller may control the electric vehicle to exit the energy recovery preparation mode if the second vehicle speed range is less than 65km/h and the duration is greater than 5 seconds, or the second capacity range is less than 8%, or the second oil range is greater than 10%.

The parameters shown in table 2 may be a standard amount formulated by a technician after analysis based on vehicle state information collected during driving of the electric vehicle. Further, since the randomness of the occurrence of the energy recovery is high at a low level, the energy management strategy of the present application focuses on activation at a high vehicle speed in order not to reduce drivability at a low vehicle speed.

In another implementation, the second vehicle speed range, the second throttle range, the second capacity range, and the second duration may also be calibration values. Alternatively, the second vehicle speed range, the second throttle range, the second capacity range, the second duration may be determined based on other parameters in the vehicle.

In one example, the specific operation of the controller to control the electric vehicle to enter the range extender mode may include controlling the range extender to start, and adjusting the maximum requested power of the range extender to 1. Optionally, the maximum requested power of the migration adjustment range extender is controlled to be 100%.

According to the electric automobile energy management method provided by the application, the controller can acquire the running mode and the vehicle state information of the electric automobile. The controller firstly judges whether the electric automobile is in a range-extending mode. When the controller determines that the electric automobile is in the range-extending mode, the controller needs to further judge whether the vehicle state information of the electric automobile meets a first preset condition. When the vehicle state information meets a first preset condition, the controller determines that the electric vehicle is about to recover energy. At this time, the controller may turn on the energy recovery preparation mode. Meanwhile, the controller can also control the electric automobile to finish the range-extending mode. When the controller determines that the electric vehicle is not in the range-extending mode, the controller may determine whether the operation mode is the energy recovery preparation mode. When the operation mode is the energy recovery preparation mode, the control may further determine whether the vehicle state information meets the second preset condition. When the second preset condition is met, the controller can control the electric automobile to enter a range-extending mode. At the same time, the controller may also end the energy recovery preparation mode. In the application, by setting the first preset condition, the judgment of whether the electric automobile is about to perform energy recovery is realized. The application also realizes the preparation before energy recovery by setting the energy recovery preparation mode, thereby realizing the effect of closing the range extender and improving the energy recovery efficiency when energy is recovered.

On the basis of the above embodiment, an example flow of the range extender to realize energy management of the electric vehicle is shown in fig. 3. When the extended range electric automobile runs, the controller can periodically acquire the running mode and the vehicle state information of the electric automobile. The controller can periodically execute the following steps to finish the electric automobile energy management method:

the S201 controller may determine, according to the operation mode, whether the electric vehicle is in the range-extending mode. If the electric vehicle is in the extended range mode, the controller continues to execute step S202 to determine whether the electric vehicle is in the energy recovery mode. Otherwise, if the electric vehicle is not in the range-extending mode, the controller can directly judge whether the electric vehicle needs to perform energy recovery according to the existing rule, and directly perform energy recovery operation when determining that the electric vehicle needs to perform energy recovery. That is, the controller may directly perform energy recovery when the electric vehicle is not in the range-extending mode.

And S202, if the electric automobile is in the range-extending mode, the controller can continuously judge whether the electric automobile is in the energy recovery mode according to the operation mode. The energy recovery mode may include an energy recovery preparation mode. The energy recovery preparation mode corresponds to a phase of the electric vehicle that is predicted to be executed immediately before executing energy recovery. If the vehicle is in the energy recovery mode, the current moment is in the range-extending mode and the vehicle is in the energy recovery mode. At this time, the controller may continue to execute step S203 to control the range extender to stop. Otherwise, the vehicle is not in the energy recovery mode, indicating that it is currently in the range-extending mode, but not in the energy recovery mode. At this time, the controller executes step S204 to determine whether or not the energy recovery preparation mode needs to be entered.

And S203, if the electric automobile is in the range-extending mode and is in the energy recovery mode, the controller can charge the battery through the energy recovery mode. At this time, in order to improve the charging efficiency of the electric vehicle in the energy recovery mode, the controller needs to ensure that the range extender does not charge the battery of the electric vehicle, so as to avoid the situation that the charging efficiency of the energy recovery mode needs to be limited when the range extender is charged synchronously. Therefore, the controller can limit the power of the range extender to 0% and control the range extender to stop when the electric automobile is in the range extender mode and in the energy recovery mode.

S204, when the range-extending electric automobile is in a range-extending mode and energy recovery is not performed, the controller can acquire vehicle state information in real time. The vehicle state information may include parameters such as SOC, vehicle speed, accelerator opening, duration of accelerator opening less than a threshold value, and the like. The controller may determine whether to enter the energy recovery preparation mode by looking up the table 1 after acquiring the vehicle state information. If the vehicle state information meets the first preset condition in table 1, the controller may enter an energy recovery preparation mode and execute step S206. Otherwise, if the vehicle status information does not meet the first preset condition in table 1, the controller may keep the status of the currently executed range-extending mode unchanged, and execute step S205.

S205, if the extended range electric vehicle is in the extended range mode, energy recovery is not performed, and the vehicle state information does not meet the first preset condition in Table 1, the controller determines that the energy recovery preparation mode cannot be entered. At this time, the electric vehicle is started to recover energy. The controller may limit the range extender maximum requested power to 100%.

S206, if the extended range electric vehicle is in the extended range mode, energy recovery is not performed, and the vehicle state information accords with the first preset condition in the table 1, the controller can control the electric vehicle to enter the energy recovery preparation mode. At this time, the controller may limit the range extender maximum requested power to 0%. Meanwhile, the controller can also control the stop of the range extender.

S207, when the electric automobile is in the energy recovery preparation mode, the controller can acquire vehicle state information and judge whether the vehicle state information meets a second preset condition through the table lookup 2. If the second preset condition is met, the electric automobile is indicated to exit the energy recovery preparation mode. At this time, the controller may jump to step S205. Otherwise, if the second preset condition is not met, the electric automobile is alive to keep the current energy recovery preparation mode. Accordingly, the controller may jump to step S206. Alternatively, the electric vehicle may perform energy recovery when the electric vehicle stays in the energy recovery preparation mode for a third period of time. Alternatively, after the electric vehicle performs energy recovery, the controller may continue to acquire the vehicle state information, and perform the determination of S207 to determine whether to exit the energy recovery state.

Fig. 4 is a schematic structural diagram of an electric vehicle energy management device according to an embodiment of the present application, and as shown in fig. 4, the electric vehicle energy management device 10 according to the present embodiment is configured to implement operations corresponding to a controller in any of the above method embodiments, and the electric vehicle energy management device 10 according to the present embodiment includes:

an acquiring module 11, configured to acquire an operation mode and vehicle state information of an electric vehicle, where the operation mode includes a range-extending mode and an energy recovery preparation mode;

the processing module 12 is configured to control the electric vehicle to enter an energy recovery preparation mode and end the range-extending mode when the operation mode is the range-extending mode and the vehicle state information meets a first preset condition; when the operation mode is an energy recovery preparation mode and the vehicle state information accords with a second preset condition, the electric automobile is controlled to enter a range-extending mode and exit the energy recovery preparation mode.

Optionally, the vehicle state information includes a gradient, a vehicle speed, an accelerator opening, and a remaining battery capacity, and the first preset condition includes: the gradient is in a first gradient range, the vehicle speed is in a first vehicle speed range, the accelerator opening is in a first accelerator range, the residual capacity of the battery is in a first capacity range, and the duration reaches a first time length.

Optionally, the second preset condition includes: the gradient is in a second gradient range, the vehicle speed is in a second vehicle speed range, the accelerator opening is in a second accelerator range, the residual capacity of the battery is in a second capacity range, and the duration reaches a second duration.

Optionally, the first vehicle speed range, the first throttle range, the first capacity range, the first time length are determined according to the first gradient range; and/or, a second vehicle speed range, a second throttle range, a second capacity range, a second duration are determined from the second grade range.

Optionally, the processing module 12 is specifically configured to:

limiting the maximum request power of the range extender to 0;

and controlling the range extender to stop.

Optionally, the processing module 12 is specifically configured to:

controlling the range extender to start;

and adjusting the maximum request power of the range extender to be 1.

Optionally, the processing module 12 is further configured to:

when the duration of the electric vehicle entering the energy recovery preparation mode reaches the third duration, the energy recovery starts to be performed.

The electric vehicle energy management device 10 provided in the embodiment of the present application may execute the above method embodiment, and the specific implementation principle and technical effects thereof may be referred to the above method embodiment, which is not described herein again.

Fig. 5 shows a schematic hardware structure of a controller according to an embodiment of the present application. As shown in fig. 5, the controller 20, configured to implement operations corresponding to the controller in any of the above method embodiments, the controller 20 of this embodiment may include: a memory 21, a processor 22 and a communication interface 24.

A memory 21 for storing a computer program. The Memory 21 may include a high-speed random access Memory (Random Access Memory, RAM), and may further include a Non-Volatile Memory (NVM), such as at least one magnetic disk Memory, and may also be a U-disk, a removable hard disk, a read-only Memory, a magnetic disk, or an optical disk.

The processor 22 is configured to execute a computer program stored in the memory to implement the electric vehicle energy management method in the above embodiment. Reference may be made in particular to the relevant description of the embodiments of the method described above. The processor 22 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors, digital signal processors (Digital Signal Processor, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present application may be embodied directly in a hardware processor for execution, or in a combination of hardware and software modules in a processor for execution.

Alternatively, the memory 21 may be separate or integrated with the processor 22.

When the memory 21 is a separate device from the processor 22, the controller 20 may also include a bus 23. The bus 23 is used to connect the memory 21 and the processor 22. The bus 23 may be an industry standard architecture (Industry Standard Architecture, ISA) bus, an external device interconnect (Peripheral Component Interconnect, PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, the buses in the drawings of the present application are not limited to only one bus or to one type of bus.

The communication interface 24 may be connected to the processor 21 via a bus 23. The processor 22 may control the communication interface 24 to communicate with other devices in the electric vehicle.

The controller provided in this embodiment may be used to execute the above-mentioned electric vehicle energy management method, and its implementation manner and technical effects are similar, and this embodiment is not repeated here.

Fig. 6 shows a schematic structural diagram of an electric vehicle according to an embodiment of the present application. As shown in fig. 6, the electric vehicle 30 includes a range extender 31 and a controller 32 as shown in fig. 5, and the controller 32 is configured to implement the methods as shown in fig. 1 to 3 when operated.

Electric automobile still includes: battery management system 33, drive motor controller 34, engine management system 35, generator controller 36, intelligent cabin 37, body domain 38, chassis domain 39. The controller communicates with the battery management system 33 and the drive motor controller 34 via an internal EVCAN. The controller communicates with the engine management system 35 and the generator controller 36 via an internal PrivateCAN. The controller communicates with the intelligent cabin 37, the body domain 38 and the chassis domain 39 via an external common CAN. The controller obtains vehicle status information through a battery management system 33 system, a drive motor controller 34, an engine management system 35, a generator controller 36, an intelligent cabin 37, a body domain 38, and a chassis domain 39.

The electric vehicle provided in this embodiment may be used to execute the electric vehicle energy management method described above, and its implementation manner and technical effects are similar, and this embodiment is not described here again.

The present application also provides a computer-readable storage medium having stored therein computer-executable instructions which, when executed by a processor, are adapted to carry out the methods provided by the various embodiments described above.

The computer readable storage medium may be a computer storage medium or a communication medium. Communication media includes any medium that facilitates transfer of a computer program from one place to another. Computer storage media can be any available media that can be accessed by a general purpose or special purpose computer. For example, a computer-readable storage medium is coupled to the processor such that the processor can read information from, and write information to, the computer-readable storage medium. In the alternative, the computer-readable storage medium may be integral to the processor. The processor and the computer readable storage medium may reside in an application specific integrated circuit (Application Specific Integrated Circuits, ASIC). In addition, the ASIC may reside in a user device. The processor and the computer-readable storage medium may also reside as discrete components in a communication device.

In particular, the computer readable storage medium may be implemented by any type or combination of volatile or non-volatile Memory devices, such as Static Random-Access Memory (SRAM), electrically erasable programmable Read-Only Memory (EEPROM), erasable programmable Read-Only Memory (Erasable Programmable Read Only Memory, EPROM), programmable Read-Only Memory (Programmable Read-Only Memory, PROM), read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic or optical disk. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.

The present application also provides a computer program product comprising computer-executable instructions stored on a computer-readable storage medium. The at least one processor of the apparatus may read the computer-executable instructions from a computer-readable storage medium, the at least one processor executing the computer-executable instructions causing the apparatus to implement the methods provided by the various embodiments described above.

The embodiment of the application also provides a chip, which comprises a memory and a processor, wherein the memory is used for storing computer execution instructions, and the processor is used for calling and running the computer execution instructions from the memory, so that the device provided with the chip executes the method in the various possible implementation manners.

In the several embodiments provided by the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules is merely a logical function division, and there may be additional divisions of actual implementation, e.g., multiple modules may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.

Wherein the individual modules may be physically separated, e.g. mounted in different locations of one device, or mounted on different devices, or distributed over a plurality of network elements, or distributed over a plurality of processors. The modules may also be integrated together, e.g. mounted in the same device, or integrated in a set of codes. The modules may exist in hardware, or may also exist in software, or may also be implemented in software plus hardware. The application can select part or all of the modules according to actual needs to realize the purpose of the scheme of the embodiment.

When the individual modules are implemented as software functional modules, the integrated modules may be stored in a computer readable storage medium. The software functional modules described above are stored in a storage medium and include instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or processor to perform some of the steps of the methods of the various embodiments of the application.

It should be understood that, although the steps in the flowcharts in the above embodiments are sequentially shown as indicated by arrows, these steps are not necessarily sequentially performed in the order indicated by the arrows. The steps are not strictly limited in order and may be performed in other orders, unless explicitly stated herein. Moreover, at least some of the steps in the figures may include multiple sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, the order of their execution not necessarily occurring in sequence, but may be performed alternately or alternately with other steps or at least a portion of the other steps or stages.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same. Although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments may be modified or some or all of the technical features may be replaced with equivalents. Such modifications and substitutions do not depart from the spirit of the application.

Claims (11)

1. A method of energy management for an electric vehicle, the method comprising:

acquiring the running mode and vehicle state information of an electric automobile, wherein the running mode at least comprises a range-extending mode and an energy recovery preparation mode;

when the operation mode is the range-extending mode and the vehicle state information accords with a first preset condition, controlling the electric automobile to enter the energy recovery preparation mode and ending the range-extending mode;

and when the operation mode is the energy recovery preparation mode and the vehicle state information accords with a second preset condition, controlling the electric automobile to enter the range-extending mode and exiting the energy recovery preparation mode.

2. The method of claim 1, wherein the vehicle state information includes a grade, a vehicle speed, an accelerator opening, a battery remaining capacity, and the first preset condition includes: the gradient is in a first gradient range, the vehicle speed is in a first vehicle speed range, the accelerator opening is in a first accelerator range, the residual capacity of the battery is in a first capacity range, and the duration reaches a first time length.

3. The method of claim 2, wherein the second preset condition comprises: and when the gradient is in a second gradient range, any one of the vehicle speed in a second vehicle speed range, the accelerator opening in a second accelerator range and the battery residual capacity in a second capacity range is satisfied, wherein the duration reaches a second duration.

4. A method according to claim 2 or 3, wherein the first vehicle speed range, the first throttle range, the first capacity range, the first time period are determined in accordance with the first gradient range; and/or the second vehicle speed range, the second throttle range, the second capacity range, the second duration are determined according to the second gradient range.

5. A method according to any one of claims 1-3, characterized in that said ending said range-extending mode comprises in particular:

limiting the maximum request power of the range extender to 0;

and controlling the range extender to stop.

6. The method of claim 5, wherein the controlling the electric vehicle to enter the range-extending mode specifically comprises:

controlling the range extender to start;

and adjusting the maximum request power of the range extender to be 1.

7. A method according to any one of claims 1-3, characterized in that the method further comprises:

and when the duration of the electric automobile entering the energy recovery preparation mode reaches a third duration, starting to execute energy recovery.

8. A controller, the controller comprising: a memory, a processor;

the memory is used for storing computer execution instructions; the processor is configured to implement the method according to any one of claims 1-7 according to computer-executable instructions stored in the memory.

9. A computer readable storage medium having stored therein computer executable instructions which when executed by a processor are adapted to carry out the method of any one of claims 1-7.

10. An electric vehicle comprising a range extender and a controller as claimed in claim 8 for implementing the method of any one of claims 1 to 7 when the controller is operated.

11. The electric vehicle of claim 10, characterized in that the electric vehicle further comprises: the system comprises a battery management system, a driving motor controller, an engine management system, a generator controller, an intelligent cabin, a vehicle body domain and a chassis domain;

the controller communicates with the battery management system and the drive motor controller through an internal EVCAN;

the controller communicates with the engine management system and the generator controller through an internal PrivateCAN;

the controller communicates with the intelligent cabin, the body domain and the chassis domain through an external public CAN;

the controller obtains vehicle state information through the battery management system, the driving motor controller, the engine management system, the generator controller, the intelligent cabin, the vehicle body domain and the chassis domain.