CN116749834A - Energy monitoring method and device for range-extended automobile - Google Patents
Energy monitoring method and device for range-extended automobile Download PDFInfo
- Publication number
- CN116749834A CN116749834A CN202310738618.7A CN202310738618A CN116749834A CN 116749834 A CN116749834 A CN 116749834A CN 202310738618 A CN202310738618 A CN 202310738618A CN 116749834 A CN116749834 A CN 116749834A
- Authority
- CN
- China
- Prior art keywords
- current
- soc value
- mileage
- fuel
- fuel system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application relates to the technical field of electric automobiles, and provides an energy monitoring method and device for an extended range automobile. The method comprises the following steps: continuously acquiring the energy state and the travelled distance of the target automobile; if the current SOC value is smaller than the increasing Cheng Chongdian SOC value and is in a descending trend, and the current fuel system is in an unoperated state, determining that the current driving power source is a power battery; if the current SOC value is smaller than the increasing Cheng Chongdian SOC value and is in a descending trend and the current fuel system is in an operating state, determining that the current driving power source comprises a power battery and the fuel system; if the current SOC value is not smaller than the increase Cheng Chongdian SOC value or the change trend is not decreased, determining that the current driving power source is a fuel system; and determining the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the driving mileage based on the current driving power source. The application accurately distinguishes the contribution degree of different power sources, thereby improving the economical efficiency and the cruising ability of the vehicle.
Description
Technical Field
The application relates to the technical field of electric automobiles, in particular to an energy monitoring method and device for an extended range automobile.
Background
With the continuous development of automobile technology, extended range automobiles which can run purely and consume fuel oil are developed, and the automobiles can achieve longer driving mileage and better economy and become hot products in the automobile market.
However, the trip information of the current extended-range car is not accurately and effectively displayed to the user. Because of the non-singleness of the power energy of the extended range automobile, real-time output is difficult to distinguish, the driving mileage displayed by the extended range automobile is usually mixed with the pure electric driving mileage and the consumed fuel driving mileage, and a user is difficult to accurately know the output duty ratio of the power energy, so that the economical condition of driving behavior cannot be estimated, and the endurance of the automobile cannot be increased through a driving strategy.
Therefore, how to provide a solution to the above technical problem is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
Therefore, the embodiment of the application provides an energy monitoring method and device for an extended range automobile, which are used for solving the problem that the power energy in the extended range automobile is difficult to distinguish in the prior art.
In a first aspect of the embodiment of the present application, an energy monitoring method for an extended-range automobile is provided, including:
Continuously acquiring the energy state and the travelled distance of the target automobile; the energy state comprises an SOC value of the power battery and an operating state of the fuel system, wherein the operating state comprises an operating state and an unoperated state;
if the current SOC value is smaller than the increment Cheng Chongdian SOC value, the current SOC variation trend of the current SOC value is descending, the current fuel system is in an unoperated state, and the current driving power source of the target automobile is determined to be a power battery; the increase Cheng Chongdian SOC value is used for representing an electric quantity part of the power battery from a charging pile;
if the current SOC value is smaller than the increasing Cheng Chongdian SOC value, the current SOC change trend is descending, and the current fuel system is in a working state, determining that the current driving power source comprises a power battery and the fuel system;
if the current SOC value is not smaller than the increase Cheng Chongdian SOC value or the current SOC change trend is not decreased, determining that the current driving power source is a fuel system;
and determining the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the driving mileage based on the current driving power source.
In a second aspect of the embodiment of the present application, an energy monitoring device for an extended-range automobile is provided, including:
the acquisition module is used for continuously acquiring the energy state and the travelled distance of the target automobile; the energy state comprises an SOC value of the power battery and an operating state of the fuel system, wherein the operating state comprises an operating state and an unoperated state;
The power source determining module is used for determining that the current driving power source of the target automobile is a power battery if the current SOC value is smaller than the increased Cheng Chongdian SOC value, the current SOC change trend of the current SOC value is descending and the current fuel system is in an unoperated state, determining that the current driving power source comprises the power battery and the fuel system if the current SOC value is smaller than the increased Cheng Chongdian SOC value, the current SOC change trend is descending and the current fuel system is in an operating state, and determining that the current driving power source is a fuel system if the current SOC value is not smaller than the increased Cheng Chongdian SOC value or the current SOC change trend is not descending;
and the mileage determining module is used for determining the pure electric mileage corresponding to the power battery and the fuel mileage corresponding to the fuel system according to the driving mileage based on the current driving power source.
Compared with the prior art, the embodiment of the application has the beneficial effects that: according to the embodiment of the application, the SOC value of the power battery and the working state of the fuel system are monitored, so that whether the current driving power source of the target automobile is the power battery or the fuel system is determined, and further whether the corresponding mileage is the pure driving mileage or the fuel driving mileage is determined, the contribution degree of different power energy sources to the driving mileage of the automobile is accurately distinguished, the mixing of different types of mileage is avoided, and accurate energy management reference can be provided, so that the economical efficiency and the cruising ability of the driving strategy of the automobile are improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of an energy monitoring method for an extended range automobile according to an embodiment of the application;
FIG. 2 is a schematic diagram of an energy monitoring device for an extended range automobile according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
The following describes in detail an energy monitoring method and device for an extended range automobile according to an embodiment of the application with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart of an energy monitoring method for an extended range automobile according to an embodiment of the present application. The energy monitoring method of fig. 1 may be performed by a control system of an extended range vehicle. As shown in fig. 1, the energy monitoring method includes:
s101: continuously acquiring the energy state and the travelled distance of the target automobile; the energy State includes an SOC (State of Charge) value of the power battery and an operating State of the fuel system, and the operating State includes an in-operation State and an out-of-operation State;
s102: if the current SOC value is smaller than the increment Cheng Chongdian SOC value, the current SOC variation trend of the current SOC value is descending, the current fuel system is in an unoperated state, and the current driving power source of the target automobile is determined to be a power battery; the increase Cheng Chongdian SOC value is used for representing the electric quantity part of the power battery from the charging pile;
s103: if the current SOC value is smaller than the increasing Cheng Chongdian SOC value, the current SOC change trend is descending, and the current fuel system is in a working state, determining that the current driving power source comprises a power battery and the fuel system;
S104: if the current SOC value is not smaller than the increase Cheng Chongdian SOC value or the current SOC change trend is not decreased, determining that the current driving power source is a fuel system;
s105: and determining the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the driving mileage based on the current driving power source.
In the energy monitoring method, the target automobile refers to an extended range automobile. The extended range automobile is provided with two power sources, one is a power battery, and the other is a fuel system. The fuel system generates electricity by starting the range extender and utilizing the gasoline in the oil tank, and the electric energy is transmitted to the power battery. The electric energy source of the power battery comprises the power generation of the fuel system and the direct charging of the power battery by the external charging pile. The power battery then outputs energy to the drive system to drive the target vehicle. Therefore, the extended range automobile has the following driving modes: the power battery is used for supplying power to drive the engine, and the fuel system is used for charging the power battery and supplying power to drive the engine.
When the fuel system charges the power battery and the power battery supplies power for driving, the conversion power input to the power battery is determined according to the fuel-electricity conversion rate of the fuel system, and the conversion power and the vehicle driving power are compared, so that the following two conditions exist: the conversion power is smaller than the vehicle driving power, the power of the fuel system cannot independently support the vehicle driving power, and the electric quantity in the power battery is consumed originally to support the vehicle driving power; the conversion power is greater than or equal to the vehicle driving power, the power of the fuel system can independently support the vehicle driving power, the electric quantity in the original power battery is not consumed, and the power of the fuel system is abundant and can charge the power battery when exceeding the vehicle driving power.
Therefore, when the vehicle is driven by power supplied by the power battery only, the electric quantity in the power battery comprises two parts, one part is provided by the external charging pile, the other part is the electric quantity stored in the power battery when the fuel system generates electricity, the latter can be considered to provide driving power for the vehicle preferentially, and the latter can be considered to be energy conversion and output of the fuel system under the time asynchronous condition when the latter outputs.
Based on the analysis, the driving power source corresponding to the current driving mileage can be determined to be a power battery, a fuel system, or a power battery and a fuel system according to the change of the energy state of the target automobile, and then the driving mileage is divided into the pure electric driving mileage corresponding to the power battery, the fuel driving mileage corresponding to the fuel system, or the pure electric driving mileage and the fuel driving mileage according to the driving power source.
According to the energy monitoring method provided by the embodiment of the application, the step S101 is circularly executed according to a certain acquisition period, the steps S102-S105 are circularly executed according to a certain calculation period, one calculation period comprises a plurality of acquisition periods, the acquisition frequency is higher than the calculation frequency, and all data are processed by taking time as a reference axis.
The change of the energy state of the specific target automobile comprises the change of the SOC value of the power battery and the change of the working state of the fuel system. The working state of the fuel system can be determined to be a working state or a non-working state directly according to the opening or closing of the range extender, the working state of the fuel system can also be determined according to the change of the fuel quantity of the fuel tank, the working state is the working state when the fuel quantity of the fuel tank is reduced, the non-working state is kept unchanged when the fuel quantity of the fuel tank is kept unchanged, the external refueling state is also the non-working state when the fuel quantity of the fuel tank is increased, and after the fuel quantity of the fuel tank is increased, the follow-up judgment is carried out to judge whether the fuel quantity of the fuel tank is reduced or not and the initial value of the fuel quantity of the fuel tank is reset to be an ascending end point.
It will be appreciated that if the fuel system is in an on state, the current drive power source necessarily includes the fuel system; at this time, whether the current driving power source comprises the electric quantity of the power battery or not can be determined according to whether the current SOC variation trend of the SOC value is reduced, if not, the fuel system not only outputs power to the driving system, but also charges the power battery, and if so, the electric quantity of the power battery simultaneously outputs power to the driving system.
If the fuel system is not operating, only the power battery outputs power to the drive system.
However, it should be noted that in this embodiment, the situation that the power battery outputs power to the driving system after the fuel system charges the power battery belongs to energy conversion and output of the fuel system under the time asynchronous condition, and the output of the electric energy of the portion of the power battery is still regarded as the current driving power source as the fuel system.
Therefore, the power battery needs to be distinguished from two different sources of power: the charging electric energy of the external charging pile and the charging electric energy of the fuel system are marked by increasing the Cheng Chongdian SOC value, the electric energy above the boundary is derived from the fuel system, the electric energy below the boundary is derived from the external charging pile, and if the current SOC value is larger than the Cheng Chongdian SOC value, even if the current SOC change trend is declining, the current driving power source cannot be regarded as a power battery, but is the fuel system for charging the power battery before; if the current SOC value is smaller than the increment Cheng Chongdian SOC value, when the current SOC variation trend is descending, the current driving power source comprises a power battery.
The determination conditions of steps S102 to S104 with respect to the driving power source can be obtained from the above description, and specifically can be as shown in table 1 below:
TABLE 1 determination conditions for the present drive Power Source
The SOC change trend is specifically a change trend of all SOC values in a time window with a fixed length and taking a current SOC value as an end point, wherein the length of the time window can be determined according to the acquisition frequency and the acquisition accuracy of data.
It can be appreciated that the increase Cheng Chongdian SOC value is used to represent the portion of the power battery that originates from the external charging post in order to exclude the fuel system from charging the power battery.
The SOC value of up Cheng Chongdian may be changed in real time along with the change of the electric quantity part of the external charging pile, for example, the charging electric quantity converted from the fuel system to the power battery does not exist in the initial state of the power battery, all the charging electric quantities of the power battery come from the charging pile, the actual SOC value of the power battery is recorded as S1, the SOC value of up Cheng Chongdian is recorded as S2, at this time, the SOC value is the initial value of up Cheng Chongdian SOC value, and along with the output power of the power battery, the actual SOC value S1 of the power battery is reduced, and meanwhile, the SOC value S2 of up Cheng Chongdian is also reduced; when the fuel system charges the power battery, the actual SOC value S1 of the power battery starts to rise from the starting point S-cho, the increment Cheng Chongdian SOC value S2 stays at the starting point S-cho and keeps unchanged until the actual SOC value S1 of the power battery falls to S-cho again or the power battery receives the charging electric quantity of an external charging pile, the former refers to one of the power battery as a driving power source, the latter refers to the charging electric quantity of the charging pile received by the power battery, the increment Cheng Chongdian SOC value S2 can simultaneously change along with the actual SOC value S1 again under the two conditions, the former S2 simultaneously descends along with the S1, and the latter S2 changes along with the change quantity delta S1 of the actual SOC value S1, and the increment Cheng Chongdian SOC value S2 is S-cho+ [ delta S1 at the moment. However, in the process that S2 is changed along with S1, once the fuel system charges the power battery, the increase Cheng Chongdian SOC value is stopped at the charge starting point SOC value of the fuel system, so that the purpose of representing the charge quantity of the charging pile by the increase Cheng Chongdian SOC value is ensured. Further, the situation that the actual SOC value S1 is not reduced to S-cho for the fuel system to charge the power battery again may occur on the target vehicle, which is caused by repeated start and stop of the range extender, the SOC value S2 increased Cheng Chongdian still is still in S-cho and cannot be changed, and the driving power source is the fuel system in the whole energy consumption changing process before the actual SOC value S1 is not reduced to S-cho when no external charging pile is used for charging.
Considering that the increase Cheng Chongdian SOC value S2 does not necessarily need to follow the change of the actual SOC value S1, only the starting point S-cho of the actual SOC value S1 of the power battery is required to be determined when the fuel system charges the power battery, so that the change trend of the actual SOC value S1 of the power battery is concerned, the S-cho is recorded as the increase Cheng Chongdian SOC value S2 at the starting point position when the change trend is not declined, the increase Cheng Chongdian SOC value is directly recorded as X in the stage of determining the non-fuel system, and X is a value determined to be the pure electric mileage, and since the actual value of the SOC value is (0, 100) and the value of the increase Cheng Chongdian SOC value is not less than 100, the current driving power source only power battery can be directly deduced, and a wider allowable range may exist for the SOC value in the vehicle control strategy, namely, the actual value of the SOC value may be greater than 100, so that in order to ensure that the value of the increased SOC value can be represented by the current driving power source only power battery, the value of X is set to be 200, 300 and the like.
Before continuously acquiring the energy state and the driving mileage of the target automobile, the method further comprises the following steps:
initializing the increase Cheng Chongdian SOC value to be a first SOC value; the first SOC value is not less than 100;
After continuously acquiring the energy state and the driving mileage of the target automobile, the method further comprises the following steps:
judging whether the current SOC variation trend is declining or not;
if not, determining a second SOC value which is the SOC value corresponding to the starting point of the undegraded current SOC variation trend; when the second SOC value is smaller than the current increment Cheng Chongdian SOC value, the current increment Cheng Chongdian SOC value is updated to the second SOC value,
if yes, waiting until the current SOC value is smaller than the current increment Cheng Chongdian SOC value, and updating the current increment Cheng Chongdian SOC value to be the first SOC value.
The first SOC value is X, i.e. s2=x is initialized. If the fuel system does not charge the power battery, the Cheng Chongdian SOC value is increased to always keep the first SOC value; if the fuel system charges the power battery, namely the current SOC variation trend is not reduced, the charging starting point is marked by increasing Cheng Chongdian SOC values, and the SOC value of the starting point of the current SOC variation trend which is not reduced is determined to be a second SOC value; when the second SOC value is smaller than the current increment Cheng Chongdian SOC value, the fuel system is considered to start charging the power battery, so that the value of the increment Cheng Chongdian SOC value is updated to the second SOC value, when the second SOC value is not smaller than the current increment Cheng Chongdian SOC value, the current second SOC value is considered to be not only the electric quantity part of an external charging pile in the power battery, but also the electric quantity part of the previous charging of the power battery by the fuel system, so that the charging starting point is still the previous SOC value, namely the current increment Cheng Chongdian SOC value is not updated.
If the current SOC variation trend is a decrease, that is, the power battery is used as one of the driving power sources to output electric energy outwards, but before the current SOC value is decreased to the current increased Cheng Chongdian SOC value, the electric energy output by the power battery belongs to the charging energy of the fuel system to the power battery, when the current SOC value is smaller than the current increased Cheng Chongdian SOC value, the charging energy of the fuel system to the power battery is completely output, and then the electric energy output by the power battery is an electric quantity part of the external charging pile, so that when the current SOC value is smaller than the current increased Cheng Chongdian SOC value, the current increased Cheng Chongdian SOC value can be directly updated to the first SOC value X.
Further step S105, based on the current driving power source, determines a pure electric driving range corresponding to the power battery and a fuel driving range corresponding to the fuel system according to the driving range, including:
if the current driving power source is a fuel system, determining the travelled distance corresponding to the current driving power source as the fuel mileage corresponding to the fuel system;
if the current driving power source comprises a power battery and a fuel system, dividing the driving mileage corresponding to the current driving power source into pure electric driving mileage and fuel driving mileage according to the power output proportionality coefficients of the power battery and the fuel system;
And if the current driving power source is a power battery, determining the driving mileage corresponding to the current driving power source as the pure electric driving mileage corresponding to the power battery.
It will be appreciated that steps S102-S105 belong to the same calculation cycle, and that all the complete travelled distance may be segmented according to different classes of driving power sources, or segmented into travelled distances for each calculation cycle. Further, for each segment of the driving mileage, the driving power source can be divided into a fuel driving mileage, a pure electric driving mileage, or a fuel driving mileage and a pure electric driving mileage according to the corresponding driving power source. For a single travelled distance of the driving power source, the travelled distance can be directly determined as the specific travelled distance of the corresponding driving power source. For the driving power source to be a non-single driving mileage, the driving mileage needs to be split according to the power output proportion coefficient. Specifically, if the current driving power source includes a power battery and a fuel system, according to a power output proportionality coefficient of the power battery and the fuel system, splitting the driving mileage corresponding to the current driving power source into a pure electric driving mileage and a fuel driving mileage, which includes:
If the current driving power source comprises a power battery and a fuel system, determining the consumption electric quantity of the power battery according to the actual descending interval of the SOC value of the power battery, and determining the equivalent consumption electric quantity of the fuel system according to the consumption amount of the oil tank of the fuel system and the fuel-electricity conversion rate;
taking the ratio of the consumed electric quantity to the equivalent consumed electric quantity as a power output proportionality coefficient;
and dividing the driving mileage corresponding to the current driving power source into pure electric driving mileage and fuel driving mileage according to the power output proportionality coefficient.
Assuming that the actual falling interval of the SOC value of the power battery is from soc_0 to soc_1, determining the remaining battery power e_soc_0 when the SOC value is soc_0 according to the total battery capacity, the battery pack voltage, the battery pack current, etc. of the power battery, and accordingly, determining the remaining battery power e_soc_1 when the SOC value is soc_1, and then determining the consumed power of the power battery corresponding to the actual falling interval as e1=e_soc_0-e_soc_1. Accordingly, the equivalent consumption e2=consumption of tank fuel amount of the fuel system×the fuel-to-electricity conversion rate. Note that the actual falling interval of the SOC value and the consumption amount of the tank oil amount correspond to the same period.
Further, the power proportionality coefficient r=e1/E2 is obtained, so that the driving range in the time period is divided into the pure electric driving range and the fuel driving range, wherein the pure electric driving range=the driving range×r/(1+r), and the fuel driving range=the driving range×1/(1+r).
Furthermore, compared with the output of the power battery, the output of the fuel system is more complete, and the recording and analysis are simpler, so that the driving power source is the driving mileage L1 of the fuel system, the driving power source is the driving mileage L2 of the fuel system and the power battery, the L1 and the L2 are subtracted from all the driving mileage sum-L, and the remaining driving mileage L3 corresponding to the power battery only is the driving mileage L3, and the detailed recording and calculation of the part of the driving power source which is the power battery are not needed. Therefore, if the current driving power source is a power battery, the process of determining the driving mileage corresponding to the current driving power source as the pure electric driving mileage corresponding to the power battery includes: and if the current driving power source is a power battery, subtracting the corresponding travelled distance when the driving power source comprises the fuel system from all travelled distances to obtain the pure electric travelled distance corresponding to the power battery when the current driving power source is the power battery.
It should be noted that, the calculated and last calculated mileage is not the pure electric mileage or the fuel mileage corresponding to a certain driving power source, the calculated mileage is the calculated mileage L3 when the driving power source is only a power battery, the calculated mileage L1 when the driving power source is only a fuel system and the calculated mileage L2 when the driving power source is the fuel system and the power battery, and the calculated mileage L2 is not required to be split into the pure electric mileage part L2-E and the fuel mileage part L2-G. After the calculation is finished, the current total pure electric mileage and the total fuel mileage can be further obtained according to the total sum and the accumulation of the pure electric mileage and the fuel mileage under each energy state.
According to the embodiment of the application, the SOC value of the power battery and the working state of the fuel system are monitored, so that whether the current driving power source of the target automobile is the power battery or the fuel system is determined, and further whether the corresponding mileage is the pure driving mileage or the fuel driving mileage is determined, the contribution degree of different power energy sources to the driving mileage of the automobile is accurately distinguished, the mixing of different types of mileage is avoided, and accurate energy management reference can be provided, so that the economical efficiency and the cruising ability of the driving strategy of the automobile are improved.
The embodiment of the invention discloses a specific energy monitoring method, and compared with the previous embodiment, the technical scheme of the embodiment is further described and optimized.
Based on the current driving power source, after determining the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the driving mileage, the method further comprises the following steps:
determining the power consumption of the power battery corresponding to the pure electric driving mileage, and determining the average power consumption of the power battery according to the pure electric driving mileage and the power consumption;
and determining the fuel consumption of the fuel system corresponding to the fuel mileage, and determining the average fuel consumption of the fuel system according to the fuel mileage and the fuel consumption.
It is understood that the average electricity consumption and the average fuel consumption herein actually refer to the corresponding electricity consumption or fuel consumption per unit mileage. Specifically, the driving range corresponding to the average power consumption or the average fuel consumption is selected according to a preset condition, for example, the preset condition is the pure electric driving range and the fuel driving range in all the driving ranges of the latest 100km, or the preset condition may be the pure electric driving range of the latest 100km and the fuel driving range of the latest 100 km. The data range of the preset condition can be set according to the user selection or the actual working condition requirement, and the preset condition is not limited here.
Furthermore, on the basis of knowing accurate electricity consumption and oil consumption, the method of the embodiment of the application further comprises the following steps of:
determining the pure electric endurance mileage of the power battery according to the average power consumption and the current SOC value;
and determining the fuel oil range of the fuel oil system according to the average fuel consumption and the residual fuel quantity of the current fuel oil system.
It can be understood that the pure electric driving mileage, the fuel oil driving mileage, the average electricity consumption, the average oil consumption, the pure electric driving mileage and the fuel oil driving mileage mentioned in the method of the embodiment of the application can be displayed on a display screen or a display instrument of the cabin, thereby providing driving and energy management references for users. And when the pure electric driving mileage and the fuel driving mileage are displayed, the total sum of all the pure electric driving mileage and the total sum of all the fuel driving mileage are displayed. The specific display content can be selected from the calculated and analyzed data according to the user requirement or the actual working condition, and will not be described herein.
Furthermore, on the basis of knowing accurate electricity consumption and oil consumption, the energy management strategy can be further optimized and adjusted according to the electricity consumption and the oil consumption, and the method of the embodiment of the application further comprises the following steps:
Determining the duty ratio of the pure electric mileage in the preset length of the travelled mileage before the current moment as the pure electric mileage ratio;
determining comprehensive energy consumption according to the pure electric mileage ratio, the average power consumption and the average oil consumption;
according to the magnitude relation between the pure electric mileage ratio and the preset ratio, the magnitude relation between the comprehensive energy consumption and the preset comprehensive energy consumption, the starting threshold of the fuel system and the power generation control threshold of the power battery are adjusted;
the starting threshold value is an SOC value used for triggering the fuel system to be switched from an unoperated state to an operating state;
the power generation control threshold is the lowest allowable value of the SOC value when the power battery is optimally power generation controlled.
Specifically, taking a preset length of 100km as an example, determining the duty ratio of the pure electric mileage in the latest 100km of the travelled mileage before the current moment, as the pure electric mileage ratio y, the pure electric mileage ratio can reflect the charging condition of the target vehicle, the higher the pure electric mileage ratio is, the more excellent the charging condition is, the more easily the target vehicle is charged, and comparing the pure electric mileage ratio with the preset ratio, thereby determining that the charging condition is excellent or poor. The preset ratio may be chosen to be 70% here.
Further comprehensive energy consumption refers to comprehensive energy consumption of oil and electricity in a driving mileage of 100km before the current moment, and since the fuel oil is finally converted into electric energy output, average oil consumption is converted into equivalent electricity consumption through oil and electricity conversion rate in calculation, and thus comprehensive energy consumption = average electricity consumption x y + average oil consumption x (1-y) x oil and electricity conversion rate. The comprehensive energy consumption can show the driving environment and driving behavior of the target vehicle, when the comprehensive energy consumption is higher, the driving environment is worse or the driving behavior is more intense, when the comprehensive energy consumption is lower, the driving environment is better or the driving behavior is softer, the comprehensive energy consumption is compared with the preset comprehensive energy consumption, and therefore the lower or higher comprehensive energy consumption is determined. The preset comprehensive energy consumption can be calculated according to the big data of the average energy consumption of the same type of target vehicles.
After determining the actual position of the pure electric mileage ratio and the comprehensive energy consumption, the energy management strategy, namely the starting threshold of the fuel system and the power generation control threshold of the power battery, can be further adjusted. The starting threshold value of the fuel system is an SOC value of the power battery triggering the starting of the fuel system, namely, when the SOC value is reduced to the starting threshold value, the fuel system is started. The power generation control threshold of the power battery is required to be slightly lower than the starting threshold, and is used for carrying out optimal power generation control on the power battery, so that the power battery is in a platform period, and the service life of the power battery is better.
Further, according to the magnitude relation between the ratio of the pure electric mileage and the preset ratio, the magnitude relation between the comprehensive energy consumption and the preset comprehensive energy consumption, the process of adjusting the starting threshold of the fuel system and the power generation control threshold of the power battery comprises the following steps:
when the pure electric mileage ratio is smaller than the preset ratio and the comprehensive energy consumption is not smaller than the preset comprehensive energy consumption, adjusting the starting threshold of the fuel system to be a first starting threshold and adjusting the power generation control threshold of the power battery to be a first control threshold;
when the pure electric mileage ratio is smaller than the preset ratio and the comprehensive energy consumption is smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a second starting threshold and adjusting the power generation control threshold to be a second control threshold;
When the pure electric mileage ratio is not smaller than the preset ratio and the comprehensive energy consumption is not smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a third starting threshold and adjusting the power generation control threshold to be a third control threshold;
when the pure electric mileage ratio is not smaller than the preset ratio and the comprehensive energy consumption is smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a fourth starting threshold and adjusting the power generation control threshold to be a fourth control threshold;
the first activation threshold is greater than the second activation threshold and greater than the third activation threshold and greater than the fourth activation threshold by greater than 0; the first control threshold is greater than the second control threshold and greater than the third control threshold and greater than the fourth control threshold by greater than 0; the first starting threshold is larger than the first control threshold, the second starting threshold is larger than the second control threshold, the third starting threshold is larger than the third control threshold, and the fourth starting threshold is larger than the fourth control threshold.
For example, the first activation threshold, the second activation threshold, the third activation threshold, and the fourth activation threshold may be set to 60%, 40%, 20%, and 10%, respectively, and the first control threshold, the second control threshold, the third control threshold, and the fourth control threshold may be set to 55%, 35%, 15%, and 7%, respectively.
It can be understood that when the comprehensive energy consumption is not less than the preset comprehensive energy consumption, the driving environment is worse or the driving behavior is more intense, the starting threshold is set to be 20% of the third starting threshold at the best time, and the fuel system, namely the range extender, is started and then performs the optimal power generation control with the aim of maintaining the SOC value not less than 15% of the third control threshold, so as to maintain the SOC value of the power battery, provide stronger power to cooperate with the driving of the user, reduce the fuel consumption as much as possible and improve the economy of the vehicle for the user; and when the charging condition is poor, setting the starting threshold value as the first starting threshold value 60%, and carrying out optimal power generation control with the aim of maintaining the SOC value not smaller than 55% of the first control threshold value, so as to provide optimal dynamic performance.
Similarly, when the comprehensive energy consumption is smaller than the preset comprehensive energy consumption, the driving environment is better or the driving behavior is softer, the starting threshold value is set as a fourth starting threshold value when the charging condition is better, and after the range extender is started, optimal power generation control is performed by taking the aim of maintaining the SOC value not lower than 7% of the fourth control threshold value, so that the power battery is ensured to be in the safety threshold value, and the pure electric mileage is used as much as possible, so that the vehicle economy is improved; when the charging condition is poor, the starting threshold is set to be 40% of the second starting threshold, power generation control is carried out by taking the aim of maintaining the SOC value to be not less than 35%, the fuel system generates power and flushes redundant power generation to the power battery, and the battery is in a platform stage, so that the service life of the battery is not damaged.
Any combination of the above optional solutions may be adopted to form an optional embodiment of the present application, which is not described herein. It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.
The following are examples of the apparatus of the present application that may be used to perform the method embodiments of the present application. For details not disclosed in the embodiments of the apparatus of the present application, please refer to the embodiments of the method of the present application.
Fig. 2 is a structural part diagram of an energy monitoring device for an extended-range automobile according to an embodiment of the present application, as shown in fig. 2, the device includes:
an acquisition module 201, configured to continuously acquire an energy state and a travelled distance of a target automobile; the energy state comprises an SOC value of the power battery and an operating state of the fuel system, wherein the operating state comprises an operating state and an unoperated state;
the power source determining module 202 is configured to determine that the current driving power source of the target automobile is a power battery if the current SOC value is smaller than the increased Cheng Chongdian SOC value and the current SOC variation trend of the current SOC value is decreasing and the current fuel system is in an inactive state, and determine that the current driving power source is a fuel system if the current SOC value is not smaller than the increased Cheng Chongdian SOC value or the current SOC variation trend is not decreasing, and further determine that the current driving power source is a fuel system if the current SOC value is smaller than the increased Cheng Chongdian SOC value and the current SOC variation trend is decreasing and the current fuel system is in an active state;
the mileage determining module 203 is configured to determine, based on the current driving power source, a pure electric mileage corresponding to the power battery and a fuel mileage corresponding to the fuel system according to the traveled mileage.
According to the embodiment of the application, the SOC value of the power battery and the working state of the fuel system are monitored, so that whether the current driving power source of the target automobile is the power battery or the fuel system is determined, and further whether the corresponding mileage is the pure driving mileage or the fuel driving mileage is determined, the contribution degree of different power energy sources to the driving mileage of the automobile is accurately distinguished, the mixing of different types of mileage is avoided, and accurate energy management reference can be provided, so that the economical efficiency and the cruising ability of the driving strategy of the automobile are improved.
In some specific embodiments, the obtaining module 201 is further configured to, before continuously obtaining the energy status and the travelled distance of the target vehicle:
initializing the increase Cheng Chongdian SOC value to be a first SOC value; the first SOC value is not less than 100;
after continuously acquiring the energy state and the driving mileage of the target automobile, the method further comprises the following steps:
judging whether the current SOC variation trend is declining or not;
if not, determining a second SOC value which is the SOC value corresponding to the starting point of the undegraded current SOC variation trend; when the second SOC value is smaller than the current increment Cheng Chongdian SOC value, the current increment Cheng Chongdian SOC value is updated to the second SOC value,
if yes, waiting until the current SOC value is smaller than the current increment Cheng Chongdian SOC value, and updating the current increment Cheng Chongdian SOC value to be the first SOC value.
In some specific embodiments, based on the current driving power source, determining a pure electric driving range corresponding to the power battery and a fuel driving range corresponding to the fuel system according to the driving range includes:
if the current driving power source is a fuel system, determining the travelled distance corresponding to the current driving power source as the fuel mileage corresponding to the fuel system;
if the current driving power source comprises a power battery and a fuel system, dividing the driving mileage corresponding to the current driving power source into pure electric driving mileage and fuel driving mileage according to the power output proportionality coefficients of the power battery and the fuel system;
and if the current driving power source is a power battery, determining the driving mileage corresponding to the current driving power source as the pure electric driving mileage corresponding to the power battery.
In some specific embodiments, if the current driving power source includes a power battery and a fuel system, the process of dividing the driving mileage corresponding to the current driving power source into a pure electric driving mileage and a fuel driving mileage according to the power output proportionality coefficients of the power battery and the fuel system includes:
if the current driving power source comprises a power battery and a fuel system, determining the consumption electric quantity of the power battery according to the actual descending interval of the SOC value of the power battery, and determining the equivalent consumption electric quantity of the fuel system according to the consumption amount of the oil tank of the fuel system and the fuel-electricity conversion rate;
Taking the ratio of the consumed electric quantity to the equivalent consumed electric quantity as a power output proportionality coefficient;
and dividing the driving mileage corresponding to the current driving power source into pure electric driving mileage and fuel driving mileage according to the power output proportionality coefficient.
In some specific embodiments, if the current driving power source is a power battery, the process of determining the driving range corresponding to the current driving power source as the pure driving range corresponding to the power battery includes:
and if the current driving power source is a power battery, subtracting the corresponding travelled distance when the driving power source comprises the fuel system from all travelled distances to obtain the pure electric travelled distance corresponding to the power battery when the current driving power source is the power battery.
In some specific embodiments, the apparatus further comprises an energy consumption determination unit for:
determining the power consumption of the power battery corresponding to the pure electric driving mileage, and determining the average power consumption of the power battery according to the pure electric driving mileage and the power consumption;
and determining the fuel consumption of the fuel system corresponding to the fuel mileage, and determining the average fuel consumption of the fuel system according to the fuel mileage and the fuel consumption.
In some specific embodiments, the apparatus further comprises a cruising determining unit configured to:
Determining the pure electric endurance mileage of the power battery according to the average power consumption and the current SOC value;
and determining the fuel oil range of the fuel oil system according to the average fuel consumption and the residual fuel quantity of the current fuel oil system.
In some specific embodiments, the apparatus further comprises a policy adjustment unit for:
determining the duty ratio of the pure electric mileage in the preset length of the travelled mileage before the current moment as the pure electric mileage ratio;
determining comprehensive energy consumption according to the pure electric mileage ratio, the average power consumption and the average oil consumption;
according to the magnitude relation between the pure electric mileage ratio and the preset ratio, the magnitude relation between the comprehensive energy consumption and the preset comprehensive energy consumption, the starting threshold of the fuel system and the power generation control threshold of the power battery are adjusted;
the starting threshold value is an SOC value used for triggering the fuel system to be switched from an unoperated state to an operating state;
the power generation control threshold is the lowest allowable value of the SOC value when the power battery is optimally power generation controlled.
In some specific embodiments, the process of adjusting the start threshold of the fuel system and the power generation control threshold of the power battery according to the magnitude relation between the pure electric mileage ratio and the preset ratio, the magnitude relation between the integrated energy consumption and the preset integrated energy consumption includes:
When the pure electric mileage ratio is smaller than the preset ratio and the comprehensive energy consumption is not smaller than the preset comprehensive energy consumption, adjusting the starting threshold of the fuel system to be a first starting threshold and adjusting the power generation control threshold of the power battery to be a first control threshold;
when the pure electric mileage ratio is smaller than the preset ratio and the comprehensive energy consumption is smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a second starting threshold and adjusting the power generation control threshold to be a second control threshold;
when the pure electric mileage ratio is not smaller than the preset ratio and the comprehensive energy consumption is not smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a third starting threshold and adjusting the power generation control threshold to be a third control threshold;
when the pure electric mileage ratio is not smaller than the preset ratio and the comprehensive energy consumption is smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a fourth starting threshold and adjusting the power generation control threshold to be a fourth control threshold;
the first activation threshold is greater than the second activation threshold and greater than the third activation threshold and greater than the fourth activation threshold by greater than 0; the first control threshold is greater than the second control threshold and greater than the third control threshold and greater than the fourth control threshold by greater than 0; the first starting threshold is larger than the first control threshold, the second starting threshold is larger than the second control threshold, the third starting threshold is larger than the third control threshold, and the fourth starting threshold is larger than the fourth control threshold.
Fig. 3 is a schematic diagram of an electronic device 3 according to an embodiment of the present application. As shown in fig. 3, the electronic apparatus 3 of this embodiment includes: a processor 301, a memory 302 and a computer program 303 stored in the memory 302 and executable on the processor 301. The steps of the various method embodiments described above are implemented when the processor 301 executes the computer program 303. Alternatively, the processor 301, when executing the computer program 303, performs the functions of the modules/units in the above-described apparatus embodiments.
The electronic device 3 may be an electronic device such as a desktop computer, a notebook computer, a palm computer, or a cloud server. The electronic device 3 may include, but is not limited to, a processor 301 and a memory 302. It will be appreciated by those skilled in the art that fig. 3 is merely an example of the electronic device 3 and is not limiting of the electronic device 3 and may include more or fewer components than shown, or different components.
The processor 301 may be a central processing unit (Central Processing Unit, CPU) or other general purpose processor, digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like.
The memory 302 may be an internal storage unit of the electronic device 3, for example, a hard disk or a memory of the electronic device 3. The memory 302 may also be an external storage device of the electronic device 3, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card) or the like, which are provided on the electronic device 3. The memory 302 may also include both internal storage units and external storage devices of the electronic device 3. The memory 302 is used to store computer programs and other programs and data required by the electronic device.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit.
The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program, when executed by a processor, may implement the steps of each of the method embodiments described above. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable storage medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the content of the computer readable storage medium may be appropriately scaled according to the requirements of jurisdictions in which such computer readable storage medium does not include electrical carrier signals and telecommunication signals, for example, according to jurisdictions and patent practices.
The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; 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 can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.
Claims (10)
1. The energy monitoring method for the range-extended automobile is characterized by comprising the following steps of:
continuously acquiring the energy state and the travelled distance of the target automobile; the energy state comprises an SOC value of the power battery and an operating state of the fuel system, wherein the operating state comprises an operating state and an unoperated state;
if the current SOC value is smaller than the increasing Cheng Chongdian SOC value, the current SOC variation trend of the current SOC value is descending, the current fuel system is in an unoperated state, and the current driving power source of the target automobile is determined to be the power battery; the increase Cheng Chongdian SOC value is used for representing an electric quantity part of the power battery from a charging pile;
If the current SOC value is smaller than the increase Cheng Chongdian SOC value, the current SOC change trend is descending, and the current fuel system is in a working state, determining that the current driving power source comprises the power battery and the fuel system;
if the current SOC value is not smaller than the increase Cheng Chongdian SOC value or the current SOC variation trend is not decreased, determining that the current driving power source is the fuel system;
and determining the pure electric driving mileage corresponding to the power battery and the fuel driving mileage corresponding to the fuel system according to the driving mileage based on the current driving power source.
2. The method of claim 1, further comprising, prior to continuously obtaining the energy status and the travelled distance of the target vehicle:
initializing the increment Cheng Chongdian SOC value to be a first SOC value; the first SOC value is not less than 100;
after continuously acquiring the energy state and the driving mileage of the target automobile, the method further comprises the following steps:
judging whether the current SOC variation trend is declining or not;
if not, determining a second SOC value, wherein the second SOC value is the SOC value corresponding to the starting point of the current undegraded SOC variation trend; when the second SOC value is smaller than the current increment Cheng Chongdian SOC value, the current increment Cheng Chongdian SOC value is updated to the second SOC value,
If yes, waiting until the current SOC value is smaller than the current increment Cheng Chongdian SOC value, and updating the current increment Cheng Chongdian SOC value into the first SOC value.
3. The method of claim 1, wherein determining a pure electric range corresponding to the power battery and a fuel range corresponding to the fuel system based on the current driving power source from the travelled range comprises:
if the current driving power source is the fuel system, determining the travelled distance corresponding to the current driving power source as the fuel mileage corresponding to the fuel system;
if the current driving power source comprises the power battery and the fuel system, splitting the travelled distance corresponding to the current driving power source into the pure electric travelled distance and the fuel travelled distance according to the power output proportionality coefficients of the power battery and the fuel system;
and if the current driving power source is the power battery, determining the driving mileage corresponding to the current driving power source as the pure electric driving mileage corresponding to the power battery.
4. A method according to claim 3, wherein if the current driving power source includes the power battery and the fuel system, the process of dividing the travelled distance corresponding to the current driving power source into the pure electric mileage and the fuel mileage according to the power output proportionality coefficients of the power battery and the fuel system includes:
If the current driving power source comprises the power battery and the fuel system, determining the power consumption of the power battery according to the actual descending interval of the SOC value of the power battery, and determining the equivalent power consumption of the fuel system according to the consumption of the fuel tank oil quantity and the fuel-electricity conversion rate of the fuel system;
taking the ratio of the consumed electric quantity to the equivalent consumed electric quantity as a power output proportionality coefficient;
and dividing the driving mileage corresponding to the current driving power source into the pure electric driving mileage and the fuel driving mileage according to the power output proportionality coefficient.
5. The method of claim 3, wherein determining the range corresponding to the current driving power source as the pure range corresponding to the power battery if the current driving power source is the power battery comprises:
and if the current driving power source is the power battery, subtracting the corresponding travelled distance when the driving power source comprises the fuel system from all the travelled distances to obtain the pure electric mileage corresponding to the power battery when the current driving power source is the power battery.
6. The method according to any one of claims 1 to 5, further comprising:
determining the power consumption of the power battery corresponding to the pure electric driving mileage, and determining the average power consumption of the power battery according to the pure electric driving mileage and the power consumption;
and determining the fuel consumption of the fuel system corresponding to the fuel mileage, and determining the average fuel consumption of the fuel system according to the fuel mileage and the fuel consumption.
7. The method as recited in claim 6, further comprising:
determining the pure electric endurance mileage of the power battery according to the average power consumption and the current SOC value;
and determining the fuel oil continuous voyage mileage of the fuel oil system according to the average fuel consumption and the current residual fuel amount of the fuel oil system.
8. The method as recited in claim 6, further comprising:
determining the duty ratio of the pure electric mileage in the travelled mileage of a preset length before the current moment as a pure electric mileage ratio;
determining comprehensive energy consumption according to the pure electric mileage ratio, the average electricity consumption and the average oil consumption;
according to the magnitude relation between the pure electric mileage ratio and a preset ratio, the magnitude relation between the comprehensive energy consumption and the preset comprehensive energy consumption, adjusting a starting threshold of the fuel system and a power generation control threshold of the power battery;
The starting threshold is the SOC value used for triggering the fuel system to switch from the non-working state to the working state;
and the power generation control threshold value is the lowest allowable value of the SOC value when the power battery is subjected to optimal power generation control.
9. The method of claim 8, wherein adjusting the start threshold of the fuel system and the power generation control threshold of the power battery according to the magnitude relation of the pure electric mileage ratio and a preset ratio, the magnitude relation of the integrated energy consumption and a preset integrated energy consumption, comprises:
when the pure electric mileage ratio is smaller than a preset ratio and the comprehensive energy consumption is not smaller than a preset comprehensive energy consumption, adjusting a starting threshold of the fuel system to be a first starting threshold, and adjusting a power generation control threshold of the power battery to be a first control threshold;
when the pure electric mileage ratio is smaller than the preset ratio and the comprehensive energy consumption is smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a second starting threshold and adjusting the power generation control threshold to be a second control threshold;
when the pure electric mileage ratio is not smaller than the preset ratio and the comprehensive energy consumption is not smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a third starting threshold and adjusting the power generation control threshold to be a third control threshold;
When the pure electric mileage ratio is not smaller than the preset ratio and the comprehensive energy consumption is smaller than the preset comprehensive energy consumption, adjusting the starting threshold to be a fourth starting threshold and adjusting the power generation control threshold to be a fourth control threshold;
the first activation threshold is greater than the second activation threshold is greater than the third activation threshold and greater than the fourth activation threshold is greater than 0; the first control threshold is greater than the second control threshold is greater than the third control threshold and greater than the fourth control threshold is greater than 0; the first starting threshold is larger than the first control threshold, the second starting threshold is larger than the second control threshold, the third starting threshold is larger than the third control threshold, and the fourth starting threshold is larger than the fourth control threshold.
10. An energy monitoring device of a range-extending automobile is characterized by comprising:
the acquisition module is used for continuously acquiring the energy state and the travelled distance of the target automobile; the energy state comprises an SOC value of the power battery and an operating state of the fuel system, wherein the operating state comprises an operating state and an unoperated state;
the power source determining module is configured to determine that a current driving power source of the target automobile is the power battery if the current SOC value is smaller than an increased Cheng Chongdian SOC value and a current SOC variation trend of the current SOC value is decreasing and the current fuel system is in an inactive state, and determine that the current driving power source is the fuel system if the current SOC value is not smaller than the increased Cheng Chongdian SOC value or the current SOC variation trend is not decreasing and the current driving power source is the fuel system if the current SOC value is smaller than the increased Cheng Chongdian SOC value and the current SOC variation trend is decreasing and the current fuel system is in an active state;
And the mileage determining module is used for determining the pure electric mileage corresponding to the power battery and the fuel oil mileage corresponding to the fuel oil system according to the travelled mileage based on the current driving power source.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310738618.7A CN116749834A (en) | 2023-06-20 | 2023-06-20 | Energy monitoring method and device for range-extended automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310738618.7A CN116749834A (en) | 2023-06-20 | 2023-06-20 | Energy monitoring method and device for range-extended automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116749834A true CN116749834A (en) | 2023-09-15 |
Family
ID=87947497
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310738618.7A Pending CN116749834A (en) | 2023-06-20 | 2023-06-20 | Energy monitoring method and device for range-extended automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116749834A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118144577A (en) * | 2024-03-20 | 2024-06-07 | 江苏奥易克斯汽车电子科技股份有限公司 | Method, device, equipment and medium for controlling starting of range extender of vehicle |
| CN118439001A (en) * | 2024-05-16 | 2024-08-06 | 重庆赛力斯凤凰智创科技有限公司 | Power battery compensation control method and device, vehicle-mounted equipment and vehicle |
| CN119147082A (en) * | 2024-11-20 | 2024-12-17 | 成都赛力斯科技有限公司 | Method and device for correcting oil quantity of oil tank, electronic equipment and storage medium |
-
2023
- 2023-06-20 CN CN202310738618.7A patent/CN116749834A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118144577A (en) * | 2024-03-20 | 2024-06-07 | 江苏奥易克斯汽车电子科技股份有限公司 | Method, device, equipment and medium for controlling starting of range extender of vehicle |
| CN118144577B (en) * | 2024-03-20 | 2024-10-18 | 江苏奥易克斯汽车电子科技股份有限公司 | Method, device, equipment and medium for controlling starting of range extender of vehicle |
| CN118439001A (en) * | 2024-05-16 | 2024-08-06 | 重庆赛力斯凤凰智创科技有限公司 | Power battery compensation control method and device, vehicle-mounted equipment and vehicle |
| CN119147082A (en) * | 2024-11-20 | 2024-12-17 | 成都赛力斯科技有限公司 | Method and device for correcting oil quantity of oil tank, electronic equipment and storage medium |
| CN119147082B (en) * | 2024-11-20 | 2025-03-14 | 成都赛力斯科技有限公司 | Method and device for correcting oil quantity of oil tank, electronic equipment and storage medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN116749834A (en) | Energy monitoring method and device for range-extended automobile | |
| EP3369604B1 (en) | Method and system for estimating remaining range of electric car, and electric car | |
| EP2226229A1 (en) | A protection method for limited charging/discharging current of hybrid electric vehicle battery and a device and a system thereof | |
| EP2993758A1 (en) | Charge control device and charge control method | |
| CN111409645A (en) | Control method and system for switching driving modes of hybrid vehicle | |
| CN108501936B (en) | Automobile torque distribution method and device and electronic equipment | |
| CN113942426A (en) | Fuel cell energy management method, device, equipment and readable storage medium | |
| CN113246960B (en) | Engine cold start method, automobile and computer readable storage medium | |
| CN116118513A (en) | Method and device for calculating driving range, computer equipment and storage medium | |
| CN113752919B (en) | Fuel cell automobile energy distribution method and system | |
| CN111775926B (en) | Driving mode control method and system of range-extended electric vehicle | |
| CN115946698A (en) | Driving mode determining method and device, terminal equipment and storage medium | |
| CN114714972A (en) | Battery pack power control method, device, storage medium and device | |
| CN115991121A (en) | Method for managing energy of whole fuel cell | |
| CN116061695A (en) | Method and device for estimating remaining driving range, vehicle and storage medium | |
| CN111830411A (en) | Vehicle storage battery aging control system and vehicle | |
| Makaramani et al. | Simulation-based comparative study of EV energy consumption and effects on the lithium-ion battery aging under different driving cycles | |
| CN117944655B (en) | Vehicle torque determination method, device, electronic equipment and storage medium | |
| CN115723635B (en) | Vehicle control method and device and vehicle | |
| KR100461273B1 (en) | Method of determining performance index of fuel consumption for a hybrid electric vehicle | |
| CN118182433A (en) | Energy management method, device, terminal and medium for hybrid vehicle | |
| CN119705121A (en) | Vehicle power generation control method and device | |
| CN112208525B (en) | Hybrid vehicle cruise control method and apparatus | |
| US20240046299A1 (en) | Point granting device and point granting method | |
| CN119348505A (en) | A whole vehicle energy management method for hydrogen fuel cell vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| TA01 | Transfer of patent application right |
Effective date of registration: 20240117 Address after: No. 13 Xingxiang Road, Zengjia Town, High tech Zone, Shapingba District, Chongqing, 400039 Applicant after: Chongqing Selis Phoenix Intelligent Innovation Technology Co.,Ltd. Address before: No. 801, 8th Floor, Building 2, No. 168 Tianfu Fifth Street, Chengdu High tech Zone, China (Sichuan) Pilot Free Trade Zone, Chengdu City, Sichuan Province, 610095 Applicant before: Chengdu Thalys Technology Co.,Ltd. |
|
| TA01 | Transfer of patent application right |