WO2023005646A1 - 车辆增程器控制方法、装置、介质及增程式车辆 - Google Patents

车辆增程器控制方法、装置、介质及增程式车辆 Download PDF

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Publication number
WO2023005646A1
WO2023005646A1 PCT/CN2022/104764 CN2022104764W WO2023005646A1 WO 2023005646 A1 WO2023005646 A1 WO 2023005646A1 CN 2022104764 W CN2022104764 W CN 2022104764W WO 2023005646 A1 WO2023005646 A1 WO 2023005646A1
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power generation
power
candidate
energy efficiency
strategy
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French (fr)
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郭健
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Beijing CHJ Information Technology Co Ltd
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Beijing CHJ Information Technology Co Ltd
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Priority to EP22848251.9A priority Critical patent/EP4378742A4/en
Priority to US18/292,644 priority patent/US20240343126A1/en
Publication of WO2023005646A1 publication Critical patent/WO2023005646A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present disclosure relates to the technical field of vehicle control, and in particular, to a vehicle range extender control method, device, medium and a range extender vehicle.
  • An extended-range electric vehicle (referred to as an extended-range vehicle) is a vehicle that uses fuel to generate electric energy through a range extender and is driven by electric energy.
  • the range extender is usually composed of an engine and a generator, which can provide electric energy other than the power battery, thereby increasing the mileage of the vehicle.
  • the goal is to minimize fuel consumption, and it is not suitable for range-extending electric vehicles with sufficient storage power, and when calculating the generating power of the range extender, the lack of energy efficiency contribution has an impact on the overall control Therefore, the rationality of the control strategy for the global optimization of the range extender's power generation is low.
  • the purpose of this disclosure is to provide a vehicle range extender control method, device, medium and a range extender vehicle, by determining the energy consumption cost and energy efficiency power in the future trip, and then calculating the energy efficiency contribution information, and determining the range extender according to the energy efficiency contribution information
  • the power generation control strategy can improve the rationality of the global optimal control strategy of the range extender power generation and reduce the use cost of the vehicle.
  • the present disclosure provides a method for controlling a vehicle range extender, the method comprising:
  • a target power generation strategy is determined according to the energy efficiency contribution information of each of the candidate power generation strategies, and the operation of the range extender is controlled according to the target power generation strategy.
  • the determining the energy efficiency contribution information of each of the candidate power generation strategies includes:
  • the energy efficiency contribution information of each candidate power generation strategy is determined according to the energy consumption cost and the energy efficiency power corresponding to each candidate power generation strategy.
  • the determining the energy efficiency power of each of the candidate power generation strategies includes:
  • the power generation thermal power is the power of heat generated by the engine when the range extender operates according to the candidate power generation strategy
  • the thermal power of power generation or the thermal power of air conditioning and heating is determined as effective thermal power
  • the energy efficiency power is determined at least according to the total power generation power of the candidate power generation strategy and the power generation heat energy.
  • the method before determining the energy efficiency power at least according to the total power generation power of the candidate power generation strategy and the power generation thermal power, the method includes:
  • the energy efficiency power determined at least based on the total power generation power of the candidate power generation strategy and the thermal energy power generated is :
  • the energy efficiency power is determined according to the total power generation power of the candidate power generation strategy and the power generation heat energy.
  • the method before determining the energy efficiency power at least according to the total power generation power of the candidate power generation strategy and the power generation thermal energy power, the method further includes:
  • the energy efficiency power determined at least according to the total power generation power of the candidate power generation strategy and the power generation thermal power is:
  • the energy efficiency power is calculated according to the total power generation power of the candidate power generation strategy, the storage loss power, and the effective thermal energy power.
  • the determining the energy efficiency contribution information of each of the candidate power generation strategies according to the energy consumption cost and the energy efficiency power corresponding to each of the candidate power generation strategies includes:
  • For each of the candidate power generation strategies calculate the ratio of the energy consumption cost of the candidate power generation strategy to the energy efficiency power to obtain the energy efficiency contribution value of the candidate power generation strategy, and the energy efficiency contribution information includes the energy efficiency contribution value.
  • the candidate power generation strategy includes the number of times of power generation in the future trip, the duration of power generation corresponding to each power generation, and the power generation of each time.
  • the power generation times are determined according to the distance and/or road conditions of the future trip.
  • the energy consumption costs include fuel costs
  • the determining the energy consumption costs of each of the candidate power generation strategies includes:
  • the determining the fuel cost corresponding to the candidate power generation strategy according to the fuel consumption corresponding to the total power generation power of the candidate power generation strategy and the fuel unit price includes:
  • the obtained integral calculation result is the fuel consumption corresponding to the total power generation power of the candidate power generation strategy, wherein the target calculation value is The quotient between the product of the generated power output by the range extender over time and the specific fuel consumption of the fuel used by the vehicle, and the fuel density of the fuel;
  • the product of the fuel consumption and the fuel unit price is used as the fuel cost corresponding to the candidate power generation.
  • the present disclosure provides a vehicle range extender control device, the device comprising:
  • the first determination module is configured to determine multiple candidate power generation strategies of the range extender of the vehicle in the future trip;
  • the second determination module is configured to determine energy efficiency contribution information of each of the candidate power generation strategies, where the energy efficiency contribution information is used to represent the relationship between cost and generated energy;
  • the control module is configured to determine a target power generation strategy according to the energy efficiency contribution information of each candidate power generation strategy, and control the operation of the range extender according to the target power generation strategy.
  • the second determination module is configured to:
  • the energy efficiency contribution information of each candidate power generation strategy is determined according to the energy consumption cost and the energy efficiency power corresponding to each candidate power generation strategy.
  • the second determination module is configured to:
  • the power generation thermal power is the power of heat generated by the engine when the range extender operates according to the candidate power generation strategy
  • the thermal power of power generation or the thermal power of air conditioning and heating is determined as effective thermal power
  • the energy efficiency power is determined at least according to the total power generation power of the candidate power generation strategy and the power generation heat energy.
  • the second determination module is further configured to: estimate the future The load required power and the driving required power of the trip, and the sum of the load required power and the driving required power is used as the generated power consumed by the trip; and,
  • the energy efficiency power is determined according to the total generated power of the candidate power generation strategy and the generated heat power.
  • the second determination module is further configured to:
  • the energy efficiency power is calculated according to the total power generation power of the candidate power generation strategy, the storage loss power, and the effective thermal energy power.
  • the second determination module is configured to, for each of the candidate power generation strategies, calculate the ratio of the energy consumption cost of the candidate power generation strategy to the energy efficiency power to obtain the candidate power generation strategy An energy efficiency contribution value of a strategy, where the energy efficiency contribution information includes the energy efficiency contribution value.
  • the candidate power generation strategy includes the number of times of power generation in the future trip, the duration of power generation corresponding to each power generation, and the power generation of each time.
  • the power generation times are determined according to the distance and/or road conditions of the future trip.
  • the energy consumption cost includes a fuel cost
  • the second determination module is configured to determine the cost corresponding to the candidate power generation strategy according to the fuel consumption corresponding to the total power generation power of the candidate power generation strategy and the fuel unit price. fuel costs.
  • the second determination module is configured to integrate the target calculation value of the range extender when operating with the candidate power generation strategy with time, and the obtained integral calculation result is the candidate power generation strategy
  • the product of the fuel consumption and the fuel unit price is used as the fuel cost corresponding to the candidate power generation.
  • the present disclosure provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the steps of any one of the methods described in the first aspect are implemented.
  • the present disclosure provides an extended-range vehicle, including a controller, the controller includes a memory and a processor, the memory stores a computer program, and when the processor executes the computer program, the first A step of any one of the methods described in the aspect.
  • Fig. 1 is a flow chart of a method for controlling a vehicle range extender according to some embodiments
  • Fig. 2 is a flow chart showing step S12 in Fig. 1 according to some embodiments;
  • Fig. 3 is a flow chart showing step S121 in Fig. 2 according to some embodiments.
  • Fig. 4 is a block diagram of a vehicle range extender control device according to some embodiments.
  • Fig. 5 is a block diagram of an electronic device according to some embodiments.
  • Fig. 1 is a flow chart of a method for controlling a vehicle range extender according to some embodiments, the method can be applied to a range extender controller or a vehicle controller (Vehicle Control Unit, VCU), refer to Fig. 1.
  • the method comprises the following steps:
  • step S11 multiple candidate power generation strategies of the range extender in the future trip of the vehicle are determined.
  • the future itinerary can be obtained through the navigation information, and according to the road condition information in the future itinerary, such as slope information, driving speed information, light usage information, etc., multiple candidate power generation options for the range extender of the vehicle in the future itinerary can be determined Strategy.
  • multiple candidate power generation strategies of the range extender in the future trip can be determined based on an optimization algorithm, and can be selected from the preset power generation strategies of the range extender through optimization algorithms such as hill climbing method, simulated annealing, and genetic algorithm. Determine multiple candidate power generation strategies corresponding to future trips, so that multiple candidate power generation strategies can be selected from a large number of range extender power generation strategies, reducing the amount of calculation and improving calculation efficiency.
  • step S12 energy efficiency contribution information of each of the candidate power generation strategies is determined, and the energy efficiency contribution information is used to represent the relationship between cost and generated energy.
  • FIG. 2 is a flow chart showing step S12 in FIG. 1 according to some embodiments, and step S12 includes the following steps.
  • step S121 the energy consumption cost and energy efficiency power generated by each of the candidate power generation strategies are determined.
  • the energy consumption cost is used to represent the cost corresponding to the energy consumed by the candidate power generation strategy
  • the energy efficiency power is used to represent the power that can actually be provided to the vehicle when the corresponding energy is consumed.
  • step S121 determining the energy efficiency power generated by each of the candidate power generation strategies includes the following steps:
  • step S1211 determine the power generation heat energy power of the candidate power generation strategy, and the power generation heat energy power is the power of heat energy generated by the engine when the range extender operates according to the candidate power generation strategy.
  • the thermal power of power generation refers to the thermal power that the range extender can provide to the warm air pipeline. It needs to subtract the thermal power of the engine itself and the thermal power lost by the heat dissipation of the pipeline on the basis of the thermal power originally generated by the engine for power generation.
  • step S1212 calculate the thermal power difference between the thermal power for power generation and the thermal power for air-conditioning and heating in the future itinerary.
  • the air-conditioning heating thermal power refers to the thermal power required by the air-conditioning heating air pipeline when the air-conditioning is in the heating mode.
  • the thermal power of air conditioning and heating can be estimated according to the ambient temperature information and seasonal information in the future trip.
  • step S1213 according to the thermal power difference, the thermal power for power generation or the thermal power for air conditioning and heating is determined as the effective thermal power.
  • the thermal power difference when the thermal power difference is less than or equal to 0, it means that when the range extender operates according to the candidate power generation strategy, the power of the thermal energy generated by the engine cannot meet the heating demand of the air conditioner, and the air conditioner compressor needs to be based on the power provided by the generator and /or the electric power provided by the battery pack is used for heating, and the thermal energy power corresponding to the thermal energy power difference is provided, and the thermal energy power of power generation is determined as the effective thermal energy power.
  • the thermal power difference is greater than 0, it means that when the range extender operates according to the candidate power generation strategy, the thermal power generated by the engine is greater than the heating demand of the air conditioner, and the heating thermal power of the air conditioner is determined as the effective thermal power, and the thermal power difference
  • the thermal energy power corresponding to the value will be dissipated into the air through cooling methods such as coolant.
  • step S1214 the energy efficiency power is determined according to at least the total power generation power of the candidate power generation strategy and the power generation thermal power.
  • the total power generation is calculated based on the number of power generation times in the future trip, the duration of power generation corresponding to each power generation, and the integral of power generation for each time.
  • the sum of the total power generation and heat generation power is determined as the energy efficiency power.
  • Adopting the above-mentioned technical solution not only fully considers the energy efficiency power brought by the generating power, but also considers the power actually utilized by the thermal power generated by the engine, which can improve the rationality of calculating the energy efficiency power, and further improve the overall situation of determining the power generation power of the range extender
  • the rationality of the optimized control strategy reduces the cost of using the vehicle.
  • step S1214 the load demand power and driving demand power of the future trip are estimated, and the sum of the load demand power and the driving demand power is used as the power generation consumption of the trip.
  • the load required power refers to the generated power that is required to be provided to loads such as lamps and air conditioner compressors during the power generation process of the range extender for normal operation of the loads.
  • the drive demand power refers to the power generation that is required to be provided to the drive motor to drive the vehicle during the power generation process.
  • the generated power consumed by the trip indicates that during the power generation process of the range extender, the generator and the battery pack are required to provide the load and the vehicle power consumed by the drive motor.
  • the determined The energy efficiency power is:
  • the energy efficiency power is determined according to the total power generation power of the candidate power generation strategy and the power generation heat energy.
  • the generated power of the range extender cannot meet the power of the whole vehicle, and the battery pack needs to provide power to the load and/or drive the motor while the range extender is running. That is to say, in this case, the generated power of the range extender is all used to provide power to the load and/or drive the motor, and no generated power is stored in the battery pack.
  • step S1214 the load demand power and driving demand power of the future trip are estimated, and the sum of the load demand power and the driving demand power is used as the power generation consumption of the trip.
  • the determination of the The energy efficiency power is:
  • the energy efficiency power is calculated according to the total power generation power of the candidate power generation strategy, the storage loss power, and the effective thermal energy power.
  • the generating power of the range extender can not only satisfy the power of the whole vehicle, but also provide charging power to the battery pack while the range extender is running.
  • the generating power of the charging power provided by the package is not only satisfy the power of the whole vehicle, but also provide charging power to the battery pack while the range extender is running.
  • the sum of the generated power of each generation and the corresponding effective thermal power is calculated to obtain the first integral sum of the total generated power and the effective thermal power, and the power generation rate of each generation is calculated to form the second integral of the consumed generated power.
  • the difference between the first integral sum and the second integral sum is used as the energy efficiency power.
  • the units of range extender power generation, air conditioning heating heat power, and trip consumption power generation are kilowatts.
  • step S122 energy efficiency contribution information of each candidate power generation strategy is determined according to the energy consumption cost and the energy efficiency power corresponding to each candidate power generation strategy.
  • the quotient of the energy efficiency power and the energy consumption cost is determined as the energy efficiency contribution credit value of the candidate power generation strategy, and the energy efficiency contribution information includes the energy efficiency contribution credit value.
  • the energy consumption costs include fuel costs.
  • the determination of the energy consumption costs of each of the candidate power generation strategies includes:
  • the target calculation value when the range extender operates with the candidate power generation strategy is integrated with time, and the obtained integral calculation result is the fuel consumption corresponding to the total power generation power of the candidate power generation strategy, wherein the target calculation The value is the product of the power generation output by the range extender over time and the specific fuel consumption of the fuel used by the vehicle, and the quotient between the fuel density of the fuel;
  • the specific fuel consumption is the fuel consumption rate, which refers to the fuel quality (in g) consumed by the engine within 1 hour when the effective power of 1kw is emitted by the engine.
  • the fuel consumption rate refers to the fuel quality (in g) consumed by the engine within 1 hour when the effective power of 1kw is emitted by the engine.
  • Different fuels have different fuel densities, and different seasons and climates have different fuel densities. There will also be a slight change, the lower the specific gravity of the fuel, the lower the density of the fuel.
  • the energy consumption cost also includes a charging fee
  • determining the energy consumption cost generated by each of the candidate power generation strategies further includes:
  • the range extender determines each The required charging capacity corresponding to the candidate power generation strategy
  • the charging fee is determined according to the required charging amount and the unit price of electricity.
  • step S122 according to the energy consumption cost and the energy efficiency power corresponding to each of the candidate power generation strategies, determine the energy efficiency contribution information of each of the candidate power generation strategies, including: according to the corresponding The sum of the charging cost and the fuel cost is used to determine the energy efficiency contribution value of each candidate power generation strategy according to the quotient of the energy efficiency power and the cost sum.
  • the range extender does not have stored power generation when it operates with the candidate power generation strategy, the power generation obtained by integrating the generated power when the range extender operates with the candidate power generation strategy with respect to time amount as the total amount of additional power generation; or,
  • the range extender When the range extender operates with the candidate power generation strategy, there is stored generated power, the power generation amount obtained by integrating the generated power of the range extender with the candidate power generation strategy versus time is compared with the The difference between the power generation that can be provided by the stored power generation is used as the additional power generation.
  • the maximum additional power generation can be 5 kW.
  • step S13 a target power generation strategy is determined according to the energy efficiency contribution information of each candidate power generation strategy, and the operation of the range extender is controlled according to the target power generation strategy.
  • the candidate power generation strategy with the largest energy efficiency contribution credit value is determined as the target power generation strategy.
  • the candidate power generation strategy includes the number of times of power generation in the future trip, the duration of power generation corresponding to each power generation, and the power generation of each time.
  • the number of power generation times is determined according to the distance and/or road conditions of the future trip.
  • the road conditions may include slopes, and energy recovery conditions of corresponding slopes.
  • FIG. 4 is a block diagram of a vehicle range extender control device 100 according to some embodiments. As shown in FIG. 4 , the device 100 includes: a first determination module 110 , a second determination module 120 and a control module 130 .
  • the first determination module 110 is configured to determine multiple candidate power generation strategies of the range extender of the vehicle in the future trip.
  • the second determination module 120 is configured to determine energy efficiency contribution information of each of the candidate power generation strategies, where the energy efficiency contribution information is used to represent the relationship between cost and generated energy.
  • the control module 130 is configured to determine a target power generation strategy according to the energy efficiency contribution information of each candidate power generation strategy, and control the operation of the range extender according to the target power generation strategy.
  • the above device can improve the range extender by calculating the energy efficiency contribution information of multiple candidate power generation strategies of the range extender in the future trip before the departure of the future trip, determining the target power generation strategy and controlling the operation of the range extender according to the target power generation strategy.
  • the rationality of the control strategy for global optimization of generator power generation reduces the cost of vehicle use.
  • the second determination module 120 is configured to:
  • the energy efficiency contribution information of each candidate power generation strategy is determined according to the energy consumption cost and the energy efficiency power corresponding to each candidate power generation strategy.
  • the second determination module 120 is configured to:
  • the power generation thermal power is the power of heat generated by the engine when the range extender operates according to the candidate power generation strategy
  • the thermal power of power generation or the thermal power of air conditioning and heating is determined as effective thermal power
  • the energy efficiency power is determined at least according to the total power generation power of the candidate power generation strategy and the power generation heat energy.
  • the second determining module 120 is further configured to: estimate the The load required power and the driving required power of the future trip, and the sum of the load required power and the driving required power is used as the generated power consumed by the trip; and,
  • the energy efficiency power is determined according to the total generated power of the candidate power generation strategy and the generated heat power.
  • the second determination module 120 is further configured to:
  • the energy efficiency power is calculated according to the total power generation power of the candidate power generation strategy, the storage loss power, and the effective thermal energy power.
  • the second determining module 120 is configured to, for each of the candidate power generation strategies, calculate the ratio of the energy consumption cost of the candidate power generation strategy to the energy efficiency power to obtain the candidate An energy efficiency contribution value of a power generation strategy, where the energy efficiency contribution information includes the energy efficiency contribution value.
  • the candidate power generation strategy includes the number of times of power generation in the future trip, the duration of power generation corresponding to each power generation, and the power generation of each time.
  • the power generation times are determined according to the distance and/or road conditions of the future trip.
  • the energy consumption cost includes a fuel cost
  • the second determination module is configured to determine the cost corresponding to the candidate power generation strategy according to the fuel consumption corresponding to the total power generation power of the candidate power generation strategy and the fuel unit price. fuel costs.
  • the second determination module 120 is configured to integrate the target calculation value of the range extender when operating with the candidate power generation strategy with time, and the obtained integral calculation result is the candidate power generation strategy The fuel consumption corresponding to the total power generation of the strategy, wherein the target calculation value is the product of the power generation output by the range extender over time and the specific fuel consumption of the fuel used by the vehicle, and the fuel density of the fuel business between
  • the product of the fuel consumption and the fuel unit price is used as the fuel cost corresponding to the candidate power generation.
  • modules in the above embodiments may be independent devices or the same device during specific implementation, such as the second determination module 120 and the control module 130, which may be the same module or two module, which is not limited in the present disclosure.
  • the present disclosure also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the steps of any one of the methods described above are implemented.
  • the present disclosure also provides a controller, including a memory and a processor, where a computer program is stored in the memory, and when the processor executes the computer program, the steps of any one of the methods described above are implemented.
  • the present disclosure also provides an extended-range vehicle, including the aforementioned controller.
  • Fig. 5 is a block diagram of an electronic device 700 according to some embodiments.
  • the electronic device may be configured as a controller.
  • the electronic device 700 may include: a processor 701 and a memory 702 .
  • the electronic device 700 may also include one or more of a multimedia component 703 , an input/output (I/O) interface 704 , and a communication component 705 .
  • I/O input/output
  • the processor 701 is used to control the overall operation of the electronic device 700 to complete all or part of the steps in the above-mentioned method for controlling the vehicle range extender.
  • the memory 702 is used to store various types of data to support the operation of the electronic device 700, for example, these data may include instructions for any application or method operating on the electronic device 700, and application-related data, For example, future travel information, navigation information and so on.
  • the memory 702 can be realized by any type of volatile or non-volatile memory device or their combination, such as Static Random Access Memory (Static Random Access Memory, referred to as SRAM), Electrically Erasable Programmable Read-Only Memory (EPROM) Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), Erasable Programmable Read-Only Memory (Erasable Programmable Read-Only Memory, referred to as EPROM), Programmable Read-Only Memory (Programmable Read-Only Memory, referred to as PROM), read-only Memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, magnetic disk or optical disk.
  • SRAM Static Random Access Memory
  • EPROM Electrically Erasable Programmable
  • Multimedia components 703 may include screen and audio components.
  • the screen can be, for example, a touch screen, and the audio component is used for outputting and/or inputting audio signals.
  • an audio component may include a microphone for receiving external audio signals.
  • the received audio signal may be further stored in memory 702 or sent via communication component 705 .
  • the audio component also includes at least one speaker for outputting audio signals.
  • the I/O interface 704 provides an interface between the processor 701 and other interface modules, which may be a keyboard, a mouse, buttons, and the like. These buttons can be virtual buttons or physical buttons.
  • the communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices.
  • Wireless communication such as Wi-Fi, Bluetooth, Near Field Communication (NFC for short), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or one or more of them Combinations are not limited here. Therefore, the corresponding communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module and the like.
  • the electronic device 700 can be implemented by one or more application-specific integrated circuits (Application Specific Integrated Circuit, ASIC for short), digital signal processors (Digital Signal Processor, DSP for short), digital signal processing equipment (Digital Signal Processing Device, referred to as DSPD), programmable logic device (Programmable Logic Device, referred to as PLD), field programmable gate array (Field Programmable Gate Array, referred to as FPGA), controller, microcontroller, microprocessor or other electronic components to achieve, It is used to implement the above-mentioned vehicle range extender control method.
  • ASIC Application Specific Integrated Circuit
  • DSP Digital Signal Processor
  • DSPD Digital Signal Processing Device
  • PLD programmable logic device
  • FPGA field programmable gate array
  • controller microcontroller
  • microprocessor or other electronic components to achieve It is used to implement the above-mentioned vehicle range extender control method.
  • a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned method for controlling a vehicle range extender are implemented.
  • the computer-readable storage medium can be the above-mentioned memory 702 including program instructions, and the above-mentioned program instructions can be executed by the processor 701 of the electronic device 700 to complete the above-mentioned method for controlling the vehicle range extender.

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Abstract

提供一种车辆增程器控制方法、装置、介质及增程式车辆，车辆增程器控制方法包括：确定车辆在未来行程中增程器的多个候选发电策略（S11）；确定各候选发电策略的能效贡献信息，能效贡献信息用于表示成本与产生能量的关系（S12）；根据各候选发电策略的能效贡献信息确定目标发电策略，并根据目标发电策略控制增程器运行（S13），提高了增程器发电全局优化控制策略的合理性，降低了车辆的使用成本。

Description

车辆增程器控制方法、装置、介质及增程式车辆
相关申请的交叉引用
本申请基于申请号为202110866880.0、申请日为2021年07月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及车辆控制技术领域，具体地，涉及一种车辆增程器控制方法、装置、介质及增程式车辆。
背景技术
增程式电动汽车(简称增程式车辆)是通过增程器使用燃料产生电能，并通过电能驱动的车辆。增程器通常由发动机和发电机组合而成，能够提供除动力电池以外的电能，从而能够增加车辆的行驶里程。相关场景中，在计算增程器发电功率时，是以最低的燃油消耗为目标，不适用储存电量充足的增程式电动汽车，而且在增程器发电功率计算时，缺少能效贡献对全局控制影响的考量，因而导致增程器发电功率全局优化的控制策略合理性较低。
发明内容
本公开的目的是提供一种车辆增程器控制方法、装置、介质及增程式车辆，通过确定未来行程中能耗成本和能效功率，进而计算到能效贡献信息，根据能效贡献信息确定增程器的发电控制策略，可以提高增程器发电全局优化控制策略的合理性以及降低车辆的使用成本。
为了实现上述目的，第一方面，本公开提供一种车辆增程器控制方法，所述方法包括：
确定车辆在未来行程中增程器的多个候选发电策略；
确定各所述候选发电策略的能效贡献信息，所述能效贡献信息用于表示成本与产生能量的关系；
根据各所述候选发电策略的能效贡献信息确定目标发电策略，并根据所述目标发电策略控制所述增程器运行。
可选地，所述确定各所述候选发电策略的能效贡献信息包括：
确定各所述候选发电策略的能耗成本以及能效功率；
根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息。
可选地，所述确定各所述候选发电策略的能效功率，包括：
确定所述候选发电策略的发电热能功率，所述发电热能功率是在所述增程器按照所述候选发电策略运行时，发动机产生的热能的功率；
计算所述发电热能功率与所述未来行程中的空调采暖热能功率之间的热能功率差值；
根据所述热能功率差值，将所述发电热能功率或者所述空调采暖热能功率确定为有效热能功率；
至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率。
可选地，在所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率之前，所述方法包括：
估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率；
确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值小于等于0时，所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率是：
根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率。
可选地，在所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率之前，所述方法还包括：
估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率；
确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值大于0时，所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率是：
根据预设的电能存储转换效率以及所述差值，计算存储损失功率；
根据所述候选发电策略的总发电功率、所述存储损失功率以及所述有效热能功率，计算所述能效功率。
可选地，所述根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息，包括：
针对每一所述候选发电策略，计算所述候选发电策略的所述能耗成本与所述能效功率的比值，得到所述候选发电策略的能效贡献值，所述能效贡献信息包括所述能效贡献值。
可选地，所述候选发电策略包括在所述未来行程中的发电次数、每一次发电对应的发电时长、以及每一次的发电功率。
可选地，所述发电次数是根据所述未来行程的距离和/或路况确定的。
可选地，所述能耗成本包括燃油费用，所述确定各所述候选发电策略的能耗成本包括：
根据所述候选发电策略的总发电功率对应的油耗以及燃油单价，确定对应所述候选发电策略的燃油费用。
可选地，所述根据所述候选发电策略的总发电功率对应的油耗以及燃油单价，确定对应所述候选发电策略的燃油费用，包括：
将所述增程器以所述候选发电策略运行时的目标计算值对时间进行积分，得到的积分计算结果为所述候选发电策略的总发电功率对应的油耗，其中，所述目标计算值为所述增程器随时间输出的发电功率和所述车辆采用的燃油的比油耗的乘积，与所述燃油的燃油密度之间的商；
将所述油耗与所述燃油单价之间的乘积作为所述候选发电功率对应的所述燃油费用。
第二方面，本公开提供一种车辆增程器控制装置，所述装置包括：
第一确定模块，被配置成用于确定车辆在未来行程中增程器的多个候选发电策略；
第二确定模块，被配置成用于确定各所述候选发电策略的能效贡献信息，所述能效贡献信息用于表示成本与产生能量的关系；
控制模块，被配置成用于根据各所述候选发电策略的能效贡献信息确定目标发电策略，并根据所述目标发电策略控制所述增程器运行。
可选地，所述第二确定模块，被配置成用于：
确定各所述候选发电策略的能耗成本以及能效功率；
根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息。
可选地，所述第二确定模块，被配置成用于：
确定所述候选发电策略的发电热能功率，所述发电热能功率是在所述增程器按照所述候选发电策略运行时，发动机产生的热能的功率；
计算所述发电热能功率与所述未来行程中的空调采暖热能功率之间的热能功率差值；
根据所述热能功率差值，将所述发电热能功率或者所述空调采暖热能功率确定为有效热能功率；
至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率。
可选地，所述第二确定模块，还被配置成用于：在所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率之前，估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率；并且，
确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值小于等于0时，根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率。
可选地，所述第二确定模块，还被配置成用于：
估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率；
确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值大于0时，根据预设的电能存储转换效率以及所述差值，计算存储损失功率；
根据所述候选发电策略的总发电功率、所述存储损失功率以及所述有效热能功率，计算所述能效功率。
可选地，所述第二确定模块，被配置成用于针对每一所述候选发电策略，计算所述候选发电策略的所述能耗成本与所述能效功率的比值，得到所述候选发电策略的能效贡献值，所述能效贡献信息包括所述能效贡献值。
可选地，所述候选发电策略包括在所述未来行程中的发电次数、每一次发电对应的发电时长、以及每一次的发电功率。
可选地，所述发电次数是根据所述未来行程的距离和/或路况确定的。
可选地，所述能耗成本包括燃油费用，所述第二确定模块，被配置成用于根据所述候选发电策略的总发电功率对应的油耗以及燃油单价，确定对应所述候选发电策略的燃油费用。
可选地，所述第二确定模块，被配置成用于将所述增程器以所述候选发电策略运行时的目标计算值对时间进行积分，得到的积分计算结果为所述候选发电策略的总发电功率对应的油耗，其中，所述目标计算值为所述增程器随时间输出的发电功率和所述车辆采用的燃油的比油耗之间的乘积，与所述燃油的燃油密度之间的商；
将所述油耗与所述燃油单价之间的乘积作为所述候选发电功率对应的所述燃油费用。
第三方面，本公开提供一种计算机可读存储介质，其上存储有计算机程序，该计算机程序被处理器执行时实现第一方面中任一项所述方法的步骤。
第四方面，本公开提供一种增程式车辆，包括控制器，所述控制器包括存储器和处理器，所述存储器中存储有计算机程序，所述处理器执行所述计算机程序时，实现第一方面中任一项所述方法的步骤。
通过上述技术方案，通过在未来行程出发前，计算在未来行程中增程器的多个候选发电策略的能效贡献信息，确定目标发电策略并根据目标发电策略控制所述增程器运行，可以提高增程器发电功率全局优化的控制策略合理性，降低车辆的使用成本。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是根据一些实施例示出的一种车辆增程器控制方法的流程图；
图2是根据一些实施例示出的一种实现图1中步骤S12的流程图；
图3是根据一些实施例示出的一种实现图2中步骤S121的流程图；
图4是根据一些实施例示出的一种车辆增程器控制装置的框图；
图5是根据一些实施例示出的一种电子设备的框图。
具体实施方式
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本公开相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本公开的一些方面相一致的装置和方法的例子。
值得说明的是，对于本公开所提供的方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本公开并不受所描述的动作顺序的限制。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作并不一定是本公开所必须的。
图1是根据一些实施例示出的一种车辆增程器控制方法的流程图，该方法可以应用于增程器控制器，也可以应用于整车控制器(Vehicle Control Unit，VCU)，参照图1，该方法包括以下步骤：
在步骤S11中，确定车辆在未来行程中增程器的多个候选发电策略。
在一些实施例中，可以通过导航信息获取未来行程，并根据未来行程中的路况信息，例如坡度信息、行驶车速信息、灯光使用信息等，确定车辆在未来行程中增程器的多个候选发电策略。
例如，可以基于寻优算法，确定所述未来行程中增程器的多个候选发电策略，可以通过例如爬山法、模拟退火以及遗传算法等寻优算法，从预设的增程器发电策略中确定未来行程对应的多个候选发电策略，这样，可以从大量的增程器发电策略中，择优选出多个候选发电策略，减小计算量，提高计算效率。
在步骤S12中，确定各所述候选发电策略的能效贡献信息，所述能效贡献信息用于表示成本与产生能量的关系。
在上述实施例的基础上，图2是根据一些实施例示出的一种实现图1中步骤S12的流程图，在步骤S12中，包括以下步骤。
在步骤S121中，确定各所述候选发电策略产生的能耗成本以及能效功率。
其中，能耗成本用于表征候选发电策略消耗能源对应的成本，能效功率用于表征在消耗对应的能源的情况下，能够实际提供到车辆上的功率。
在一种实施方式中，参见图3所示，在步骤S121中，确定各所述候选发电策略产生的能效功率包括以下步骤：
在步骤S1211中，确定所述候选发电策略的发电热能功率，所述发电热能功率是在所述增程器按照所述候选发电策略运行时，发动机产生的热能的功率。
其中，发电热能功率是指增程器能够提供到暖风管路的热能功率，需要在发动机发电原始产生的热能功率基础上，减去发动机自身散热以及管路散热散失的热能功率。
在步骤S1212中，计算所述发电热能功率与所述未来行程中的空调采暖热能功率之间的 热能功率差值。
其中，空调采暖热能功率是指在空调开启制热模式的情况下，空调暖风管路需要的热能功率。可以根据未来行程中的环境温度信息、季节信息预估空调采暖热能功率。
在步骤S1213中，根据所述热能功率差值，将所述发电热能功率或者所述空调采暖热能功率确定为有效热能功率。
其中，在热能功率差值小于等于0的情况下，说明在增程器按照候选发电策略运行时，发动机产生的热能的功率无法满足空调制热需求，需要空调压缩机基于发电机提供的电力和/或电池包提供的电力进行制热，提供热能功率差值对应的热能功率，将发电热能功率确定为有效热能功率。
而在热能功率差值大于0的情况下，说明在增程器按照候选发电策略运行时，发动机产生的热能的功率大于空调制热需求，将空调采暖热能功率确定为有效热能功率，热能功率差值对应的热能功率将通过冷却液等冷却方式散热到空气中。
在步骤S1214中，至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率。
其中，总发电功率是根据未来行程中的发电次数、每一次发电对应的发电时长以及每一次的发电功率积分计算得到的。
在具体实施时，将总发电功率与发电热能功率的和确定为能效功率。
采用上述技术方案，不仅充分考量了发电功率能够带来的能效功率，也考量了发动机产生的热能的功率实际利用的功率，可以提高计算能效功率的合理性，进而提高确定增程器发电功率全局优化的控制策略合理性，进而降低车辆的使用成本。
在上述实施例的基础上，在步骤S1214之前，估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率。
其中，负载需求功率是指在增程器在发电过程中，需求提供到例如灯具、空调压缩机等负载，用于供负载正常工作的发电功率。驱动需求功率是指在发电过程中，需求提供到驱动电机，用于驱动车辆行驶的发电功率。行程消耗发电功率表示在增程器在发电过程中，需要发电机以及电池包共同提供到负载以及驱动电机消耗掉的整车功率。
确定所述候选发电策略的总发电功率与所述行程消耗发电功率之间的电能功率差值小于等于0时，所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率是：
根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率。
在电能功率差值小于等于0的情况下，说明增程器的发电功率无法满足整车功率，需要在增程器运行的同时，电池包也提供电力到负载和/或驱动电机。也就是说，在这种情况下，增程器的发电功率全部用于提供电力到负载和/或驱动电机，无发电功率存储到电池包。
在上述实施例的基础上，在步骤S1214之前，估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率。
确定所述候选发电策略的总发电功率与所述行程消耗发电功率之间的电能功率差值大 于0时，所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率是：
根据预设的电能存储转换效率以及所述差值，计算存储损失功率；
根据所述候选发电策略的总发电功率、所述存储损失功率以及所述有效热能功率，计算所述能效功率。
在电能功率差值大于0的情况下，说明增程器的发电功率不仅可以满足整车功率，而且在增程器运行的同时，可以向电池包提供充电电力，电能功率差值即为向电池包提供的充电电力的发电功率。
存储损失功率为电能转换为化学能存储，然后由化学能转换为电能过程中的消耗功率，可以通过预设的电能存储转换效率与1的差值，与存储发电功率的乘积计算到存储损失功率，预设的电能存储转换效率可以为0.95。即：存储损失功率＝(电能存储转换效率-1)*(总发电功率-行程消耗发电功率)。
其中，计算每一次发电的发电功率与对应的有效热能功率的和进行积分计算，得到总发电功率与有效热能功率的第一积分和，计算每一次发电的发电率与形成消耗发电功率的第二积分和，将第一积分和与第二积分和的积分和差值作为能效功率。即：
能效功率＝∫(增程器发电功率+min(空调采暖热能功率，发电热能功率))dt
+(电能存储转换效率-1)
*max(0,∫(增程器发电功率-行程消耗发电功率)dt)
其中，增程器发电功率、空调采暖热能功率、行程消耗发电功率的单位均为千瓦。
采用上述技术方案，考量了在发电过程中，若有存储发电功率，由于电能存储并消耗存在能量转换损失，考虑能量转换损失对能效功率计算的影响，可以进一步地提高计算能效功率的合理性，进而提高确定增程器发电功率全局优化的控制策略合理性，进而降低车辆的使用成本。
在步骤S122中，根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息。
具体地，将能效功率与能耗成本的商确定为候选发电策略的能效贡献信值，能效贡献信息包括能效贡献信值。
在上述实施例的基础上，所述能耗成本包括燃油费用，在步骤S121中，所述确定各所述候选发电策略的能耗成本，包括：
根据所述候选发电策略的总发电功率对应的油耗以及燃油单价，确定对应所述候选发电策略的燃油费用。
其中，将所述增程器以所述候选发电策略运行时的目标计算值对时间进行积分，得到的积分计算结果为所述候选发电策略的总发电功率对应的油耗，其中，所述目标计算值为所述增程器随时间输出的发电功率和所述车辆采用的燃油的比油耗之间的乘积，与所述燃油的燃 油密度之间的商；
将所述油耗与所述燃油单价之间的乘积作为所述候选发电功率对应的所述燃油费用。即：
Figure PCTCN2022104764-appb-000001
其中，比油耗即燃油消耗率，是指发动机每发出1kw的有效功率，在1h内所消耗的燃油质量(以g为单位)，不同燃油具有不同的燃油密度，并且季节、气候不同、燃油密度也会有略微变化，燃油比重越小，燃油密度也越小。
则在步骤S122中，根据每一候选发电策略对应的能耗成本以及能效功率，确定每一候选发电策略的能效贡献信息，包括：根据每一候选发电策略对应的能效功率与燃油费用的商，确定能效贡献信值。即：能效贡献信值＝能效功率/燃油费用。
在一种实施方式中，所述能耗成本还包括充电费用，确定各所述候选发电策略产生的能耗成本还包括：
根据所述增程器按照最大发电功率运行能够为所述车辆提供的最大额外发电量，以及所述增程器按照各候选发电策略运行能够为所述车辆提供的额外总发电量，确定各所述候选发电策略对应的需求充电量；
根据需求充电量以及电费单价确定所述充电费用。
则在步骤S122中，根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息，包括：根据每一所述候选发电策略对应的所述充电费用与燃油费用的费用和，并根据能效功率与费用和的商，确定每一候选发电策略的能效贡献值。
其中，在所述增程器在以所述候选发电策略运行时不存在存储发电功率的情况下，将所述增程器以所述候选发电策略运行时的发电功率对时间进行积分得到的发电量作为所述额外发电总量；或者，
在所述增程器在以所述候选发电策略运行时存在存储发电功率的情况下，将所述增程器以所述候选发电策略运行时的发电功率对时间进行积分得到的发电量与所述存储发电功率能够提供的发电量之间的差值作为所述额外发电量。
其中，额外发电量＝∫(增程器发电功率)dt-存储发电功率的发电量，并通过如下公式计算能效贡献信值：
Figure PCTCN2022104764-appb-000002
其中，充电效率与充电接口以及充电电流大小有关。例如，受快、慢充充电接口影响，例如充电效率＝0.95。
可以理解的是，最大额外发电量与每一所述增程器发电功率对应的存储发电量之间的差值即为需求充电量。最大额外发电量可以为5千瓦。
在步骤S13中，根据每一所述候选发电策略的能效贡献信息确定目标发电策略，并根据所述目标发电策略控制所述增程器运行。
具体地，将能效贡献信值最大的候选发电策略确定为目标发电策略。
采用上述技术方案，通过在未来行程出发前，计算在未来行程中增程器的多个候选发电策略的能效贡献信息，确定目标发电策略并根据目标发电策略控制所述增程器运行，可以提高增程器发电功率全局优化的控制策略合理性，降低车辆的使用成本。
在上述实施例的基础上，候选发电策略包括在所述未来行程中的发电次数、每一次发电对应的发电时长、以及每一次的发电功率。
在上述实施例的基础上，所述发电次数是根据所述未来行程的距离和/或路况确定的。其中，路况可以包括坡度，以及相应坡度的能量回收情况。
基于相同的发明构思，本公开还提供一种车辆增程器控制装置，该装置可以以软件、硬件或者两者相结合的方式实现车辆增程器控制方法的全部或部分步骤。图4是根据一些实施例示出的一种车辆增程器控制装置100的框图，如图4所示，所述装置100包括：第一确定模块110、第二确定模块120和控制模块130。
第一确定模块110，被配置成用于确定车辆在未来行程中增程器的多个候选发电策略。
第二确定模块120，被配置成用于确定各所述候选发电策略的能效贡献信息，所述能效贡献信息用于表示成本与产生能量的关系。
控制模块130，被配置成用于根据各所述候选发电策略的能效贡献信息确定目标发电策略，并根据所述目标发电策略控制所述增程器运行。
上述装置，通过在未来行程出发前，计算在未来行程中增程器的多个候选发电策略的能效贡献信息，确定目标发电策略并根据目标发电策略控制所述增程器运行，可以提高增程器发电功率全局优化的控制策略合理性，降低车辆的使用成本。
可选地，所述第二确定模块120，被配置成用于：
确定各所述候选发电策略的能耗成本以及能效功率；
根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息。
可选地，所述第二确定模块120，被配置成用于：
确定所述候选发电策略的发电热能功率，所述发电热能功率是在所述增程器按照所述候选发电策略运行时，发动机产生的热能的功率；
计算所述发电热能功率与所述未来行程中的空调采暖热能功率之间的热能功率差值；
根据所述热能功率差值，将所述发电热能功率或者所述空调采暖热能功率确定为有效热能功率；
至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率。
可选地，所述第二确定模块120，还被配置成用于：在所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率之前，估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电 功率；并且，
确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值小于等于0时，根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率。
可选地，所述第二确定模块120，还被配置成用于：
估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率；
确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值大于0时，根据预设的电能存储转换效率以及所述差值，计算存储损失功率；
根据所述候选发电策略的总发电功率、所述存储损失功率以及所述有效热能功率，计算所述能效功率。
可选地，所述第二确定模块120，被配置成用于针对每一所述候选发电策略，计算所述候选发电策略的所述能耗成本与所述能效功率的比值，得到所述候选发电策略的能效贡献值，所述能效贡献信息包括所述能效贡献值。
可选地，所述候选发电策略包括在所述未来行程中的发电次数、每一次发电对应的发电时长、以及每一次的发电功率。
可选地，所述发电次数是根据所述未来行程的距离和/或路况确定的。
可选地，所述能耗成本包括燃油费用，所述第二确定模块，被配置成用于根据所述候选发电策略的总发电功率对应的油耗以及燃油单价，确定对应所述候选发电策略的燃油费用。
可选地，所述第二确定模块120，被配置成用于将所述增程器以所述候选发电策略运行时的目标计算值对时间进行积分，得到的积分计算结果为所述候选发电策略的总发电功率对应的油耗，其中，所述目标计算值为所述增程器随时间输出的发电功率和所述车辆采用的燃油的比油耗之间的乘积，与所述燃油的燃油密度之间的商；
将所述油耗与所述燃油单价之间的乘积作为所述候选发电功率对应的所述燃油费用。
关于上述实施例中的装置，其中各个模块执行操作的具体方式已经在有关该方法的实施例中进行了详细描述，此处将不做详细阐述说明。
此外，值得说明的是，上述实施例中的模块在具体实施时可以是相互独立的装置也可以是同一个装置，例如第二确定模块120和控制模块130，可以为同一模块也可以为两个模块，本公开对此不作限定。
本公开还提供一种计算机可读存储介质，其上存储有计算机程序，该计算机程序被处理器执行时实现前述任一项所述方法的步骤。
本公开还提供一种控制器，包括存储器和处理器，所述存储器中存储有计算机程序，所述处理器执行所述计算机程序时，实现前述任一项所述方法的步骤。
本公开还提供一种增程式车辆，包括前述控制器。
图5是根据一些实施例示出的一种电子设备700的框图。该电子设备可以被配置为一控制器，如图5所示，该电子设备700可以包括：处理器701，存储器702。该电子设备700还可以包括多媒体组件703，输入/输出(I/O)接口704，以及通信组件705中的一者或多者。
其中，处理器701用于控制该电子设备700的整体操作，以完成上述的车辆增程器控制方法中的全部或部分步骤。
存储器702用于存储各种类型的数据以支持在该电子设备700的操作，这些数据例如可以包括用于在该电子设备700上操作的任何应用程序或方法的指令，以及应用程序相关的数据，例如未来行程信息、导航信息等等。该存储器702可以由任何类型的易失性或非易失性存储设备或者它们的组合实现，例如静态随机存取存储器(Static Random Access Memory，简称SRAM)，电可擦除可编程只读存储器(Electrically Erasable Programmable Read-Only Memory，简称EEPROM)，可擦除可编程只读存储器(Erasable Programmable Read-Only Memory，简称EPROM)，可编程只读存储器(Programmable Read-Only Memory，简称PROM)，只读存储器(Read-Only Memory，简称ROM)，磁存储器，快闪存储器，磁盘或光盘。
多媒体组件703可以包括屏幕和音频组件。其中屏幕例如可以是触摸屏，音频组件用于输出和/或输入音频信号。例如，音频组件可以包括一个麦克风，麦克风用于接收外部音频信号。所接收的音频信号可以被进一步存储在存储器702或通过通信组件705发送。音频组件还包括至少一个扬声器，用于输出音频信号。
I/O接口704为处理器701和其他接口模块之间提供接口，上述其他接口模块可以是键盘，鼠标，按钮等。这些按钮可以是虚拟按钮或者实体按钮。
通信组件705用于该电子设备700与其他设备之间进行有线或无线通信。无线通信，例如Wi-Fi，蓝牙，近场通信(Near Field Communication，简称NFC)，2G、3G、4G、NB-IOT、eMTC、或其他5G等等，或它们中的一种或几种的组合，在此不做限定。因此相应的该通信组件705可以包括：Wi-Fi模块，蓝牙模块，NFC模块等等。
在一些实施例中，电子设备700可以被一个或多个应用专用集成电路(Application Specific Integrated Circuit，简称ASIC)、数字信号处理器(Digital Signal Processor，简称DSP)、数字信号处理设备(Digital Signal Processing Device，简称DSPD)、可编程逻辑器件(Programmable Logic Device，简称PLD)、现场可编程门阵列(Field Programmable Gate Array，简称FPGA)、控制器、微控制器、微处理器或其他电子元件实现，用于执行上述的车辆增程器控制方法。
在另一些实施例中，还提供了一种包括程序指令的计算机可读存储介质，该程序指令被处理器执行时实现上述的车辆增程器控制方法的步骤。例如，该计算机可读存储介质可以为上述包括程序指令的存储器702，上述程序指令可由电子设备700的处理器701执行以完成上述的车辆增程器控制方法。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (15)

  1. 一种车辆增程器控制方法，包括：
    确定车辆在未来行程中增程器的多个候选发电策略；
    确定各所述候选发电策略的能效贡献信息，所述能效贡献信息用于表示成本与产生能量的关系；
    根据各所述候选发电策略的能效贡献信息确定目标发电策略，并根据所述目标发电策略控制所述增程器运行。
  2. 根据权利要求1所述的方法，其中，所述确定各所述候选发电策略的能效贡献信息包括：
    确定各所述候选发电策略的能耗成本以及能效功率；
    根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息。
  3. 根据权利要求2所述的方法，其中，所述确定各所述候选发电策略的能效功率，包括：
    确定所述候选发电策略的发电热能功率，所述发电热能功率是在所述增程器按照所述候选发电策略运行时，发动机产生的热能的功率；
    计算所述发电热能功率与所述未来行程中的空调采暖热能功率之间的热能功率差值；
    根据所述热能功率差值，将所述发电热能功率或者所述空调采暖热能功率确定为有效热能功率；
    至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率。
  4. 根据权利要求3所述的方法，其中，在所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率之前，所述方法包括：
    估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率；
    确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值小于等于0时，所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率是：
    根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率。
  5. 根据权利要求3所述的方法，其中，在所述至少根据所述候选发电策略的总发 电功率以及所述发电热能功率，确定所述能效功率之前，所述方法还包括：
    估算所述未来行程的负载需求功率和驱动需求功率，并将所述负载需求功率与所述驱动需求功率的和作为行程消耗发电功率；
    确定所述候选发电策略的总发电功率与所述行程消耗发电功率的差值大于0时，所述至少根据所述候选发电策略的总发电功率以及所述发电热能功率确定所述能效功率是：
    根据预设的电能存储转换效率以及所述差值，计算存储损失功率；
    根据所述候选发电策略的总发电功率、所述存储损失功率以及所述有效热能功率，计算所述能效功率。
  6. 根据权利要求2-5中任一项所述的方法，其中，所述根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息，包括：
    针对每一所述候选发电策略，计算所述候选发电策略的所述能耗成本与所述能效功率的比值，得到所述候选发电策略的能效贡献值，所述能效贡献信息包括所述能效贡献值。
  7. 根据权利要求1-6中任一项所述的方法，其中，所述候选发电策略包括在所述未来行程中的发电次数、每一次发电对应的发电时长、以及每一次的发电功率。
  8. 根据权利要求7所述的方法，其中，所述发电次数是根据所述未来行程的距离和/或路况确定的。
  9. 根据权利要求2至8中任一项所述的方法，其中，所述能耗成本包括燃油费用，所述确定各所述候选发电策略的能耗成本，包括：
    根据所述候选发电策略的总发电功率对应的油耗以及燃油单价，确定对应所述候选发电策略的燃油费用。
  10. 根据权利要求9所述的方法，其中，所述根据所述候选发电策略的总发电功率对应的油耗以及燃油单价，确定对应所述候选发电策略的燃油费用，包括：
    将所述增程器以所述候选发电策略运行时的目标计算值对时间进行积分，得到的积分计算结果为所述候选发电策略的总发电功率对应的油耗，其中，所述目标计算值为所述增程器随时间输出的发电功率和所述车辆采用的燃油的比油耗之间的乘积，与所述燃油的燃油密度之间的商；
    将所述油耗与所述燃油单价之间的乘积作为所述候选发电功率对应的所述燃油费用。
  11. 一种车辆增程器控制装置，其中，所述装置包括：
    第一确定模块，被配置成用于确定车辆在未来行程中增程器的多个候选发电策略；
    第二确定模块，被配置成用于确定各所述候选发电策略的能效贡献信息，所述能效贡献信息用于表示成本与产生能量的关系；
    控制模块，被配置成用于根据各所述候选发电策略的能效贡献信息确定目标发电策略，并根据所述目标发电策略控制所述增程器运行。
  12. 根据权利要求11所述的装置，其中，所述第二确定模块，被配置成用于：
    确定各所述候选发电策略的能耗成本以及能效功率；
    根据各所述候选发电策略对应的所述能耗成本以及所述能效功率，确定各所述候选发电策略的能效贡献信息。
  13. 根据权利要求12所述的装置，其中，所述第二确定模块，被配置成用于：
    确定所述候选发电策略的发电热能功率，所述发电热能功率是在所述增程器按照所述候选发电策略运行时，发动机产生的热能的功率；
    计算所述发电热能功率与所述未来行程中的空调采暖热能功率之间的热能功率差值；
    根据所述热能功率差值，将所述发电热能功率或者所述空调采暖热能功率确定为有效热能功率；
    至少根据所述候选发电策略的总发电功率以及所述发电热能功率，确定所述能效功率。
  14. 一种计算机可读存储介质，其上存储有计算机程序，该计算机程序被处理器执行时实现权利要求1-10中任一项所述方法的步骤。
  15. 一种增程式车辆，包括控制器，所述控制器包括存储器和处理器，所述存储器中存储有计算机程序，其中，所述处理器执行所述计算机程序时，实现如权利要求1-10中任一项所述方法的步骤。
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