A vehicle-based battery energy control method, device, equipment and medium

Abstract

The application provides a vehicle-based battery energy control method, device, equipment and medium. The method comprises the following steps: acquiring an actual SOC value in a current driving process of a target vehicle, and determining whether the actual SOC value meets a preset condition, wherein the preset condition is used to trigger an energy management strategy of the target vehicle; if the actual SOC value meets the preset condition, determining a target congestion road section to be passed by the target vehicle in the future and a target smooth road section corresponding to the target congestion road section based on the energy management strategy, wherein the target smooth road section is a smooth road section closest to the target congestion road section and located before the target congestion road section; acquiring a first SOC increase value required by the target vehicle to pass the target congestion road section and an upper limit value of an SOC of the target vehicle passing the target smooth road section; and adjusting a working state of an engine of the target vehicle according to the first SOC increase value and the upper limit value of the SOC. The application solves the problem that the pure electric driving capability of a hybrid electric vehicle is weak in a low battery state.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle control technology, specifically to a vehicle-based battery energy control method, device, equipment, and medium. Background Technology

[0002] When a plug-in hybrid electric vehicle (PHEV) is driving in pure electric mode, the user's experience of the pure electric sensation is crucial. However, some PHEVs do not provide a strong pure electric sensation when the battery is depleted. The main problem is that the engine continues to run as the primary power source, causing the background noise of the vehicle at low speeds to not effectively mask the engine sound, thus affecting the user's driving experience.

[0003] Currently, while existing technologies use map information for charging station planning or adjust FCEV energy management based on road conditions, these solutions do not fully consider factors such as battery charge, engine operating point, and map information, thus limiting the improvement of pure electric capability. Therefore, a technology that can integrate multiple information sources for energy management is needed to improve the pure electric capability issue of PHEVs in low-charge states. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a vehicle-based battery energy control method, device, equipment, and medium to solve the problem of weak pure electric driving capability of hybrid vehicles in a depleted battery state.

[0005] In a first aspect, embodiments of the present invention provide a vehicle-based battery energy control method, the method comprising:

[0006] Obtain the actual SOC value of the target vehicle during its current driving process, and determine whether the actual SOC meets a preset condition, wherein the preset condition is used to trigger the energy management strategy of the target vehicle;

[0007] If the actual SOC value meets the preset conditions, then based on the energy management strategy, the target congested road segment that the target vehicle needs to pass through in the future, and the target unobstructed road segment corresponding to the target congested road segment are determined, wherein the target unobstructed road segment is the unobstructed road segment located before the target congested road segment and the closest to the target congested road segment;

[0008] Obtain the first SOC increase value required for the target vehicle to pass through the target congested road section, and the upper limit value of SOC for the target vehicle to pass through the target uncongested road section;

[0009] The operating state of the engine of the target vehicle is adjusted based on the first SOC increase value and the SOC upper limit value.

[0010] Furthermore, determining whether the actual SOC meets the preset conditions includes:

[0011] Detect the system status of the navigation system in the target vehicle;

[0012] If the system status is running, then compare the actual SOC value with the first preset threshold, wherein the running status is when the navigation system is turned on and the destination is set;

[0013] If the actual SOC is less than the first preset threshold, then the actual SOC is determined to meet the preset condition.

[0014] Furthermore, determining the target congested road segments that the target vehicle needs to pass through in the future, and the target unobstructed road segments corresponding to the target congested road segments, based on the energy management strategy, includes:

[0015] Based on the navigation system, the target route of the target vehicle to the destination is queried, and the traffic information corresponding to the target route is obtained, wherein the target route includes different types of original road segments;

[0016] Calculate the expected speed of the target vehicle as it passes through the original road segment based on the road condition information;

[0017] Based on the estimated traffic speed, each of the original road segments is divided to obtain different types of target road segment sets, wherein the different types of road segment sets include congested road segment sets and unobstructed road segment sets;

[0018] The target congested road segment that the target vehicle needs to pass through in the future is determined from the set of congested road segments, and the target unobstructed road segment corresponding to the target congested road segment is obtained from the set of unobstructed road segments.

[0019] Furthermore, obtaining the first SOC increase value required for the target vehicle to pass through the target congested road segment, and the upper limit value of the SOC for the target vehicle to pass through the target uncongested road segment, includes:

[0020] Obtain information on the first segment of the target congested road section and information on the second segment of the target uncongested road section;

[0021] Calculate the first SOC increase value required by the target vehicle in the target congested road segment based on the first road segment information;

[0022] The upper limit of SOC for the target vehicle in the target unobstructed road segment is calculated based on the second road segment information.

[0023] Furthermore, adjusting the engine operating state of the target vehicle based on the first SOC increase value and the SOC upper limit value includes:

[0024] By comparing the first SOC increase value with the SOC upper limit value, a first comparison result is obtained;

[0025] The target SOC value of the target vehicle in the target unobstructed road section is determined based on the first comparison result;

[0026] By comparing the target SOC value and the actual SOC value, a second comparison result is obtained;

[0027] The operating state of the engine of the target vehicle is adjusted based on the second comparison result.

[0028] Furthermore, determining the target SOC value of the target vehicle in the target unobstructed road section based on the first comparison result includes:

[0029] If the first comparison result is that the increase in the first SOC is less than or equal to the upper limit of the SOC, then the increase in the first SOC is determined as the target SOC value;

[0030] If the first comparison result shows that the increase in the first SOC is greater than the upper limit of the SOC, then the upper limit of the SOC is determined as the target SOC value.

[0031] Furthermore, if the first comparison result indicates that the increase in the first SOC is greater than the upper limit of the SOC, the method further includes:

[0032] Calculate the difference between the upper limit of SOC and the target SOC value;

[0033] Obtain the second SOC increase value of the previous congested road segment of the target congested road segment;

[0034] Calculate the sum between the difference and the second SOC increase value, and use the sum value as the SOC increase value of the previous smooth road segment before the target smooth road segment.

[0035] Furthermore, adjusting the operating state of the target vehicle's engine based on the second comparison result includes:

[0036] If the second comparison result is that the target SOC value is less than or equal to the actual SOC value, then the operating state of the target vehicle engine is adjusted to a shutdown state.

[0037] If the second comparison result shows that the target SOC value is greater than the actual SOC value, then the operating state of the target vehicle engine is adjusted to the start state.

[0038] Furthermore, after adjusting the engine operating state of the target vehicle to the start state, the method further includes:

[0039] Obtain the drive power, optimal power point, and NVH allowable power of the target vehicle;

[0040] Compare the drive power, the optimal power point, and the allowable NVH power;

[0041] If the driving power is less than or equal to the optimal power point, the engine of the target vehicle operates at the optimal speed and optimal torque corresponding to the optimal power point;

[0042] If the driving power is greater than the optimal power point and less than the NVH allowable power, then the engine of the target vehicle operates at the speed and torque determined by the driving power and the optimal fuel consumption point.

[0043] If the driving power is greater than or equal to the NVH allowable power, then the engine of the target vehicle operates at the NVH speed and NVH torque operating point.

[0044] Secondly, embodiments of the present invention provide a vehicle-based battery energy control device, the device comprising:

[0045] The acquisition module is used to acquire the actual SOC value of the target vehicle during its current driving process and determine whether the actual SOC meets a preset condition, wherein the preset condition is used to trigger the energy management strategy of the target vehicle.

[0046] The determination module is used to determine, based on the energy management strategy, the target congested road segment that the target vehicle needs to pass through in the future, and the target unobstructed road segment corresponding to the target congested road segment, if the actual SOC value meets the preset conditions. The target unobstructed road segment is the unobstructed road segment that is located before the target congested road segment and is closest to the target congested road segment.

[0047] The calculation module is used to obtain the first SOC increase value required for the target vehicle to pass through the target congested road section, and the upper limit value of SOC for the target vehicle to pass through the target uncongested road section;

[0048] The control module is used to adjust the operating state of the engine of the target vehicle according to the first SOC increment value and the SOC upper limit value.

[0049] Thirdly, embodiments of the present invention provide an electronic device, including: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0050] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions for causing a computer to perform the method described in the first aspect or any corresponding embodiment thereof.

[0051] The embodiments of this application have the following beneficial effects:

[0052] The method provided in this application embodiment can ensure that the vehicle maintains a good operating state under various conditions through real-time SOC monitoring and corresponding energy management strategies. By detecting the system status of the navigation system in the target vehicle, and comparing the actual SOC value with a first preset threshold when the system status is running, it can effectively determine whether the actual SOC meets the preset conditions. This judgment method can detect the insufficient battery power of the vehicle in a timely manner during actual driving, thereby taking corresponding energy management strategies to extend the vehicle's driving range and improve the vehicle's energy utilization efficiency.

[0053] The method provided in this application adjusts the vehicle's operating mode or shuts down some energy-consuming devices before entering a congested road segment by using the current SOC value and energy management strategy, thereby reducing unnecessary energy consumption. By understanding the target congested and unobstructed road segments that the target vehicle will need to pass through in the future, it achieves accurate prediction of the vehicle's actual charging needs, ensuring sufficient energy supply during driving. By combining with the navigation system and energy management strategy, it provides users with more intelligent and convenient driving route planning.

[0054] The method provided in this application can precisely control the energy use of a vehicle by acquiring the State of Charge (SOC) changes of the target vehicle in congested and uncongested road sections. In congested road sections, energy consumption can be adjusted based on a first SOC increase to maintain a stable SOC value. In uncongested road sections, energy recovery or replenishment can be adjusted based on the upper limit of SOC to ensure that the set upper limit is not exceeded. By precisely controlling the SOC value and optimizing the charging strategy, it can be ensured that the vehicle always maintains a sufficient energy supply during driving, avoiding the impact on vehicle performance due to insufficient battery power.

[0055] The method provided in this application can accurately determine the amount of energy required by a vehicle on a target unobstructed road segment by comparing a first SOC increase value with a SOC upper limit value. When the first SOC increase value is greater than the SOC upper limit value, setting the SOC upper limit value as the target SOC value can avoid energy waste caused by overcharging. When the first comparison result is that the first SOC increase value is greater than the SOC upper limit value, by calculating the difference and adding it to the second SOC increase value of the previous congested road segment, more energy can be flexibly allocated to the previous unobstructed road segment to ensure that the vehicle can pass through the next road segment smoothly. By comparing the target SOC value and the actual SOC value, insufficient energy can be detected in time, and the engine's working state can be adjusted to supplement energy, ensuring that the vehicle always maintains a sufficient energy supply during driving.

[0056] The method provided in this application embodiment can determine the optimal operating point of the engine by comparing the driving power, the optimal power point, and the NVH allowable power, thereby making more efficient use of energy; adjusting the engine operating state can improve the vehicle's power performance and driving experience, making driving smoother and more comfortable; by ensuring that the engine operates at the NVH speed and NVH torque operating points, vehicle noise and vibration can be reduced, and ride comfort can be improved. Attached Figure Description

[0057] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0058] Figure 1 This is a schematic flowchart of a vehicle-based battery energy control method according to some embodiments of the present invention;

[0059] Figure 2 This is a schematic diagram illustrating the relationship between the permissible NVH (Noise, Vibration, and Harshness) generator rotation speed and vehicle speed according to some embodiments of the present invention;

[0060] Figure 3 This is a schematic diagram illustrating another permissible NVH (Noise, Vibration, and Harshness) relationship between transmitter speed and vehicle speed according to some embodiments of the present invention;

[0061] Figure 4 This is a schematic diagram illustrating an example of determining a target SOC value for a congested road segment according to some embodiments of the present invention;

[0062] Figure 5 This is a schematic flowchart of another vehicle-based battery energy control method according to some embodiments of the present invention;

[0063] Figure 6 This is a schematic flowchart of another vehicle-based battery energy control method according to some embodiments of the present invention;

[0064] Figure 7 This is a structural block diagram of a vehicle-based battery energy control device according to an embodiment of the present invention;

[0065] Figure 8 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0066] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0067] According to embodiments of the present invention, a vehicle-based battery energy control method, apparatus, device, and medium are provided. It should be noted that the steps shown in the flowcharts in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0068] This embodiment provides a vehicle-based battery energy control method. Figure 1 This is a flowchart of a vehicle-based battery energy control method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps:

[0069] Step S11: Obtain the actual SOC value of the target vehicle during its current driving process, and determine whether the actual SOC meets the preset conditions, wherein the preset conditions are used to trigger the energy management strategy of the target vehicle.

[0070] It should be noted that SOC is an abbreviation for "State of Charge," which means "state of charge" or "charge status" in Chinese. It is an indicator used to describe the charge level of a battery or capacitor. SOC is a relative value; when SOC = 0, it means the battery is fully discharged; when SOC = 1, it means the battery is fully charged.

[0071] In this embodiment, the actual State of Charge (SOC) value of the target vehicle during its current driving process is obtained, and the system status of the navigation system in the target vehicle is detected. If the system status indicates that the navigation system is on and a destination has been set, the actual SOC value is compared with a first preset threshold. If the actual SOC is less than the first preset threshold, it is determined that the actual SOC meets the preset condition.

[0072] In this embodiment of the application, determining whether the actual SOC meets the preset conditions includes the following steps A1-A3:

[0073] Step A1: Detect the system status of the navigation system in the target vehicle.

[0074] In this embodiment, the purpose of detecting the system status of the navigation system in the target vehicle is to determine whether the navigation system is in a specific operating state, which is one of the important conditions for deciding whether to trigger the energy management strategy. First, a program for detecting the navigation system status can be installed or configured on the target vehicle. This program can be a standalone software module or part of the vehicle management system. Second, the program determines its operating state by receiving status signals from the navigation system. These signals can be system status signals within the software or obtained through communication with the navigation system's hardware or software interface. Third, based on the received signals, the program parses and judges them, which may involve logical processing and conditional judgments of the signals to determine the current operating state of the navigation system. Finally, after determining the navigation system's state, the program compares this state with preset conditions. The preset conditions can be: the navigation system is in an "operating state," indicating that the navigation system is turned on and a destination has been preset. The program outputs a result indicating whether the navigation system meets the preset operating state conditions. This result can be a logical value (e.g., yes / no, true / false) or more detailed descriptive information.

[0075] Step A2: If the system status is running, compare the actual SOC value with the first preset threshold. The running status means that the navigation system is turned on and the destination is set.

[0076] In this embodiment, the current actual SOC value can first be obtained from the vehicle's battery management system or related sensors. SOC (State of Charge) represents the battery's charging state, indicating the ratio of the battery's current remaining charge to its total charge. A first preset threshold is set based on the vehicle's characteristics and energy management requirements. This threshold serves as a reference point to determine whether the actual SOC value is below a preset range. The process of comparing the actual SOC value with the first preset threshold can be implemented using software algorithms, for example, by using conditional statements (if-else). Based on the comparison result, it is determined whether the actual SOC value is less than the first preset threshold. If so, it indicates that the current battery charge is low, meeting the conditions for triggering corresponding energy management measures.

[0077] Step A3: If the actual SOC is less than the first preset threshold, then the actual SOC is determined to meet the preset condition.

[0078] In this embodiment of the application, once it is determined that the actual SOC is less than the first preset threshold, it can be determined that the actual SOC meets the preset conditions, indicating that the vehicle's battery power is low and corresponding energy management measures need to be taken to ensure safe arrival at the destination.

[0079] The method provided in this application embodiment can ensure that the vehicle maintains a good operating state under various conditions through real-time SOC monitoring and corresponding energy management strategies. By detecting the system status of the navigation system in the target vehicle, and comparing the actual SOC value with a first preset threshold when the system status is running, it can effectively determine whether the actual SOC meets the preset conditions. This judgment method can detect the insufficient battery power of the vehicle in a timely manner during actual driving, thereby taking corresponding energy management strategies to extend the vehicle's driving range and improve the vehicle's energy utilization efficiency.

[0080] Step S12: If the actual SOC value meets the preset conditions, then based on the energy management strategy, determine the target congested road segment that the target vehicle needs to pass through in the future, and the target unobstructed road segment corresponding to the target congested road segment. The target unobstructed road segment is the unobstructed road segment that is located before the target congested road segment and is the closest to the target congested road segment.

[0081] In this embodiment, firstly, based on the navigation system, the target route from the target vehicle to its destination is queried, and the corresponding traffic information is obtained. The target route includes different types of original road segments, and the expected speed of the target vehicle passing through the original road segments is calculated based on the traffic information. Secondly, based on the expected speed, each original road segment is divided into different types of target road segment sets. These sets include congested road segment sets and unobstructed road segment sets, and the target congested road segments that the target vehicle will need to pass through in the future are determined from the congested road segment set. Finally, the target unobstructed road segments corresponding to the target congested road segments are obtained from the unobstructed road segment set.

[0082] In this embodiment of the application, the determination of the target congested road segment that the target vehicle needs to pass through in the future, and the target unobstructed road segment corresponding to the target congested road segment, based on the energy management strategy, includes the following steps B1-B4:

[0083] Step B1: Based on the navigation system, query the target route of the target vehicle to the destination and obtain the corresponding road condition information of the target route. The target route includes different types of original road segments.

[0084] In this embodiment, before querying the target route of the target vehicle to its destination and obtaining the corresponding traffic information, it is ensured that the navigation system is already enabled on the target vehicle, and the user has already entered the name, address, or other relevant information of the destination on the navigation system interface. The navigation system can query a suitable target route based on the input destination information. The target route can be based on map data and a predetermined algorithm to find the shortest, fastest, or most suitable path. During the route query process, the navigation system decomposes the route into different types of original road segments, such as road segments related to Street A, road segments related to Road B, etc. These original road segments constitute the entire driving route. In addition to the original road segment information, the navigation system also obtains real-time traffic information for each road segment, such as traffic congestion, road conditions, and traffic control measures.

[0085] Step B2: Calculate the expected speed of the target vehicle as it passes through the original road segment based on the road condition information.

[0086] In this embodiment, firstly, the state of each road segment is analyzed based on the acquired road condition information, such as congested or free-flowing conditions. The definition of the state depends on specific thresholds and conditions, such as vehicle speed and traffic flow. Secondly, based on the state of each road segment and the known length of the road segment, the expected traffic speed for each road segment can be calculated. For example, in a free-flowing state, vehicles can typically travel at a higher speed; while in a congested state, the speed will be significantly reduced.

[0087] Step B3: Divide each original road segment based on the expected traffic speed to obtain different types of target road segment sets, including congested road segment sets and unobstructed road segment sets.

[0088] In this embodiment, firstly, based on actual needs and road condition data, two thresholds are determined: threshold B and threshold C. Threshold B indicates that when the vehicle speed is below this value, even in a free-flowing state, it may be defined as congested; threshold C indicates that when the vehicle speed is above this value, even in a congested state, it may be defined as free-flowing. Secondly, based on the expected traffic speed and thresholds for each road segment, the state of the road segment is reassessed. Specifically: when the vehicle speed is less than threshold B, if the road segment was originally classified as free-flowing, it is redefined as congested; when the vehicle speed is greater than or equal to threshold C, if the road segment was originally classified as congested, it is redefined as free-flowing. Finally, after the above redefinition, each road segment is categorized into two different sets according to its state: a congested road segment set and a free-flowing road segment set. The congested road segment set contains all road segments redefined as congested. The free-flowing road segment set contains all road segments redefined as free-flowing.

[0089] Step B4: Determine the target congested road segment that the target vehicle needs to pass through from the congested road segment set, and obtain the target unobstructed road segment corresponding to the target congested road segment from the unobstructed road segment set.

[0090] In this embodiment, the target congested road segment can be any congested road segment in the set of congested road segments, and the target unobstructed road segment is the closest unobstructed road segment that precedes the target congested road segment. When the target vehicle travels to the closest unobstructed road segment before the target congested road segment, the corresponding SOC value can be increased to ensure that the target vehicle can pass through the congested road segment after the target unobstructed road segment using pure electric driving.

[0091] The method provided in this application adjusts the vehicle's operating mode or shuts down some energy-consuming devices before entering a congested road segment by using the current SOC value and energy management strategy, thereby reducing unnecessary energy consumption. By understanding the target congested and unobstructed road segments that the target vehicle will need to pass through in the future, it achieves accurate prediction of the vehicle's actual charging needs, ensuring sufficient energy supply during driving. By combining with the navigation system and energy management strategy, it provides users with more intelligent and convenient driving route planning.

[0092] Step S13: Obtain the first SOC increase value required for the target vehicle to pass through the target congested road segment, and the upper limit value of SOC for the target vehicle to pass through the target uncongested road segment.

[0093] In this embodiment of the application, the specific process of obtaining the first SOC increase value and the SOC upper limit value includes: obtaining the first road segment information of the target congested road segment and the second road segment information of the target unobstructed road segment; calculating the first SOC increase value required by the target vehicle in the target congested road segment based on the first road segment information; and calculating the SOC upper limit value of the target vehicle in the target unobstructed road segment based on the second road segment information.

[0094] In this embodiment of the application, step S13 specifically includes the following steps C1-C3:

[0095] Step C1: Obtain information on the first segment of the target congested road section and information on the second segment of the target uncongested road section.

[0096] In this embodiment of the application, the first road segment information of the target congested road segment and the second road segment information of the target unobstructed road segment can be obtained through the navigation system in the target vehicle. The first road segment information includes: a first estimated travel speed, a first estimated travel time, and a gradient, i.e., the estimated travel speed, travel time, and gradient of the congested road segment; the second road segment information includes: a second estimated travel speed and a second estimated travel time, i.e., the estimated travel speed and estimated travel time of the unobstructed road segment.

[0097] Step C2: Calculate the first SOC increase value required by the target vehicle in the target congested road segment based on the first road segment information.

[0098] In this embodiment of the application, before calculating the first SOC increase value required by the target vehicle in the target congested road segment, it is necessary to obtain the vehicle parameters of the target vehicle, specifically including: vehicle mass, vehicle coasting resistance, wheel rolling radius, air conditioning power consumption, total battery capacity, etc. After obtaining the vehicle parameters of the target vehicle, the first SOC increase value can be calculated based on the vehicle parameters and the first expected travel speed and first expected travel time in the first road segment information. The calculation process of the first SOC increase value is as follows:

[0099] First, based on the vehicle's mass, rolling resistance, wheel rolling radius, first expected travel speed, and air conditioning power consumption, the steady-state power demand for the target congested road segment is calculated. The specific formula for calculating the steady-state power demand is as follows:

[0100] P i =(F 阻 +mgα)RV1+P 空

[0101] Among them, P i The steady-state power demand for the target congested road segment; F 阻 The drag force is the total sliding resistance of the vehicle, obtained from the reverse drag of the hub; m is the total mass of the vehicle; g is the acceleration due to gravity, a constant of approximately 9.81 m / s². 2α is the gradient of the target congested road segment; R is the wheel rolling radius; V1 is the first estimated speed, i.e., the estimated speed of the congested road segment; P 空 This refers to the power consumption of the air conditioner.

[0102] Secondly, based on the steady-state power demand of the target congested road segment and the first estimated travel time, the energy required for the target vehicle to travel on the target congested road segment in pure electric mode is calculated. The specific formula for calculating the energy required for pure electric driving is as follows:

[0103] W i =P i T1

[0104] Among them, W i Energy required for pure electric driving; P i T1 represents the steady-state power demand of the target congested road segment; T1 congestion represents the first estimated travel time, i.e., the estimated travel time of the congested road segment.

[0105] Finally, the first SOC increase is calculated based on the energy required for the target vehicle to travel on the target congested road segment in pure electric mode and the total battery capacity. The specific formula for calculating the first SOC increase is as follows:

[0106]

[0107] Wherein, SOC(i) is the first SOC increment, i.e., the SOC increment required for the target vehicle in the target congested road segment; W i γ represents the energy required for pure electric driving; γ represents the total battery capacity.

[0108] Step C3: Calculate the upper limit of SOC for the target vehicle on the target unobstructed road segment based on the second road segment information.

[0109] In this embodiment of the application, before calculating the upper limit of SOC for the target vehicle on the target unobstructed road segment, it is necessary to obtain the engine speed and engine torque allowed by NVH for the target vehicle. After obtaining the engine speed and engine torque allowed by NVH, the upper limit of SOC can be calculated based on the total battery charge, the engine speed allowed by NVH, the engine torque allowed by NVH, and the second estimated travel time in the second road segment information. The formula for calculating the upper limit of SOC is as follows:

[0110]

[0111] Wherein, SOC upper limit (i) is the upper limit value of SOC, that is, the upper limit value of SOC of the target vehicle on the target unobstructed road section; ω is the engine speed allowed by NVH; τ is the engine torque allowed by NVH; and γ is the total battery charge.

[0112] It should be noted that NVH (Noise, Vibration, Harshness) is an abbreviation for noise, vibration, and ride comfort, used to measure the quality of automobile manufacturing and is a direct reflection of passenger comfort. The permissible engine speed and torque range for NVH refers to the range of engine speeds and torques that ensure the vehicle's noise, vibration, and ride comfort (harshness) are within acceptable limits.

[0113] The relationship between permissible engine speed and vehicle speed for NVH (Noise, Vibration, and Harshness) is determined by measuring and evaluating the vehicle's noise and vibration levels at specific vehicle speeds, such as... Figure 2 and Figure 3 As shown, the relationship between the permissible engine speed and vehicle speed for NVH is non-linear because the characteristics of components such as the vehicle's transmission system and tires affect this relationship. Furthermore, the relationship between the permissible engine speed and vehicle speed for NVH can also be influenced by other factors, such as road conditions, vehicle load, tire pressure, and temperature.

[0114] The method provided in this application can precisely control the energy use of a vehicle by acquiring the State of Charge (SOC) changes of the target vehicle in congested and uncongested road sections. In congested road sections, energy consumption can be adjusted based on a first SOC increase to maintain a stable SOC value. In uncongested road sections, energy recovery or replenishment can be adjusted based on the upper limit of SOC to ensure that the set upper limit is not exceeded. By precisely controlling the SOC value and optimizing the charging strategy, it can be ensured that the vehicle always maintains a sufficient energy supply during driving, avoiding the impact on vehicle performance due to insufficient battery power.

[0115] Step S14: Adjust the operating state of the engine of the target vehicle according to the first SOC increase value and the SOC upper limit value.

[0116] In this embodiment, a first comparison result is obtained by comparing the first SOC increase value with the SOC upper limit value; if the first comparison result is that the first SOC increase value is less than or equal to the SOC upper limit value, then the first SOC increase value is determined as the target SOC value; if the first comparison result is that the first SOC increase value is greater than the SOC upper limit value, then the SOC upper limit value is determined as the target SOC value; a second comparison result is obtained by comparing the target SOC value with the actual SOC value; and the operating state of the engine of the target vehicle is adjusted based on the second comparison result.

[0117] In this embodiment of the application, step S14 specifically includes the following steps D1-D4:

[0118] Step D1: Compare the first SOC increase value with the SOC upper limit value to obtain the first comparison result.

[0119] In the embodiments of this application, comparing the first SOC increase value with the SOC upper limit value can help us understand the energy demand of the vehicle and the battery storage capacity when passing through the target congested road segment in pure electric mode. Based on the comparison results, appropriate strategies can be adopted to optimize the energy management of the vehicle and improve fuel economy.

[0120] Step D2: Determine the target SOC value of the target vehicle on the target unobstructed road section based on the first comparison result.

[0121] In this embodiment of the application, step D2 specifically includes: if the first comparison result is that the first SOC increase is less than or equal to the upper limit of SOC, then the first SOC increase is determined as the target SOC value; if the first comparison result is that the first SOC increase is greater than the upper limit of SOC, then the upper limit of SOC is determined as the target SOC value.

[0122] In this application embodiment, the first comparison result may include the following three cases:

[0123] Scenario 1: The initial SOC increase is less than the upper limit of SOC. This indicates that in pure electric mode, the target vehicle can fully meet the energy requirements for traversing the target congested road segment, and there is still battery power remaining. In this case, the vehicle can continue to operate in pure electric mode while maintaining good fuel economy and emissions performance.

[0124] Scenario 2: The first SOC increase equals the upper limit of SOC: This indicates that in pure electric mode, the energy required for the target vehicle to pass through the target congested road segment is equal to the total battery capacity, with no remaining capacity. In this case, the vehicle can pass through the target congested road segment in pure electric mode, but the battery's state of charge needs to be monitored to avoid over-discharge.

[0125] Scenario 3: First SOC increase exceeds the SOC upper limit: This indicates that in pure electric mode, the energy required for the target vehicle to pass through the target congested road segment exceeds the total battery capacity. In this case, the vehicle needs to add the excess energy demand to the preceding congested road segment. If the SOC increase in the uncongested road segment before the preceding congested segment still exceeds the SOC upper limit, then a hybrid or fuel mode should be considered to pass through the target congested road segment to meet energy demand and maintain vehicle performance.

[0126] In this embodiment of the application, if the first comparison result is that the first SOC increase value is greater than the SOC upper limit value, the method further includes: calculating the difference between the SOC upper limit value and the target SOC value; obtaining the second SOC increase value of the previous congested road segment of the target congested road segment; calculating the sum between the difference and the second SOC increase value, and using the sum value as the SOC increase value of the previous unobstructed road segment of the target unobstructed road segment.

[0127] As an example, such as Figure 4 As shown, assuming the target congested segment is the i-th congested segment and the target unobstructed segment is the (i-1)-th unobstructed segment, the first SOC increase value for the i-th congested segment is calculated to be 90, and the upper limit of the SOC for the (i-1)-th unobstructed segment is 80. Comparing these values, the first SOC increase value for the i-th congested segment is greater than the upper limit of the SOC for the (i-1)-th unobstructed segment. Therefore, the target SOC value for the i-th congested segment is determined to be 80, and the difference between the first SOC increase value and the target SOC value is calculated as: 90 - 80 = 10. After obtaining the difference, the second SOC increase value for the (i-2)-th congested segment is obtained as 60. The sum of the difference and the second SOC increase value is calculated as: 10 + 60 = 70, and this sum is used as the SOC increase value for the (i-3)-th unobstructed segment.

[0128] Step D3: Compare the target SOC value with the actual SOC value to obtain the second comparison result.

[0129] In this embodiment, the second comparison result may include: if the target SOC value is greater than the actual SOC value, it indicates that the vehicle's battery power is insufficient to meet the target demand, and the engine's operating state and output need to be adjusted. If the target SOC value is less than or equal to the actual SOC value, it indicates that the vehicle's battery power just meets the target demand, and the target vehicle can continue to operate in pure electric mode.

[0130] Step D4: Adjust the operating state of the target vehicle's engine based on the second comparison result.

[0131] In this embodiment, if the target SOC value is less than or equal to the actual SOC value, the engine of the target vehicle is adjusted to a stopped state and driven in pure electric mode on the target congested road section; if the target SOC value is greater than the actual SOC value, the engine of the target vehicle is adjusted to a started state so that the engine supplies the insufficient power to ensure the normal driving of the vehicle on the target congested road section.

[0132] The method provided in this application can accurately determine the amount of energy required by a vehicle on a target unobstructed road segment by comparing a first SOC increase value with a SOC upper limit value. When the first SOC increase value is greater than the SOC upper limit value, setting the SOC upper limit value as the target SOC value can avoid energy waste caused by overcharging. When the first comparison result is that the first SOC increase value is greater than the SOC upper limit value, by calculating the difference and adding it to the second SOC increase value of the previous congested road segment, more energy can be flexibly allocated to the previous unobstructed road segment to ensure that the vehicle can pass through the next road segment smoothly. By comparing the target SOC value and the actual SOC value, insufficient energy can be detected in time, and the engine's working state can be adjusted to supplement energy, ensuring that the vehicle always maintains a sufficient energy supply during driving.

[0133] In this embodiment of the application, after adjusting the working state of the engine of the target vehicle to the start state, the method further includes: obtaining the drive power, optimal power point and NVH allowable power of the target vehicle; and comparing the drive power, optimal power point and NVH allowable power.

[0134] It should be noted that driving power refers to the power required for vehicle operation, which depends on the vehicle's rolling resistance, speed, and the selected gear or mode. The optimal power point typically refers to the maximum power that the engine or motor can provide under specific operating conditions. NVH permissible power refers to the highest power at which the engine or motor can safely operate while meeting noise, vibration, and harshness (NVH) requirements. The formula for calculating NVH permissible power is as follows:

[0135]

[0136] Among them, P NVH ω is the engine power allowed by NVH; τ is the engine speed allowed by NVH; and τ is the engine torque allowed by NVH.

[0137] In this application embodiment, the comparison results of drive power, optimal power point, and NVH allowable power include the following three cases:

[0138] Case 1: If the driving power is less than or equal to the optimal power point, the engine of the target vehicle will operate at the optimal speed and optimal torque corresponding to the optimal power point.

[0139] Scenario 2: If the driving power is greater than the optimal power point but less than the NVH allowable power, the engine of the target vehicle will operate at the speed and torque determined by the driving power and the optimal fuel consumption point.

[0140] Case 3: If the driving power is greater than or equal to the NVH allowable power, the engine of the target vehicle will operate at the NVH speed and NVH torque operating point.

[0141] As an example, suppose a target vehicle has an optimal power point (OPP) of 100 hp, an optimal engine speed of 3000 rpm, and an optimal torque of 150 lb-ft. The NVH-allowed power range is below 200 hp. Scenario 1: Assuming the vehicle's drive power requirement is 80 hp, which is less than or equal to the OPP, the engine will operate at 3000 rpm and 150 lb-ft of torque. Scenario 2: Assuming the vehicle's drive power requirement is 120 hp, which is greater than the OPP but less than the NVH-allowed power range, the engine will operate at the speed and torque determined by the drive power requirement and optimal fuel economy. Scenario 3: Assuming the vehicle's drive power requirement is 220 hp, which is greater than or equal to the NVH-allowed power range, the engine will operate at the NVH-allowed speed and torque points to avoid exceeding the NVH-allowed power range.

[0142] The method provided in this application embodiment can determine the optimal operating point of the engine by comparing the driving power, the optimal power point, and the NVH allowable power, thereby making more efficient use of energy; adjusting the engine operating state can improve the vehicle's power performance and driving experience, making driving smoother and more comfortable; by ensuring that the engine operates at the NVH speed and NVH torque operating points, vehicle noise and vibration can be reduced, and ride comfort can be improved.

[0143] Figure 5 This is a flowchart of another vehicle-based battery energy control method according to an embodiment of the present invention, such as... Figure 5 As shown, the method includes:

[0144] Step 1: Detect the system status and actual SOC of the navigation system in the target vehicle;

[0145] Step 2: Determine whether the system status and actual SOC meet the second preset condition. If yes, proceed to step 3; otherwise, proceed to step 1.

[0146] Step 3: Based on the navigation system, query the target route of the target vehicle to its destination, as well as the corresponding traffic information for the target route;

[0147] Step 4: Divide the target route into multiple original road segments and calculate the expected speed of the target vehicle passing through the original road segments;

[0148] Step 5: Based on the expected traffic speed, the original road segments are re-divided to obtain the set of congested road segments and the set of uncongested road segments;

[0149] Step 6: Determine the target congested road segment that the target vehicle needs to pass through in the future, as well as the target unobstructed road segment that is located before and closest to the target congested road segment;

[0150] Step 7: Obtain information on the first segment of the target congested road section and the second segment of the target uncongested road section;

[0151] Step 8: Calculate the SOC increase required for the target vehicle on the target congested road segment, and the upper limit of SOC for the target uncongested road segment;

[0152] Step 9: Adjust the operating state of the target vehicle's engine based on the first SOC increase value and the SOC upper limit value.

[0153] Figure 6 This is a flowchart of another vehicle-based battery energy control method according to an embodiment of the present invention, such as... Figure 6 As shown, the method includes:

[0154] Step 10: Compare the first SOC increase with the SOC upper limit;

[0155] Step 11: If the first SOC increase is less than or equal to the upper limit of SOC, then the first SOC increase is determined as the target SOC value.

[0156] Step 12: If the first SOC increase value > the upper limit value of SOC, then the upper limit value of SOC is determined as the target SOC value;

[0157] Step 13: Compare the target SOC value with the actual SOC value;

[0158] Step 14: If the target SOC value is less than or equal to the actual SOC value, then adjust the engine's operating state to the shutdown state.

[0159] Step 15: If the target SOC value is greater than the actual SOC value, then adjust the engine's operating state to start state.

[0160] This embodiment provides a vehicle-based battery energy control device, such as... Figure 7 As shown, it includes:

[0161] The acquisition module 71 is used to acquire the actual SOC value of the target vehicle during its current driving process and determine whether the actual SOC meets the preset conditions, wherein the preset conditions are used to trigger the energy management strategy of the target vehicle.

[0162] The determination module 72 is used to determine, based on the energy management strategy, the target congested road segment that the target vehicle needs to pass through in the future, and the target unobstructed road segment corresponding to the target congested road segment, if the actual SOC value meets the preset conditions. The target unobstructed road segment is the unobstructed road segment that is located before the target congested road segment and is closest to the target congested road segment.

[0163] The calculation module 73 is used to obtain the first SOC increase value required for the target vehicle to pass through the target congested road section, and the upper limit value of SOC for the target vehicle to pass through the target uncongested road section;

[0164] The control module 74 is used to adjust the operating state of the engine of the target vehicle according to the first SOC increment and the SOC upper limit.

[0165] In this embodiment of the application, the device further includes: a comparison module, used to obtain the drive power, optimal power point, and NVH allowable power of the target vehicle; compare the drive power, optimal power point, and NVH allowable power; if the drive power is less than or equal to the optimal power point, the engine of the target vehicle operates at the optimal speed and optimal torque corresponding to the optimal power point; if the drive power is greater than the optimal power point but less than the NVH allowable power, the engine of the target vehicle operates at the speed and torque determined by the drive power and the optimal fuel consumption point; if the drive power is greater than or equal to the NVH allowable power, the engine of the target vehicle operates at the operating point of NVH speed and NVH torque.

[0166] In this embodiment of the application, the calculation module is used to calculate the difference between the upper limit of SOC and the target SOC value; obtain the second SOC increase value of the previous congested road segment of the target congested road segment; calculate the sum between the difference and the second SOC increase value, and use the sum value as the SOC increase value of the previous uncongested road segment of the target uncongested road segment.

[0167] In this embodiment of the application, the acquisition module 71 is used to detect the system status of the navigation system in the target vehicle; if the system status is running, the actual SOC value is compared with a first preset threshold, wherein the running status is that the navigation system is turned on and the destination is set; if the actual SOC is less than the first preset threshold, it is determined that the actual SOC meets the preset condition.

[0168] In this embodiment, the determining module 72 is used to query the target route of the target vehicle to its destination based on the navigation system, and obtain the traffic information corresponding to the target route. The target route includes different types of original road segments. The module calculates the expected speed of the target vehicle passing through the original road segments based on the traffic information. Based on the expected speed, the module divides each original road segment into different types of target road segment sets. The different types of road segment sets include congested road segment sets and unobstructed road segment sets. The module determines the target congested road segments that the target vehicle needs to pass through in the future from the congested road segment set, and obtains the target unobstructed road segments corresponding to the target congested road segments from the unobstructed road segment set.

[0169] In this embodiment of the application, the calculation module 73 is used to obtain first road segment information of the target congested road segment and second road segment information of the target unobstructed road segment; calculate the first SOC increase value required by the target vehicle in the target congested road segment based on the first road segment information; and calculate the upper limit value of the SOC of the target vehicle in the target unobstructed road segment based on the second road segment information.

[0170] In this embodiment, the control module 74 is used to compare the first SOC increase value and the SOC upper limit value to obtain a first comparison result; determine the target SOC value of the target vehicle on the target unobstructed road section based on the first comparison result; compare the target SOC value and the actual SOC value to obtain a second comparison result; and adjust the working state of the engine of the target vehicle based on the second comparison result.

[0171] In this embodiment of the application, the control module 74 is used to determine the first SOC increase value as the target SOC value if the first comparison result is that the first SOC increase value is less than or equal to the upper limit value of SOC; and to determine the upper limit value of SOC as the target SOC value if the first comparison result is that the first SOC increase value is greater than the upper limit value of SOC.

[0172] In this embodiment of the application, the control module 74 is used to adjust the working state of the target vehicle engine to a stopped state if the second comparison result is that the target SOC value is less than or equal to the actual SOC value; and to adjust the working state of the target vehicle engine to a started state if the second comparison result is that the target SOC value is greater than the actual SOC value.

[0173] Please see Figure 8 , Figure 8 This is a schematic diagram of the structure of an electronic device provided in an optional embodiment of the present invention, such as... Figure 8 As shown, the electronic device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise as required. The processors can process instructions executed within the electronic device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple electronic devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system).

[0174] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0175] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0176] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the electronic device as displayed on a mini-program landing page. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories can be connected to the electronic device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0177] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0178] The electronic device also includes a communication interface 30 for communicating with other devices or communication networks.

[0179] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0180] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle-based battery energy control method, characterized in that, include: Obtain the actual SOC value of the target vehicle during its current driving process, and determine whether the actual SOC meets a preset condition, wherein the preset condition is used to trigger the energy management strategy of the target vehicle; If the actual SOC value meets the preset conditions, then based on the energy management strategy, the target congested road segment that the target vehicle needs to pass through in the future, and the target unobstructed road segment corresponding to the target congested road segment are determined, wherein the target unobstructed road segment is the unobstructed road segment located before the target congested road segment and the closest to the target congested road segment; Obtain the first SOC increase value required for the target vehicle to pass through the target congested road section, and the upper limit value of SOC for the target vehicle to pass through the target uncongested road section; The operating state of the engine of the target vehicle is adjusted according to the first SOC increase value and the SOC upper limit value; The step of adjusting the engine operating state of the target vehicle based on the first SOC increase value and the SOC upper limit value includes: comparing the first SOC increase value and the SOC upper limit value to obtain a first comparison result; determining the target SOC value of the target vehicle in the target unobstructed road section based on the first comparison result; comparing the target SOC value and the actual SOC value to obtain a second comparison result; and adjusting the engine operating state of the target vehicle based on the second comparison result. The step of determining the target SOC value of the target vehicle in the target unobstructed road section based on the first comparison result includes: if the first comparison result is that the increase in the first SOC is less than or equal to the upper limit of the SOC, then the increase in the first SOC is determined as the target SOC value; if the first comparison result is that the increase in the first SOC is greater than the upper limit of the SOC, then the upper limit of the SOC is determined as the target SOC value. If the first comparison result shows that the first SOC increase value is greater than the SOC upper limit value, the method further includes: calculating the difference between the SOC upper limit value and the target SOC value; obtaining the second SOC increase value of the previous congested road segment of the target congested road segment; calculating the sum between the difference and the second SOC increase value, and using the sum value as the SOC increase value of the previous unobstructed road segment of the target unobstructed road segment.

2. The method according to claim 1, characterized in that, Determining whether the actual SOC meets the preset conditions includes: Detect the system status of the navigation system in the target vehicle; If the system status is running, then compare the actual SOC value with the first preset threshold, wherein the running status is when the navigation system is turned on and the destination is set; If the actual SOC is less than the first preset threshold, then the actual SOC is determined to meet the preset condition.

3. The method according to claim 2, characterized in that, The step of determining the target congested road segments that the target vehicle needs to pass through in the future, and the target unobstructed road segments corresponding to the target congested road segments, based on the energy management strategy, includes: Based on the navigation system, the target route of the target vehicle to the destination is queried, and the traffic information corresponding to the target route is obtained, wherein the target route includes different types of original road segments; Calculate the expected speed of the target vehicle as it passes through the original road segment based on the road condition information; Based on the estimated traffic speed, each of the original road segments is divided to obtain different types of target road segment sets, wherein the different types of road segment sets include congested road segment sets and unobstructed road segment sets; The target congested road segment that the target vehicle needs to pass through in the future is determined from the set of congested road segments, and the target unobstructed road segment corresponding to the target congested road segment is obtained from the set of unobstructed road segments.

4. The method according to claim 1, characterized in that, The step of obtaining the first SOC increase value required for the target vehicle to pass through the target congested road segment, and the upper limit value of the SOC for the target vehicle to pass through the target uncongested road segment, includes: Obtain information on the first segment of the target congested road section and information on the second segment of the target uncongested road section; Calculate the first SOC increase value required by the target vehicle in the target congested road segment based on the first road segment information; The upper limit of SOC for the target vehicle in the target unobstructed road section is calculated based on the second road section information.

5. The method according to claim 1, characterized in that, Adjusting the engine operating state of the target vehicle based on the second comparison result includes: If the second comparison result is that the target SOC value is less than or equal to the actual SOC value, then the engine operating state of the target vehicle is adjusted to a shutdown state. If the second comparison result shows that the target SOC value is greater than the actual SOC value, then the engine operating state of the target vehicle is adjusted to the start state.

6. The method according to claim 5, characterized in that, After adjusting the engine operating state of the target vehicle to the start state, the method further includes: Obtain the drive power, optimal power point, and NVH allowable power of the target vehicle; Compare the drive power, the optimal power point, and the allowable NVH power; If the driving power is less than or equal to the optimal power point, the engine of the target vehicle operates at the optimal speed and optimal torque corresponding to the optimal power point; If the driving power is greater than the optimal power point and less than the NVH allowable power, then the engine of the target vehicle operates at the speed and torque determined by the driving power and the optimal fuel consumption point. If the driving power is greater than or equal to the NVH allowable power, then the engine of the target vehicle operates at the NVH speed and NVH torque operating point.

7. A vehicle-based battery energy control device, characterized in that, The device includes: The acquisition module is used to acquire the actual SOC value of the target vehicle during its current driving process and determine whether the actual SOC meets a preset condition, wherein the preset condition is used to trigger the energy management strategy of the target vehicle. The determination module is used to determine, based on the energy management strategy, the target congested road segment that the target vehicle needs to pass through in the future, and the target unobstructed road segment corresponding to the target congested road segment, if the actual SOC value meets the preset conditions. The target unobstructed road segment is the unobstructed road segment that is located before the target congested road segment and is closest to the target congested road segment. The calculation module is used to obtain the first SOC increase value required for the target vehicle to pass through the target congested road section, and the upper limit value of SOC for the target vehicle to pass through the target uncongested road section; The control module is used to adjust the operating state of the engine of the target vehicle according to the first SOC increment value and the SOC upper limit value; The control module is specifically used to compare the first SOC increase value with the SOC upper limit value to obtain a first comparison result; determine the target SOC value of the target vehicle in the target unobstructed road section based on the first comparison result; compare the target SOC value with the actual SOC value to obtain a second comparison result; and adjust the working state of the engine of the target vehicle based on the second comparison result. The step of determining the target SOC value of the target vehicle in the target unobstructed road section based on the first comparison result includes: if the first comparison result is that the increase in the first SOC is less than or equal to the upper limit of the SOC, then the increase in the first SOC is determined as the target SOC value; if the first comparison result is that the increase in the first SOC is greater than the upper limit of the SOC, then the upper limit of the SOC is determined as the target SOC value. If the first comparison result shows that the first SOC increase value is greater than the SOC upper limit value, calculate the difference between the SOC upper limit value and the target SOC value; obtain the second SOC increase value of the previous congested road segment of the target congested road segment; calculate the sum between the difference and the second SOC increase value, and use the sum value as the SOC increase value of the previous unobstructed road segment of the target unobstructed road segment.

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