A soc lower limit control method for a range extended vehicle

Abstract

This invention provides a method for controlling the lower limit of State of Charge (SOC) for range-extended electric vehicles. The method includes the following steps: (1) analyzing the vehicle's usage patterns and / or usage habits; (2) lowering the lower limit of SOC for vehicles with good usage patterns and / or good usage habits. This invention scores the vehicle's usage patterns and / or usage habits over a recent period, lowering the lower limit of SOC for vehicles with good usage patterns and / or good usage habits. This expands the scope of SOC usage, increasing the driving range while minimizing the risks caused by excessively low SOC.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of power control, and provides an SOC lower limit control method for a range-extended vehicle. BACKGROUND

[0002] Plug-in hybrid electric vehicles / range-extended vehicles are increasingly common. The vehicle can use pure electric driving or fuel-driven driving. According to big data statistics, the range-extended vehicle with a pure electric cruising range of more than 120 km is mostly used for pure electric driving in daily commuting and urban working conditions. However, the vehicle with a pure electric cruising range of 50-80 km will need to frequently charge at a charging post if it is selected for pure electric driving, and thus the user will reduce the frequency of pure electric driving and will more likely choose fuel-driven driving to reduce the charging frequency.

[0003] In the existing control strategy of the range-extended vehicle, the SOC lower limit of the vehicle is usually set to be high. When the power of the vehicle is higher than the SOC lower limit, the vehicle can drive by pure electricity. When the current power is lower than the SOC lower limit, the vehicle can only drive by fuel-driven power generation. In this way, in the case that the vehicle cannot be timely charged, the power battery will not be damaged due to the low power. Although this is beneficial to the protection of the power battery, it greatly reduces the pure electric cruising range.

[0004] Therefore, how to maximize the use range of the battery SOC of the range-extended vehicle and thus increase the cruising range is of great significance. SUMMARY

[0005] In view of this, the present application provides an SOC lower limit control method for a range-extended vehicle, which aims to improve the use range of the SOC and maximize the avoidance of the low power SOC.

[0006] Specifically, the technical scheme includes the following:

[0007] On the one hand, the present application provides an SOC lower limit control method for a range-extended vehicle, which includes the following steps:

[0008] (1) analyzing the vehicle driving regularity and / or driving habit;

[0009] (2) reducing the SOC lower limit value of the vehicle with good driving regularity and / or driving habit.

[0010] In some embodiments of the present application, the driving regularity analysis method is specifically as follows:

[0011] (11) collecting the driving information in the recent period of time;

[0012] (12) scoring the volatility of each use data in the use information;

[0013] (13) giving each use information a weight, calculating the sum of the product of the volatility score of each use data and the weight value of the corresponding weight, which is the score of the use regularity.

[0014] In some embodiments of the present application, after collecting the use information in the recent period of time, the use time in the use information is used to divide the use information into weekday use information and non-weekday use information;

[0015] The weekday use regularity score is obtained based on the weekday use information, and the weekday use regularity score is grouped as the use regularity score of the vehicle in the recent period of time

[0016] Or, the weekday use regularity score is fused with the non-weekday use regularity score to finally obtain the use regularity score of the vehicle in the recent period of time.

[0017] In some embodiments of the present application, the use information includes use time and vehicle trajectory data, including daily driving mileage, vehicle position, charging position and weekly driving mileage.

[0018] In some embodiments of the present application, after obtaining the score of each information in the use regularity, a score matrix M1 is formed, a weight vector M2 is formed based on the weight value of each information in the use regularity, and a score M3 of the use regularity is obtained based on the score matrix M1 and the weight vector M2.

[0019] In some embodiments of the present application, the use information includes non-continuous numerical data, and the vehicle position and the charging position are non-continuous numerical data.

[0020] For non-continuous numerical data, the position with the highest frequency of occurrence at a set time point in the recent period of time is taken as the center position, and the greater the distance from the center position, the lower the corresponding score.

[0021] In some embodiments of the present application, the use information includes continuous numerical data, and the daily driving mileage and the weekly driving mileage are continuous numerical data. The score is calculated by calculating the numerical volatility, which is as follows:

[0022] (a) calculating the average value N1 of the use information in the current recent n days;

[0023] (b) calculating the average value N2 of the use information in the current recent (n-a) days;

[0024] (c) calculating the difference between the average value N1 and the average value N2, and the greater the difference, the lower the score.

[0025] In some embodiments of the present application, the driving habit of the vehicle is scored based on the driving habit data in the recent period, wherein the driving habit data includes: the accelerator signal, the SOC use range and the charging regularity.

[0026] In some embodiments of the present application, the lower the accelerator signal change rate is, the higher the corresponding score is; the larger the SOC use range is, the higher the corresponding score is; the better the charging regularity is, the higher the corresponding score is.

[0027] In some embodiments of the present application, if the driving regularity score and the driving habit score of the vehicle are obtained at the same time, the comprehensive score of the two is formed based on the weight of the driving regularity score and the driving habit score, and the adjustment method of the SOC lower limit value based on the comprehensive score is as follows:

[0028] When the comprehensive score is greater than or equal to a set score threshold F1, the SOC lower limit value is set to A% of the original SOC lower limit value;

[0029] When the comprehensive score is greater than or equal to a set score threshold F2 and less than the score threshold F1, the SOC lower limit value is set to B% of the original SOC lower limit value;

[0030] When the comprehensive score is greater than or equal to a set score threshold F3 and less than the score threshold F2, the SOC lower limit value is set to C% of the original SOC lower limit value;

[0031] When the comprehensive score is less than the set score threshold F3, the SOC lower limit value is set to the original SOC lower limit value;

[0032] Wherein, the score threshold F1 is greater than the score threshold F2, the score threshold F2 is greater than the score threshold F3, and the value C is greater than the value B, and the value B is greater than the value A.

[0033] The present application scores the driving regularity and / or driving habit of the vehicle in the recent period, and lowers the SOC lower limit value of the vehicle with good driving regularity and / or driving habit, thereby improving the use range of the SOC, increasing the power endurance mileage, and reducing the risk caused by the low power SOC as much as possible. In addition, the user can enter or exit the super economy mode according to the own demand, and the acceleration ability demand of the user can be well met. BRIEF DESCRIPTION OF DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creating laborious work.

[0035] Figure 1 The flowchart of the SOC lower limit control method of the extended-range vehicle provided in the embodiment of the present application;

[0036] Figure 2 The flowchart of the SOC lower limit adjustment method based on the score provided in the embodiment of the present application;

[0037] The specific embodiments of the present application have been shown in the above-described drawings, and will be described in more detail hereinafter. The drawings and the written description are not intended to limit the scope of the present application in any way, but to explain the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0038] The technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without any creative work fall within the scope of protection of the present application.

[0039] Unless otherwise defined, all the technical terms used in the embodiments of the present application have the same meanings as commonly understood by those skilled in the art.

[0040] Figure 1 The flowchart of the SOC lower limit control method of the extended-range vehicle provided in the embodiment of the present application, which comprises the following steps:

[0041] (1) analyzing the vehicle usage regularity;

[0042] (2) reducing the SOC lower limit value of the vehicle with good usage regularity. The vehicle with good usage regularity usually charges the power battery regularly, and thus the SOC lower limit value can be appropriately reduced in proper amount to increase the cruising range of the vehicle.

[0043] In the embodiment of the present application, the daily vehicle usage information of the vehicle in the recent period of time is read, the recent vehicle usage regularity is scored according to the read vehicle usage information, and the high score indicates that the current vehicle usage regularity is good. The vehicle usage information includes the vehicle usage time and the vehicle trajectory data, such as the daily driving distance, the vehicle position, the charging position and the weekly driving distance, and the analysis method of the vehicle usage regularity is as follows:

[0044] (11) collecting the above-mentioned vehicle usage information in the recent period of time;

[0045] (12) scoring the fluctuation of each item of vehicle usage data in the above-mentioned vehicle usage information;

[0046] (13) The weight of each vehicle data is given, and the sum of the product of the volatility score of each vehicle data and the weight value of the corresponding weight is calculated, that is, the score of the vehicle regularity, the higher the score, the better the vehicle regularity.

[0047] In the embodiment of the application, since there is a certain difference between the vehicle regularity on non-working days and the vehicle regularity on working days, after collecting the vehicle information in the recent period of time, the vehicle information is divided into vehicle information on working days and vehicle information on non-working days according to the vehicle time in the vehicle information. The vehicle is in working days most of the time, therefore, only the vehicle regularity score is calculated based on the vehicle information on working days, or the vehicle regularity on working days is scored based on the vehicle information on working days, the vehicle regularity on non-working days is scored based on the vehicle information on non-working days, and finally the vehicle regularity score is obtained by fusing the vehicle regularity score on working days and the vehicle regularity score on non-working days.

[0048] The volatility score of each vehicle data is described below. The above vehicle information is divided into continuous numerical data and non-continuous numerical data. The vehicle position and the charging position are non-continuous numerical data, and the daily mileage and the weekly mileage are continuous numerical data.

[0049] For non-continuous numerical data, the table MAP method is used to score. The scoring method of non-continuous numerical data is described below taking the vehicle position as an example, as follows:

[0050] The position with the highest frequency at the set time point in the recent period of time is taken as the center position. The greater the distance from the center point, the lower the score of the corresponding position, and thus the score of the vehicle position of each day in the recent period of time is determined. Table 1 takes the vehicle position with the highest frequency at a certain time point in the early morning in the recent period of time as the center position, as follows:

[0051] Table 1: Score table of vehicle position

[0052]

[0053] For continuous numerical data, the score is calculated by calculating the numerical volatility. The specific scoring criteria are as follows:

[0054] (a) Calculate the average value N1 of the vehicle information in the current recent n days;

[0055] (b) Calculate the average value N2 of the vehicle information in the current recent (n-a) days;

[0056] (c) Calculate the difference between the average value N1 and the average value N2. The greater the difference, the lower the score.

[0057] When the above difference is greater than the set difference b, the score will be set to the lowest value and the score will be set to 1.

[0058] When the above difference is greater than the set difference c, the score will be set to moderate and the score will be set to 2.

[0059] When the above difference is greater than the set difference d, the score will be set to the highest level, and the score will be set to 3.

[0060] Wherein, the set difference b is greater than the set difference c, and the set difference c is greater than the set difference d, such as... Figure 2 As shown.

[0061] After obtaining scores for the various information related to vehicle usage patterns, a scoring matrix M1 = [AB CDE] is formed. A weight vector M2 [Fa Fb Fc Fd Fe] is formed based on the weight values ​​of each information item in the vehicle usage patterns. Based on the scoring matrix M1 and the weight vector M2, the score M3 for the vehicle usage patterns is obtained, M3 = M1 * M2. T .

[0062] In this embodiment of the invention, the driving habits of drivers are further analyzed, and the lower limit of the State of Charge (SOC) of vehicles with good driving habits is lowered. Vehicles with good driving habits can usually charge the power battery in a timely manner and do not require high acceleration. Therefore, the lower limit of the SOC can be appropriately reduced to increase the vehicle's driving range.

[0063] In this embodiment of the invention, daily driving habit data of the vehicle in recent times is read, and the read driving habit data is scored. A high score indicates that the vehicle's current driving habits are good. The driving habit data includes throttle signal, SOC range (from the highest battery level to the lowest battery level, where the lowest battery level is the battery level when switching to fuel), and charging regularity.

[0064] Regarding the throttle signal, the lower the rate of change of the throttle signal, the higher the score; regarding the SOC usage range, the larger the SOC usage range, the higher the score; regarding the charging pattern, the better the charging pattern, the higher the score. The charging pattern in this invention refers to the regularity of the interval time between each charge, as shown in Table 2. Table 2 is detailed below:

[0065] Table 2 Evaluation Form for Car Usage Habits

[0066]

[0067] After obtaining scores for each item in the aforementioned driving habits, a scoring matrix M4 = [FGH] is formed. A weight vector M5 [Ff Fg Fh] is formed based on the weight values ​​of each item in the driving habits. Based on the scoring matrix M4 and the weight vector M5, a driving habit score M6 is obtained, where M6 = M4 * M5. T.

[0068] Of course, since the vehicle use habit on non-working days may be different from that on working days, the collected vehicle use habit information in the recent period is divided into working day vehicle use habit information and non-working day vehicle use habit information based on the vehicle use time. Since the vehicle is mostly used on working days, the vehicle use habit score is calculated based on only the working day vehicle use habit information, or the working day vehicle use habit is scored based on the working day vehicle use habit information, the non-working day vehicle use habit is scored based on the non-working day vehicle use habit information, and finally the working day vehicle use habit score and the non-working day vehicle use habit score are fused to obtain the vehicle use habit score.

[0069] In the embodiment of the present application, after obtaining the vehicle use regularity score and / or the vehicle use habit score, if the vehicle use regularity score and the vehicle use habit score are obtained at the same time, a comprehensive score of the two is formed based on the weights of the vehicle regularity score and the vehicle use habit score, and the vehicle SOC lower limit value is adjusted based on the comprehensive score. Of course, if only the vehicle use regularity score or the vehicle use habit score is obtained, the vehicle SOC lower limit value is adjusted based on the vehicle use regularity score or the vehicle use habit score.

[0070] In the embodiment of the present application, the higher the vehicle use regularity score and the vehicle use habit score, the lower the SOC lower limit value is calibrated. The adjustment process of the SOC lower limit value based on the comprehensive score of the vehicle use regularity score and the vehicle use habit score is as follows: Figure 2 As shown in FIG. 5, the adjustment process of the SOC lower limit value is as follows:

[0071] When the comprehensive score of the vehicle use regularity score and the vehicle use habit score is greater than or equal to a set score threshold F1, the SOC lower limit value is set to A% (50%) of the original SOC lower limit value;

[0072] When the comprehensive score of the vehicle use regularity score and the vehicle use habit score is greater than or equal to a set score threshold F2 and less than the score threshold F1, the SOC lower limit value is set to B% (70%) of the original SOC lower limit value;

[0073] When the comprehensive score of the vehicle use regularity score and the vehicle use habit score is greater than a set score threshold F3 and less than the score threshold F2, the SOC lower limit value is set to C% (90%) of the original SOC lower limit value;

[0074] When the comprehensive score of the vehicle use regularity score and the vehicle use habit score is less than the set score threshold F3, the SOC lower limit value is set to the original SOC lower limit value;

[0075] Wherein, the score threshold F1 is greater than the score threshold F2, the score threshold F2 is greater than the score threshold F3, and the value C is greater than the value B, and the value B is greater than the value A.

[0076] Since the SOC lower limit value is lowered, the user's urgent acceleration demand will be affected, that is, after the SOC lower limit value is lowered, the user's urgent acceleration demand cannot be well met in the low SOC power state, therefore, only when the super economy mode in the driving mode is triggered, the SOC lower limit value is automatically adjusted based on the vehicle use regularity score and / or the vehicle use habit score, when the super economy mode is exited, the SOC lower limit value is the original SOC lower limit value calibrated by the vehicle factory, and when the super economy mode is entered or exited, relevant reminders are sent to the user and displayed on the instrument panel.

[0077] The SOC lower limit value of the vehicle with good use regularity and / or use habit is lowered by scoring the use regularity and / or use habit of the vehicle in recent period of time, the use range of the SOC is improved, the power endurance mileage is improved, and the risk caused by the too low power SOC is reduced as much as possible, in addition, the user can select to enter or exit the super economy mode according to the own demand, and the acceleration ability demand of the user can be well met.

[0078] Other embodiments of this application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

[0079] It should be understood that the application is not limited to the precise construction that has been described above and illustrated in the accompanying drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the application. The scope of the application is limited only by the appended claims.

Claims

1. A method for controlling a lower limit of an SOC of a range extended vehicle, characterized by, The method comprises the following steps: (1) analyzing the vehicle use regularity and use habit of the vehicle; (2) reducing the SOC lower limit value of the vehicle with good use regularity and use habit; The use regularity analysis method is as follows: (11) collecting the use information in the recent period of time; (12) scoring the volatility of each use data in the use information; (13) giving each use information a weight, and calculating the sum of the product of the volatility score of each use data and the weight value of the corresponding weight, which is the score of the use regularity, wherein the use information includes the use time and vehicle trajectory data, and the vehicle trajectory data includes the daily driving mileage, vehicle position, charging position and weekly driving mileage; The use habit of the vehicle is scored based on the use habit data in the recent period of time, wherein the use habit data includes the accelerator signal, SOC use range and charging regularity.

2. The SOC lower limit control method for a range extended vehicle according to claim 1, characterized by, After collecting the use information in the recent period of time, the use time in the use information is divided into weekday use information and non-weekday use information; The weekday use regularity score is obtained based on the weekday use information, and the weekday use regularity score is taken as the score of the use regularity of the vehicle in the recent period of time Or, the weekday use regularity score and the non-weekday use regularity score are fused to finally obtain the use regularity score of the vehicle in the recent period of time.

3. The method of claim 1, wherein the SOC lower limit is set to a value that is higher than a value of the SOC lower limit when the vehicle is not in the regenerative braking mode. After obtaining the score of each item of information in the use regularity, a score matrix M1 is formed, a weight vector M2 is formed based on the weight values of each item of information in the use regularity, and the score M3 of the use regularity is obtained based on the score matrix M1 and the weight vector M2.

4. The method of claim 1, wherein the SOC lower limit is set to a value that is higher than a value of the SOC lower limit when the vehicle is not in the regenerative braking mode. The use information includes non-continuous numerical data, and the vehicle position and charging position are non-continuous numerical data; For non-continuous numerical data, the position with the highest frequency of occurrence at a set time point in the recent period of time is taken as the center position, and the greater the distance from the center position, the lower the corresponding score.

5. The method of claim 4, wherein the lower limit of the SOC of the range extender vehicle is set to a value that is higher than the lower limit of the SOC of the vehicle. The use information includes continuous numerical data, and the daily driving mileage and the weekly driving mileage are continuous numerical data. The score is calculated by calculating the numerical fluctuation size, and the specific method is as follows: (a) calculating the average value N1 of the use information in the current recent n days; (b) calculating the average value N2 of the use information in the current recent (n-a) days; (c) calculating the difference between the average value N1 and the average value N2, and the greater the difference, the lower the score.

6. The method of claim 1, wherein the SOC lower limit is set to a value that is higher than a value of the SOC lower limit when the vehicle is not in the regenerative braking mode. The lower the accelerator signal change rate, the higher the corresponding score; the larger the SOC use range, the higher the corresponding score; the better the charging regularity, the higher the corresponding score.

7. The method of claim 1, wherein the SOC lower limit is set to a value that is higher than a value of the SOC lower limit when the vehicle is not in the regenerative braking mode. If the use regularity score and the use habit score of the vehicle are obtained at the same time, the comprehensive score of the two is formed based on the weight of the use regularity score and the use habit score, and the SOC lower limit value adjustment method based on the comprehensive score is as follows: When the comprehensive score is greater than or equal to a set score threshold F1, the SOC lower limit value is set to A% of the original SOC lower limit value; When the comprehensive score is greater than or equal to a set score threshold F2 and less than the score threshold F1, the SOC lower limit value is set to B% of the original SOC lower limit value; when the comprehensive score is greater than a set score threshold F3 and less than a score threshold F2, the SOC lower limit value is set to C% of the original SOC lower limit value; when the comprehensive score is less than a set score threshold F3, the SOC lower limit value is set to the original SOC lower limit value; wherein the score threshold F1 is greater than the score threshold F2, the score threshold F2 is greater than the score threshold F3, and the value C is greater than the value B, and the value B is greater than the value A.

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