Vehicle control method, chip, controller, vehicle, and storage medium

Abstract

The application discloses a vehicle control method, wherein the method comprises: obtaining a pre-travel route of a vehicle, the pre-travel route being divided into k road sections; obtaining an initial SOC of the vehicle on the pre-travel route; determining a terminal SOC; determining a predicted SOC range of the vehicle at the end of each road section of the k road sections according to the initial SOC, the terminal SOC and road condition information of the k road sections; determining target SOCs of the k road sections based on the predicted SOC ranges of the k road sections; and controlling an engine and a motor of the vehicle according to an actual SOC of a power battery of the vehicle and the target SOC of a road section where the vehicle is located when the vehicle travels on the pre-travel route. Thus, the method divides the pre-travel route of the vehicle into road sections, determines target SOCs corresponding to the road sections, and enables the vehicle to work according to the target SOCs of the road sections when the vehicle travels on the road sections, so that the vehicle can travel on the pre-travel route with lower energy consumption.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, a chip, a controller, a vehicle, and a computer-readable storage medium. Background Technology

[0002] Current energy management strategies for hybrid electric vehicles primarily focus on meeting power demands, maintaining the battery's state of charge (SOC), and ensuring the efficiency of the powertrain. When the vehicle is running, the energy management strategy rationally allocates power from each power source based on their efficiency characteristics to improve the driving efficiency of the powertrain. However, such energy management strategies, relying solely on the vehicle's operating conditions for energy control, often lead to wasted energy consumption. Summary of the Invention

[0003] This application aims to at least partially address one of the technical problems in the related art.

[0004] To achieve the above objectives, a vehicle control method is proposed in the first aspect of this application, comprising:

[0005] Obtain the vehicle's planned route, which is divided into k segments, where k is an integer greater than 1;

[0006] Obtain the vehicle's initial SOC on the pre-determined route;

[0007] Determine the destination SOC, which is the SOC of the vehicle when it reaches the end of the pre-driving route;

[0008] Based on the initial SOC, the final SOC, and the road condition information of k road segments, determine the predicted SOC range of the vehicle at the end of each of the k road segments.

[0009] Based on the predicted SOC range of k road segments, determine the target SOC of the k road segments;

[0010] When the vehicle is traveling on the pre-determined route, at least one of the vehicle's engine and motor is controlled based on the actual SOC of the vehicle's power battery and the target SOC of the road segment where the vehicle is located.

[0011] This method divides the vehicle's pre-driving route into segments, comprehensively considers the road condition information of multiple segments, and determines the target SOC corresponding to each segment. This allows the vehicle to operate according to the target SOC of each segment while driving, enabling the vehicle to travel on the pre-driving route with lower energy consumption.

[0012] In addition, the vehicle control method according to the above embodiments of this application may also have the following additional technical features:

[0013] According to one embodiment of this application, the predicted SOC range is determined based on a first predicted SOC range and a second predicted SOC range; the first predicted SOC range is determined based on the initial SOC, the final SOC, and the traffic information of the first to k-1 road segments, and the second predicted SOC range is determined based on the initial SOC, the final SOC, and the traffic information of the second to k road segments.

[0014] According to one embodiment of this application, the predicted SOC range of the target road segment in the pre-driving route is the intersection of the first predicted SOC range and the second predicted SOC range of the target road segment.

[0015] According to one embodiment of this application, determining the target SOC of k road segments based on the predicted SOC range of k road segments includes:

[0016] Based on the predicted SOC range of k road segments, multiple candidate SOC sequences are determined;

[0017] A target SOC sequence is determined from multiple candidate SOC sequences, wherein the target SOC sequence is the one among the multiple candidate SOC sequences that enables the vehicle to run on the pre-driving route with the lowest equivalent fuel consumption.

[0018] According to one embodiment of this application, the method for determining candidate SOC sequences includes:

[0019] Select one SOC from the predicted SOC range of each of the k road segments to obtain one candidate SOC sequence from multiple candidate SOC sequences.

[0020] According to one embodiment of this application, when the target road segment is the first road segment of the pre-driving route, the first predicted SOC range of the target road segment is determined based on the initial SOC and the road condition information of the target road segment;

[0021] If the target road segment is not the first segment of the pre-driving route, the first predicted SOC range of the target road segment is determined based on the first predicted SOC range of the preceding road segment and the road condition information of the target road segment.

[0022] When the target segment is the last segment of the pre-driving route, the second predicted SOC range of the target segment is the endpoint SOC;

[0023] If the target road segment is not the last segment of the pre-driving route, the second predicted SOC range of the target road segment is determined based on the second predicted SOC range of the next road segment and the road condition information of the next road segment.

[0024] According to one embodiment of this application, control is performed on at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road segment where the vehicle is located, including:

[0025] Based on the actual SOC and the target SOC, the vehicle is controlled to drive in either pure electric mode or hybrid mode. In pure electric mode, the electric motor operates, while in hybrid mode, at least one of the engine and the electric motor operates.

[0026] According to one embodiment of this application, controlling a vehicle to operate in pure electric mode or hybrid mode based on actual SOC and target SOC includes:

[0027] When the vehicle speed is greater than or equal to a preset speed threshold:

[0028] When the difference between the actual SOC and the target SOC is greater than or equal to the preset difference, the vehicle is controlled to drive in pure electric mode.

[0029] When the difference between the actual SOC and the target SOC is less than a preset difference, the vehicle is controlled to drive in hybrid mode.

[0030] According to one embodiment of this application, when the vehicle speed is less than a speed threshold, the vehicle is controlled to drive in pure electric mode.

[0031] According to one embodiment of this application, the vehicle speed threshold is positively correlated with the actual SOC.

[0032] According to one embodiment of this application, the traffic information includes at least one of the following: road type, road name, road traffic signs, road speed limit, congestion level, distance length, travel time, average speed, gradient, traffic light information, and weather information.

[0033] According to one embodiment of this application, the k road segments are obtained by dividing the road based on at least one of road type and average vehicle speed.

[0034] According to one embodiment of this application, the length of the road segment is greater than or equal to a preset distance threshold.

[0035] According to one embodiment of this application, the method further includes:

[0036] If the conditions are met, the target SOC is redefined. The conditions include at least one of the following:

[0037] When the vehicle is running on the target road segment, the difference between the actual SOC of the vehicle's power battery and the target SOC of the target road segment is greater than the set threshold.

[0038] The vehicle's position deviated from the intended driving route;

[0039] When a vehicle is traveling on a target road segment, the road conditions on that segment change.

[0040] According to one embodiment of this application, the pre-driving route is at least a portion of the roads traversed by the navigation route determined by the user in a map application.

[0041] According to one embodiment of this application, when the initial SOC is greater than or equal to a first preset threshold, the final SOC is a second preset threshold.

[0042] If the initial SOC is less than the first preset threshold, the final SOC is the first preset threshold.

[0043] The second preset threshold is greater than the first preset threshold.

[0044] To achieve the above objectives, a second aspect of this application also provides a chip including a processor, which is configured to call and run a computer program from a memory to enable a vehicle equipped with the chip to perform the vehicle control method as described in the first aspect of the application.

[0045] According to the chip in the embodiments of this application, based on the above-described vehicle control method, the vehicle can travel on the pre-driving route with lower energy consumption.

[0046] To achieve the above objectives, a third aspect of this application also provides a controller, including a processor, which is configured to call and run a computer program from a memory to cause a vehicle equipped with the controller to perform the vehicle control method as described in the first aspect of the application.

[0047] According to the controller in the embodiments of this application, based on the above-described vehicle control method, the vehicle can travel on the pre-driving route with lower energy consumption.

[0048] To achieve the above objectives, a fourth aspect of this application also proposes a vehicle, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the vehicle control method as described in the first aspect of the application.

[0049] According to the embodiments of this application, the vehicle can travel on the pre-driving route with lower energy consumption based on the above-described vehicle control method.

[0050] To achieve the above objectives, the fifth aspect of this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method as described in the first aspect of the present application.

[0051] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0052] Figure 1 This is a schematic flowchart of a vehicle control method according to an embodiment of this application;

[0053] Figure 2 This is a schematic diagram of road segment division according to an embodiment of this application;

[0054] Figure 3 This is a schematic diagram illustrating the predicted SOC range according to an embodiment of this application;

[0055] Figure 4 This is a schematic diagram illustrating another predicted SOC range according to one embodiment of this application;

[0056] Figure 5 This is a block diagram of a vehicle according to one embodiment of the present application. Detailed Implementation

[0057] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0058] The vehicle control method, chip, controller, vehicle, and computer-readable storage medium proposed in this application are described below with reference to the accompanying drawings.

[0059] Current energy management strategies for hybrid electric vehicles primarily focus on meeting power demands, maintaining battery state of charge (SOC), and ensuring the efficiency of the powertrain. When the vehicle is running, the energy management strategy rationally allocates power from each power source based on their efficiency characteristics to improve the driving efficiency of the powertrain. However, such energy management strategies rely solely on the vehicle's operating conditions for energy control, neglecting the impact of road conditions on overall vehicle energy consumption, leading to wasted energy. To address these issues, this application proposes a vehicle control method.

[0060] like Figure 1 As shown, the vehicle control method in this application embodiment may include:

[0061] Step 101: Obtain the vehicle's pre-driving route, which is divided into k segments, where k is an integer greater than 1.

[0062] Step 102: Obtain the initial SOC of the vehicle on the pre-driving route.

[0063] Step 103: Determine the destination SOC. The destination SOC is the SOC of the vehicle when it reaches the end of the pre-driving route.

[0064] Step 104: Based on the initial SOC, the final SOC, and the road condition information of the k road segments, determine the predicted SOC range of the vehicle at the end of each of the k road segments.

[0065] Step 105: Based on the predicted SOC range of the k road segments, determine the target SOC of the k road segments.

[0066] Step 106: When the vehicle is traveling on the pre-driving route, control at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road segment where the vehicle is located.

[0067] Specifically, the pre-driving route is the road the vehicle is about to travel on. For example, the vehicle's starting point is point A, and its destination is point E. There are three roads from point A to point E: the first road, the second road, and the third road. If the driver plans to take the second road, then at least a portion of the second road constitutes the pre-driving route in this embodiment. The pre-driving route includes at least one road segment, such as... Figure 2 As shown, after dividing the pre-driving route into segments, four segments are obtained: segment 1, segment 2, segment 3 and segment 4. The starting point of segment 1 is the starting point of the pre-driving route, and the ending point of segment 4 is the ending point of the pre-driving route. Adjacent segments are connected end to end.

[0068] The pre-driving route is divided into k segments. When the vehicle is at its starting point, the target SOC of each of the k segments can be determined. According to the preset driving direction of the pre-driving route, the first segment of the k segments is the first segment the vehicle passes through, and the kth segment is the last segment the vehicle passes through.

[0069] Before the vehicle departs, it determines the target SOC for k road segments. After departure, based on the target SOC of the current road segment and the actual SOC of the vehicle while driving, at least one of the vehicle's engine and motor is controlled. For example, if the vehicle is currently traveling on the third road segment, it will control at least one of the vehicle's engine and motor based on the current actual SOC of the power battery and the target SOC of the third road segment. By comprehensively considering road condition information from multiple road segments, the target SOC for each road segment is determined, allowing the vehicle to control the motor operation according to the target SOC of each road segment while driving, thus enabling the vehicle to travel on the pre-determined route with lower energy consumption.

[0070] In some embodiments, obtaining a pre-driving route may include: obtaining a navigation route determined by a user in a map application, and determining at least a portion of the roads traversed by the navigation route as the pre-driving route. Specifically, the pre-driving route can be confirmed based on the start and end points selected by the user in the map. After the user selects the start and end points, the map can recommend at least one navigation route to the user. In this embodiment, at least a portion of the roads traversed by the user-determined navigation route can be determined as the pre-driving route.

[0071] In some embodiments, obtaining the pre-driving route may include: predicting and determining the pre-driving route of the vehicle based on the vehicle's current location and driving direction, which can be set according to the actual situation.

[0072] In some embodiments, a road segment can correspond to a target SOC, which is the battery SOC that the vehicle expects to achieve at the end of driving on a road segment. During driving, the vehicle can control the remaining battery charge by switching driving modes based on this target SOC. A road segment can also correspond to at least two target SOCs. Based on this, a road segment can be divided into multiple sections, each section corresponding to a target SOC. When driving on a section, the vehicle can control the remaining battery charge by switching driving modes based on the target SOC of that section. The driving modes include pure electric mode and hybrid mode.

[0073] In some embodiments, the k segments of the pre-driving route are determined based on at least one of road type and average vehicle speed. For example, roads of the same type may be grouped into one segment, or roads with the same average vehicle speed may be grouped into one segment, or roads of the same type and with the same average vehicle speed may be grouped into one segment. It should be noted that average vehicle speed refers to the average speed of vehicles that have historically traveled the road. Same average vehicle speed means that the average vehicle speeds fall within the same speed range.

[0074] In some embodiments, the length of a road segment is greater than or equal to a preset distance threshold. By constraining the length of each road segment, it can be ensured that the number of road segments is not excessive, reducing the possibility of excessive computation.

[0075] In some embodiments, the predicted SOC range is the range of SOC of the power battery predicted at the end of a vehicle's journey through a road segment. For example, if it is predicted that the battery SOC will be between 50% and 60% after the vehicle completes the second road segment, then the predicted SOC range at the end of the second road segment is 50% to 60%. Given that the vehicle's initial SOC at the starting point and the final SOC at the destination are known, the battery charging and discharging power range for k road segments is determined based on road condition information for those k road segments. Based on this range, the predicted SOC range at the end of the k road segments can be calculated. Using this predicted SOC range for the k road segments, the target SOC for those k road segments can be determined.

[0076] In some embodiments, determining the target SOC of k road segments based on the predicted SOC range of k road segments includes: determining multiple candidate SOC sequences based on the predicted SOC range of k road segments; and determining the target SOC sequence among the multiple candidate SOC sequences, wherein the target SOC sequence is the one among the multiple candidate SOC sequences that enables the vehicle to run on the pre-driving route with the lowest equivalent fuel consumption.

[0077] Based on the predicted SOC range, multiple candidate SOC sequences can be determined, each candidate SOC sequence including a set of SOCs. The candidate SOC sequence that minimizes the equivalent fuel consumption of the vehicle during the pre-driving route is determined as the target SOC sequence. The SOCs included in the target SOC sequence are determined as the target SOCs for each road segment.

[0078] In some embodiments, the method for determining the candidate SOC sequence includes: selecting one SOC from the predicted SOC range of each of the k road segments to obtain one candidate SOC sequence from a plurality of candidate SOC sequences.

[0079] Specifically, by randomly selecting a SOC from the predicted SOC range for each road segment, a set of SOCs is obtained, which constitutes a candidate SOC sequence. After determining multiple candidate SOC sequences from the predicted SOC range, a target SOC sequence can be selected that minimizes the equivalent fuel consumption of the vehicle during the pre-trip route. For example, a simulation model can be used to determine which candidate SOC sequence minimizes the equivalent fuel consumption of the vehicle during the pre-trip route.

[0080] In some embodiments, determining the target SOC sequence that minimizes the equivalent fuel consumption of the vehicle during pre-trip operation from multiple candidate SOC sequences can employ dynamic programming algorithms, Pontryagin's minimum principle (PMP) algorithms, or similar methods. These algorithms use the predicted SOC range of each road segment as the feasible region of the state variables. For numerical computation, the feasible region needs to be discretized, i.e., the predicted SOC range of each road segment is discretized. Specifically, it can be discretized at equal intervals; if the difference between the maximum and minimum SOC values ​​of a segment is greater than 0.005, it is discretized at intervals of 0.005; if the difference is less than 0.005, the SOC is discretized in three equal intervals. The control variables are the operating mode and engine operating point (torque, speed), where the operating modes include pure electric, series, and parallel operation. To reduce computational requirements and accelerate the computation process, the feasible region of the engine operating point can be simplified; in series and parallel modes, the engine operating point uses the control line calculated based on optimal system efficiency. Optimizing the engine operating point requires considering NVH constraints, which are simplified to constraints on engine speed only related to vehicle speed. Within the feasible region, solving the optimization problem yields the target SOC sequence that minimizes equivalent fuel consumption. The SOC included in this target SOC sequence can be used as the target SOC for each segment of the pre-driving route.

[0081] In some embodiments, the predicted SOC range at the end of the first segment of the pre-driving route is determined based on the change in the vehicle's initial SOC and the predicted SOC of the first segment.

[0082] The predicted SOC range at the end of the non-first segment of the pre-driving route is determined based on the predicted SOC change of the non-first segment and the predicted SOC range at the end of the previous segment of the non-first segment.

[0083] Specifically, based on the initial SOC and the predicted SOC change of the first segment of the pre-driving route, the predicted SOC range of the vehicle at the end of the first segment is determined; for each segment of the pre-driving route other than the first segment, based on the predicted SOC change of the segment and the predicted SOC range at the end of the previous segment, the predicted SOC range of the vehicle at the end of the segment is determined.

[0084] In other words, based on the predicted SOC change of the vehicle in the first road segment and the initial battery SOC of the vehicle in the first road segment, the predicted SOC range of the vehicle at the end of the first road segment is predicted. Based on the predicted SOC range of the vehicle at the end of the first road segment, and combined with the predicted SOC change of the second road segment, the predicted SOC change of the vehicle at the end of the second road segment is calculated, and so on, to determine the predicted SOC range at the end of each road segment in the pre-driving route.

[0085] In some embodiments, the predicted SOC change includes a first predicted SOC change and a second predicted SOC change; the upper limit of the predicted SOC range for the first segment of the pre-trip route is determined based on the initial SOC and the first predicted SOC change for the first segment, where the first predicted SOC change is the SOC change of the vehicle traveling at the maximum permissible power generation capacity in the corresponding segment; the lower limit of the predicted SOC range for the first segment is determined based on the initial SOC and the second predicted SOC change for the first segment, where the second predicted SOC change is the SOC change of the vehicle traveling at the maximum permissible power discharge capacity in the corresponding segment; the upper limit of the predicted SOC range for non-first segments of the pre-trip route is determined based on the first predicted SOC change for the non-first segment and the upper limit of the predicted SOC range for the segment preceding the non-first segment; the lower limit of the predicted SOC range for non-first segments is determined based on the second predicted SOC change for the non-first segment and the lower limit of the predicted SOC range for the segment preceding the non-first segment.

[0086] Specifically, the maximum allowable power generation and discharge of a vehicle on a given road segment are related to the vehicle's overall energy consumption requirements on that segment. For example... Figure 3 Taking the road segment division shown as an example, the first road segment is segment 1, which corresponds to segment AB. Figure 3 As shown, the initial SOC of the vehicle at point A is F. Assuming the vehicle uses hybrid mode (fuel only, battery charging) on ​​road segment 1 from A to B, the upper limit of the SOC at point B is G, which is the upper limit of the predicted SOC range for road segment 1. Conversely, assuming the vehicle uses pure electric mode (electric only, battery discharging) on ​​road segment 1, the lower limit of the SOC at point B is I, which is the lower limit of the predicted SOC range for road segment 1. Therefore, the predicted SOC range for road segment 1 is [I, G]. Assuming the upper limit of the battery SOC at point B, G, is 75%, and the lower limit of the battery SOC, I, is 65%, then the predicted battery SOC range for road segment 1 is [65%, 75%]. The slope of line segment FG is related to the maximum allowable power generation of the vehicle on road segment 1, and the slope of line segment FI is related to the maximum allowable power discharge of the vehicle on road segment 1.

[0087] Then, assuming segment BC is segment 2, the upper limit of the predicted SOC range of the vehicle at the end of segment 2 is determined based on the first predicted SOC change of segment 2 and the upper limit of the predicted SOC range corresponding to the preceding segment, i.e., segment 1. The lower limit of the predicted SOC range of the vehicle at the end of segment 2 is determined based on the second predicted SOC change of segment 2 and the lower limit of the predicted SOC range corresponding to segment 1. First, the upper limit of the battery SOC of segment 1 is G, which is taken as the initial battery SOC of segment 2. Based on the value of G and the first predicted SOC change of segment 2, the upper limit of the SOC at point C is determined to be J, i.e., the upper limit of the predicted SOC range of segment 2 is J. Then, the lower limit of the battery SOC of segment 1 is I, which is taken as the initial battery SOC of segment 2. Based on the value of I and the second predicted SOC change of segment 2, the lower limit of the SOC at point C is determined to be L, i.e., the lower limit of the predicted SOC range of segment 2 is L. Therefore, the predicted SOC range of segment 2 is determined to be [L, J].

[0088] In some embodiments, the predicted SOC range is determined based on a first predicted SOC range and a second predicted SOC range; the first predicted SOC range is determined based on the initial SOC, the final SOC, and the traffic information of the first to k-1 road segments, and the second predicted SOC range is determined based on the initial SOC, the final SOC, and the traffic information of the second to k road segments.

[0089] The predicted SOC range of the target road segment mentioned above is the intersection of the first predicted SOC range and the second predicted SOC range of the target road segment. Specifically, for any road segment in the pre-driving route, the intersection of the first predicted SOC range and the second predicted SOC range of that road segment can be taken to obtain the predicted SOC range at the end of that road segment. The predicted SOC range at the end of the last road segment is the final SOC of the pre-driving route. For example... Figure 4 The diagram shows the final predicted SOC range, where the initial SOC of the pre-driving route is F, and the final SOC of the pre-driving route is U. For example, Figure 4 The first road segment is segment 1 corresponding to segment AB, and the second road segment is segment 2 corresponding to segment BC. Assuming that the first predicted SOC range of segment 1 is [65%, 75%] and the second predicted SOC range of segment 1 is [60%, 70%], then after taking the intersection, the predicted SOC range at the end of segment 1 is [65%, 70%].

[0090] In some embodiments, the predicted SOC range of a target segment in the pre-driving route is determined based on a first predicted SOC range and a second predicted SOC range of the target segment; when the target segment is the first segment of the pre-driving route, the first predicted SOC range of the target segment is determined based on the vehicle's initial SOC in the pre-driving route and road condition information of the target segment; when the target segment is not the first segment of the pre-driving route, the first predicted SOC range of the target segment is determined based on the first predicted SOC range of the preceding segment and road condition information of the target segment; when the target segment is the last segment of the pre-driving route, the second predicted SOC range of the target segment is the final SOC of the power battery when the vehicle reaches the end of the pre-driving route; when the target segment is not the last segment of the pre-driving route, the second predicted SOC range of the target segment is determined based on the second predicted SOC range of the following segment and road condition information of the following segment.

[0091] In this embodiment, the first predicted SOC range for the first road segment is determined based on the vehicle's initial SOC in the pre-driving road segment and the road condition information of the first road segment. The first predicted SOC range for the second road segment is determined based on the first predicted SOC range of the first road segment and the road condition information of the second road segment. The second predicted SOC range for the k-th road segment is the final SOC of the power battery when the vehicle reaches the end of the pre-driving road segment. The second predicted SOC range for the (k-1)-th road segment is determined based on the second predicted SOC range of the k-th road segment and the road condition information of the k-th road segment.

[0092] Specifically, the first predicted SOC range and the second predicted SOC range of the target road segment can be determined based on the charging and discharging power range corresponding to the target road segment; the charging and discharging power range is obtained based on at least one of the following:

[0093] The predicted energy consumption demand of a vehicle traveling on a corresponding road segment is determined based on the road condition information of that segment.

[0094] The power limit of a vehicle's engine is determined by noise, vibration, and harshness (NVH).

[0095] The maximum charging and discharging power of the power battery.

[0096] Among them, NVH limiting power is a power threshold value that limits the engine's power after considering that the engine's NVH performance needs to reach certain indicators.

[0097] In this embodiment, for any road segment A, the predicted energy consumption demand of a vehicle traveling on road segment A can be predicted based on the road condition information of road segment A. Considering that road condition information, initial SOC, predicted energy consumption demand, the NVH limit power of the vehicle's engine, and the maximum charge / discharge power of the power battery all affect the charge / discharge power of the power battery, the charge / discharge power range of road segment A can be determined by at least one of the following: road condition information, initial SOC, predicted energy consumption demand, the NVH limit power of the vehicle's engine, and the maximum charge / discharge power of the power battery.

[0098] In some embodiments, when the vehicle is at the start of the pre-driving route, the actual SOC of the power battery is the initial SOC described above, such as... Figure 2 As shown, the pre-driving route includes road segments 1, 2, 3, and 4. The starting point of the pre-driving route is point A of road segment 1. This means that when the vehicle reaches point A, the actual SOC of the power battery is the initial SOC of the pre-driving route. Road condition information reflects the road conditions of the corresponding road segments. When the vehicle is driving on a certain road segment, it utilizes the power battery's charge with the target SOC for that segment in mind, ensuring that the remaining charge of the power battery is close to the target SOC when the vehicle completes the segment. In this way, by managing the vehicle's power battery charge based on the road conditions of each road segment, energy consumption can be effectively reduced.

[0099] In some embodiments, the final SOC of the power battery when the vehicle reaches the end of the pre-trip route is determined based on the initial SOC. Considering battery characteristics, the remaining charge of the power battery needs to remain within a certain range, such as 20%-30%, when the vehicle reaches the end of the pre-trip route. Based on this, the final SOC of the power battery when the vehicle reaches the end of the pre-trip route can be determined based on the initial SOC.

[0100] In some embodiments, the predicted energy demand of the target road segment is obtained based on road condition information and energy consumption impact information of the target road segment, wherein the energy consumption impact information includes at least one of user driving style information and vehicle condition information.

[0101] Specifically, after inputting the road condition information and energy consumption impact information of the target road segment into the target energy consumption prediction model, the target energy consumption prediction model outputs the predicted energy consumption demand of the target road segment. The target energy consumption prediction model is determined from multiple preset energy consumption prediction models based on the road condition information of the target road segment and the user's driving style information.

[0102] Based on road condition information and user driving style information, a target energy consumption prediction model is determined from multiple preset energy consumption prediction models. The road condition information and energy consumption impact information of the road segment are input into the target energy consumption prediction model to obtain the predicted energy consumption demand of the road segment output by the target energy consumption prediction model.

[0103] Specifically, road condition information includes road type, average vehicle speed, congestion level, gradient, altitude, traffic light information, and weather information. Based on the road type of road segment A and the driving style information of the drivers, a target energy consumption prediction model can be determined. Then, by inputting the road type, average vehicle speed, congestion level, gradient, altitude, traffic light information, weather information, and driving style information into the target energy consumption prediction model, the predicted energy demand for road segment A can be obtained from the model's output.

[0104] Optionally, the aforementioned road condition information, driving style information, vehicle status, and user vehicle settings can be input into the target energy consumption prediction model to obtain the predicted energy consumption demand for the road segment output by the model, thereby improving the accuracy of the prediction results. Vehicle status includes vehicle weight, drag coefficient, rolling resistance coefficient, tire pressure, etc. Vehicle settings can include air conditioning settings.

[0105] In some embodiments, the final SOC is determined based on the initial SOC of the vehicle's battery during the pre-driving route. If the initial SOC is greater than or equal to a first preset threshold, the final SOC is a second preset threshold; if the initial SOC is less than the first preset threshold, the final SOC is the first preset threshold; wherein the second preset threshold is greater than the first preset threshold.

[0106] The second preset threshold can be a pre-calibrated SOC of 30%, and the first preset threshold can be a pre-calibrated minimum allowable SOC of 20%. It should be understood that 30% and 20% are merely examples, and the specific values ​​can be adjusted according to actual conditions. If the initial SOC of the pre-trip route is greater than or equal to 20%, the final SOC of the pre-trip route is determined to be 30%; if the initial SOC of the pre-trip route is less than 20%, the final SOC of the pre-trip route is determined to be 20%.

[0107] In some embodiments, the step of controlling at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road segment where the vehicle is located includes: controlling the vehicle to drive in pure electric mode or hybrid mode based on the actual SOC and the target SOC.

[0108] In pure electric mode, the electric motor operates, while in hybrid mode, at least one of the engine and the electric motor operates. Specifically, in pure electric mode, the battery discharges, the drive motor operates, and the engine does not drive the vehicle. In hybrid mode, the engine and the electric motor can both serve as the power source, or only one of them can serve as the power source.

[0109] Specifically, the actual SOC of the power battery is obtained when the vehicle is driving on a target road segment in the pre-driving route, where the target road segment can be any segment in the pre-driving route; based on the actual SOC and the target SOC of the target road segment, the vehicle is controlled to drive in pure electric mode or hybrid mode.

[0110] In some embodiments, the step of controlling the vehicle to operate in pure electric mode or hybrid mode based on the actual SOC and the target SOC includes:

[0111] When the vehicle speed is greater than or equal to a preset speed threshold: when the difference between the actual SOC and the target SOC is greater than or equal to the preset difference, the vehicle is controlled to drive in pure electric mode; when the difference between the actual SOC and the target SOC is less than the preset difference, the vehicle is controlled to drive in hybrid mode.

[0112] In this embodiment, considering engine characteristics, the engine is not allowed to start when the vehicle speed is less than a speed threshold. Based on this, assuming a preset difference of 2%, when the vehicle speed is greater than or equal to the preset speed threshold:

[0113] (a) When the actual SOC minus the target SOC is ≥ 2%, the vehicle is switched to pure electric mode and the engine is shut down; (b) When the actual SOC minus the target SOC is ≤ 2%, the engine is started and the vehicle is switched to hybrid mode. The hybrid mode includes series mode and parallel mode. In this embodiment, when the vehicle is switched to hybrid mode, parallel mode is prioritized; if the vehicle does not meet the requirements for parallel mode operation, it operates in series mode.

[0114] In some embodiments, when the vehicle speed is below a speed threshold, the vehicle is controlled to operate in pure electric mode. Specifically, considering engine characteristics, the engine is not allowed to start when the vehicle speed is below the speed threshold. Therefore, if the vehicle speed is below the speed threshold, the vehicle is directly switched to pure electric mode.

[0115] In some embodiments, the vehicle speed threshold is positively correlated with the actual state of charge (SOC) of the power battery. That is, the higher the actual SOC of the power battery, the higher the corresponding vehicle speed threshold; conversely, the lower the actual SOC of the power battery, the lower the corresponding vehicle speed threshold. This vehicle speed threshold can be obtained through experimental calibration.

[0116] In some embodiments, if the pre-driving route includes only one road segment, the step of controlling at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road segment includes: determining the predicted energy consumption demand of the vehicle while driving on the road segment based on road condition information; when the initial SOC is greater than the final SOC: if the SOC difference is greater than or equal to the predicted energy consumption demand, controlling the vehicle to operate in pure electric mode; if the SOC difference is less than the predicted energy consumption demand, first controlling the vehicle to operate in hybrid mode to maintain the actual SOC of the power battery as the initial SOC, and then controlling the vehicle to operate in pure electric mode. When the initial SOC is less than or equal to the final SOC, controlling the vehicle to operate in hybrid mode.

[0117] The SOC difference is the difference between the initial SOC and the final SOC. If the SOC difference is greater than or equal to the predicted energy demand, it means that the battery power alone can meet the user's energy needs, and therefore the vehicle can be controlled to operate in pure electric mode on the pre-trip route. If the SOC difference is less than the predicted energy demand, it means that the battery power alone cannot meet the user's energy needs, and therefore the vehicle can be controlled to first operate in hybrid mode on the pre-trip route to maintain the actual SOC of the power battery as the initial SOC, and then the vehicle can be controlled to operate in pure electric mode.

[0118] In some embodiments, the step of controlling at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road segment where the vehicle is located includes:

[0119] When the target SOC of the target road segment is less than the initial SOC of the target road segment: when the actual SOC of the power battery is greater than the minimum permissible SOC or the target SOC of the target road segment, the vehicle is controlled to operate in pure electric mode on the target road segment; when the actual SOC of the power battery is equal to the minimum permissible SOC or the target SOC of the target road segment, the vehicle is controlled to maintain the actual SOC of the power battery unchanged in hybrid mode.

[0120] When the target SOC of the target road segment is greater than the initial SOC of the target road segment: when the actual SOC of the power battery is less than the maximum permissible SOC or the target SOC of the target road segment, the vehicle is controlled to operate in hybrid mode on the target road segment; when the actual SOC of the power battery is equal to the maximum permissible SOC or the target SOC of the target road segment, the vehicle is controlled to maintain the actual SOC of the power battery unchanged in hybrid mode; when the actual SOC of the power battery is greater than the maximum permissible SOC or the target SOC of the target road segment, the vehicle is controlled to operate in pure electric mode on the target road segment.

[0121] In some embodiments, the target SOC is redefined if at least one of the following conditions is met:

[0122] When the vehicle is running on the target road segment, the difference between the actual SOC of the vehicle's power battery and the target SOC of the target road segment is greater than the set threshold.

[0123] The vehicle's position deviated from the intended driving route;

[0124] When a vehicle is traveling on a target road segment, the road conditions on that segment change.

[0125] Considering that some unexpected situations may occur when the vehicle is traveling on the pre-driving route, if the difference between the actual SOC of the vehicle's power battery and the target SOC of the target road segment is greater than a set threshold when the vehicle is running on the target road segment, the target SOC will be re-determined.

[0126] When the vehicle's position deviates from the pre-determined driving route, the target SOC is redefined.

[0127] If the road conditions of the target road segment change while the vehicle is running on the target road segment, the target SOC will be redefined.

[0128] Specifically, the target road segment can be any segment of the pre-trip route. For example, if the vehicle is currently operating on segment A, and the difference between the actual SOC of the vehicle's battery and the target SOC of segment A exceeds a set threshold, the target SOC of segment A and subsequent segments is redefined. If the vehicle's position deviates from the pre-trip route, the pre-trip route changes, and a new pre-trip route and its target SOC can be determined. If the road conditions on segment A change, such as a sudden traffic jam, the target SOC of segment A and subsequent segments is redefined. This method can address potential unforeseen circumstances along the pre-trip route, reducing vehicle energy consumption.

[0129] In summary, the vehicle control method according to the embodiments of this application divides the vehicle's pre-driving route into segments and determines the corresponding target SOC for each segment. This allows the vehicle to control the operation of the motor and engine according to the target SOC of each segment while driving on each segment, enabling the vehicle to travel on the pre-driving route with lower energy consumption and ultimately achieving the global optimization of the user's driving conditions.

[0130] Corresponding to the above embodiments, this application also proposes a computer-readable storage medium.

[0131] The computer-readable storage medium of this application embodiment stores a computer program thereon, which, when executed by a processor, implements the vehicle control method described above.

[0132] According to the computer-readable storage medium of the embodiments of this application, based on the above-described vehicle control method, a vehicle can travel on a pre-driving route with lower energy consumption.

[0133] Corresponding to the above embodiments, this application also proposes a chip that enables a vehicle to perform the vehicle control method described above.

[0134] Corresponding to the above embodiments, this application also proposes a controller, including a processor, which is used to call and run a computer program from a memory to cause a vehicle equipped with the controller to perform the vehicle control method as described above.

[0135] Corresponding to the above embodiments, this application also proposes a vehicle, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the vehicle control method as described above.

[0136] like Figure 5 As shown, the vehicle 100 in this embodiment includes a memory 110, a processor 120, and a computer program for the vehicle stored in the memory 110 and executable on the processor 120. When the processor 120 executes the computer program, it implements the vehicle control method described above.

[0137] For example, the processor 120 can be used to execute the above-described method embodiments according to instructions in the computer program.

[0138] In some embodiments of this application, the processor 120 may include, but is not limited to:

[0139] General-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0140] In some embodiments of this application, the memory 110 includes, but is not limited to:

[0141] Volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), and Direct Rambus RAM (DR RAM).

[0142] In some embodiments of this application, the computer program may be divided into one or more modules, which are stored in the memory 110 and executed by the processor 120 to perform the method provided in this application. The one or more modules may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program in the vehicle 100.

[0143] like Figure 5 As shown, the vehicle 100 may also include:

[0144] Transceiver 130, which can be connected to processor 120 or memory 110.

[0145] The processor 120 can control the transceiver 130 to communicate with other devices; specifically, it can send information or data to other devices or receive information or data sent by other devices. The transceiver 130 may include a transmitter and a receiver. The transceiver 130 may further include antennas, and the number of antennas may be one or more.

[0146] It should be understood that the various components of the vehicle 100 are connected through a bus system, which includes a data bus, a power bus, a control bus, and a status signal bus.

[0147] According to the embodiments of this application, the vehicle can travel on the pre-driving route with lower energy consumption based on the above-described vehicle control method.

[0148] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0149] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0150] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0151] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0152] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0153] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain the vehicle's pre-driving route, which is divided into k segments, where k is an integer greater than 1; Obtain the initial state of charge (SOC) of the vehicle on the pre-driving route; Determine the destination SOC, which is the SOC of the vehicle when it reaches the end of the pre-driving route; Based on the initial SOC, the final SOC, and the road condition information of the k road segments, determine the predicted SOC range of the vehicle at the end of each of the k road segments; Based on the predicted SOC range of the k road segments, the target SOC of the k road segments is determined; When the vehicle is traveling on the pre-driving route, at least one of the vehicle's engine and motor is controlled according to the actual SOC of the vehicle's power battery and the target SOC of the road segment where the vehicle is located. The predicted SOC range is determined based on the first predicted SOC range and the second predicted SOC range; Specifically, for a target road segment in the pre-driving route, if the target road segment is the first road segment, the first predicted SOC range of the target road segment is determined based on the initial SOC and the road condition information of the first road segment; if the target road segment is not the first road segment of the pre-driving route, the first predicted SOC range is determined based on the first predicted SOC range of the road segment preceding the target road segment and the road condition information of the target road segment. If the target road segment is the last road segment, the second predicted SOC range of the target road segment is the endpoint SOC; if the target road segment is not the last road segment of the pre-driving route, the second predicted SOC range is determined based on the second predicted SOC range of the next road segment after the target road segment and the road condition information of the next road segment after the target road segment.

2. The method according to claim 1, characterized in that, The predicted SOC range of the target road segment in the pre-driving route is the intersection of the first predicted SOC range and the second predicted SOC range of the target road segment.

3. The method according to claim 2, characterized in that, The determination of the target SOC of the k road segments based on the predicted SOC range of the k road segments includes: Based on the predicted SOC range of the k road segments, multiple candidate SOC sequences are determined; A target SOC sequence is determined from the plurality of candidate SOC sequences, wherein the target SOC sequence is the one among the plurality of candidate SOC sequences that enables the vehicle to operate with the lowest equivalent fuel consumption on the pre-driving route.

4. The method according to claim 3, characterized in that, The methods for determining the candidate SOC sequence include: Select one SOC from the predicted SOC range of each of the k road segments to obtain one candidate SOC sequence from the multiple candidate SOC sequences.

5. The method according to claim 1, characterized in that, The step of controlling at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road segment where the vehicle is located includes: Based on the actual SOC and the target SOC, the vehicle is controlled to drive in pure electric mode or hybrid mode.

6. The method according to claim 5, characterized in that, The step of controlling the vehicle to operate in pure electric mode or hybrid mode based on the actual SOC and the target SOC includes: When the vehicle speed is greater than or equal to a preset speed threshold: When the difference between the actual SOC and the target SOC is greater than or equal to a preset difference, the vehicle is controlled to drive in pure electric mode. When the difference between the actual SOC and the target SOC is less than the preset difference value, the vehicle is controlled to drive in hybrid mode.

7. The method according to claim 6, characterized in that, If the vehicle speed is less than the speed threshold, the vehicle is controlled to operate in pure electric mode.

8. The method according to claim 6 or 7, characterized in that, The vehicle speed threshold is positively correlated with the actual SOC.

9. The method according to claim 1, characterized in that, The traffic information includes at least one of the following: road type, road name, road traffic signs, road speed limit, congestion level, distance, travel time, average speed, gradient, traffic light information, and weather information.

10. The method according to claim 1, characterized in that, The k road segments are obtained by dividing the road based on at least one of road type and average vehicle speed.

11. The method according to claim 10, characterized in that, The length of the road segment is greater than or equal to a preset distance threshold.

12. The method according to claim 1, characterized in that, The method further includes: If the conditions are met, the target SOC is redefined, and the conditions include at least one of the following: When the vehicle is running on the target road segment, the difference between the actual SOC of the vehicle's power battery and the target SOC of the target road segment is greater than a set threshold. The vehicle's position deviates from the pre-driving route; When the vehicle is running on the target road segment, the road conditions of the target road segment change.

13. The method according to claim 1, characterized in that, The pre-driving route is at least a portion of the roads traversed by the navigation route determined by the user in the map application.

14. The method according to claim 1, characterized in that, If the initial SOC is greater than or equal to the first preset threshold, the final SOC is the second preset threshold; If the initial SOC is less than the first preset threshold, the final SOC is the first preset threshold; Wherein, the second preset threshold is greater than the first preset threshold.

15. A chip, characterized in that, The device includes a processor for retrieving and running a computer program from a memory to cause a vehicle equipped with the chip to perform the vehicle control method as described in any one of claims 1-14.

16. A controller, characterized in that, The system includes a processor for retrieving and running a computer program from memory to cause a vehicle equipped with the controller to perform the vehicle control method as described in any one of claims 1-14.

17. A vehicle, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, it implements the vehicle control method as described in any one of claims 1-14.

18. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the vehicle control method as described in any one of claims 1-14.

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