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

Abstract

The application discloses a vehicle control method and a vehicle control system, wherein the method comprises: obtaining a pre-travel route of a vehicle, the pre-travel route being divided into k road sections, k being an integer greater than 1; determining target SOC of the k road sections, wherein the target SOC of the ith road section is related to road condition information of road sections before and / or after the ith road section, i = 2, 3, 4, …, k-1; and when the vehicle travels on the pre-travel route, at least one of an engine and a motor of the vehicle is controlled according to an actual SOC of a vehicle power battery and the target SOC of a road section where the vehicle is located. Thus, the method divides the pre-travel route of the vehicle into road sections, determines the target SOC corresponding to each road section, and makes the vehicle work according to the target SOC of the road section when the vehicle travels on each road section, so that the vehicle can pass on the pre-travel route with lower energy consumption.

Description

Vehicle control methods, systems, chips, controllers, vehicles, and storage media Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle control system, 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] Determine the target SOC of k road segments, where the target SOC of the i-th road segment is related to the road condition information of the road segments before and / or after the i-th road segment, i = 2, 3, 4, ..., k-1;

[0007] 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.

[0008] 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.

[0009] In addition, the vehicle control method according to the above embodiments of this application may also have the following additional technical features:

[0010] According to one embodiment of this application, determining the target SOC of k road segments includes:

[0011] Based on traffic information of at least k-1 consecutive road segments, determine the predicted energy demand of at least k-1 road segments;

[0012] Determine the target SOC for k road segments based on the predicted energy demand of at least k-1 road segments.

[0013] According to one embodiment of this application, determining the target SOC of k road segments based on the predicted energy demand of at least k-1 road segments includes:

[0014] Based on the predicted energy demand, determine the predicted SOC change for the corresponding road segment;

[0015] Determine the target SOC for k road segments based on the predicted SOC changes for at least k-1 road segments.

[0016] According to one embodiment of this application, determining the target SOC of k road segments based on the predicted SOC changes of at least k-1 road segments includes:

[0017] Based on the predicted SOC change over at least k-1 road segments, determine the predicted SOC range of the vehicle at the end of k road segments.

[0018] Based on the predicted SOC range of k road segments, the target SOC of the k road segments is determined.

[0019] 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:

[0020] Based on the predicted SOC range of k road segments, multiple candidate SOC sequences are determined;

[0021] 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.

[0022] According to one embodiment of this application, the method for determining candidate SOC sequences includes:

[0023] 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.

[0024] According to one embodiment of this application, 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 in the pre-driving route.

[0025] 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.

[0026] According to one embodiment of this application, the predicted SOC change includes a first predicted SOC change and a second predicted SOC change; the upper limit of the predicted SOC range of the first segment of the pre-driving route is determined based on the initial SOC and the first predicted SOC change of 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.

[0027] The lower limit of the predicted SOC range for the first road segment is determined based on the initial SOC and the second predicted SOC change for the first road segment. The second predicted SOC change is the SOC change of the vehicle traveling at the maximum allowable discharge power in the corresponding road segment.

[0028] The upper limit of the predicted SOC range for the non-first segment of the pre-driving route is determined based on the first predicted SOC change of the non-first segment and the upper limit of the predicted SOC range of the segment preceding the non-first segment.

[0029] The lower limit of the predicted SOC range for non-first road segments is determined based on the second predicted SOC change for non-first road segments and the lower limit of the predicted SOC range for the preceding non-first road segment.

[0030] According to one embodiment of this application, the predicted SOC range of a target road segment in the pre-driving route is determined based on a first predicted SOC range of the target road segment and a second predicted SOC range of the target road segment;

[0031] 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 change in the vehicle's initial SOC on the pre-driving route and the predicted SOC of the target segment.

[0032] If the target road segment is not the first road 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 predicted SOC change of the target road segment.

[0033] When the target segment is the last segment of the pre-driving route, the second predicted SOC range of the target segment is the end SOC of the power battery when the vehicle travels to the end of the pre-driving route.

[0034] 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 segment of the target road segment and the predicted SOC change of the next segment of the target road segment.

[0035] According to one embodiment of this application, the predicted SOC range of the target road segment is the intersection of the first predicted SOC range and the second predicted SOC range of the target road segment.

[0036] According to one embodiment of this application, the predicted SOC change of the target road segment is 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:

[0037] 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.

[0038] The noise, vibration, and harshness (NVH) limits of a vehicle's engine power.

[0039] The maximum charging and discharging power of the power battery.

[0040] According to one embodiment of this application, the predicted energy demand of a 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.

[0041] According to one embodiment of this application, the predicted SOC range includes only one value, which is denoted as the target value;

[0042] Based on the predicted SOC range of k road segments, the target SOC of the k road segments is determined, including:

[0043] The target value of the predicted SOC range for k road segments is determined as the target SOC for k road segments.

[0044] According to one embodiment of this application, the method for determining the predicted SOC range of k road segments includes:

[0045] Determine the final state of charge (SOC) of the power battery when the vehicle reaches the end of the pre-trip route;

[0046] Based on the predicted SOC change and the final SOC of at least k-1 road segments, determine the target values ​​for k road segments.

[0047] According to one embodiment of this application, the target value of the kth road segment is the endpoint SOC, and the target value of the (j-1)th road segment is calculated based on the target value of the jth road segment and the predicted SOC change of the jth road segment, where j = 2, 3, 4, ..., k.

[0048] According to one embodiment of this application, the final SOC is determined based on the initial SOC of the vehicle's power battery during the pre-driving route.

[0049] 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.

[0050] If the initial SOC is less than the first preset threshold, the final SOC is the first preset threshold.

[0051] The second preset threshold is greater than the first preset threshold.

[0052] According to one embodiment of this application, the method for determining the predicted SOC range of k road segments includes:

[0053] Obtain the initial SOC of the vehicle's power battery during the pre-driving route;

[0054] Based on the predicted SOC changes and initial SOC of at least k-1 road segments, determine the target values ​​for k road segments.

[0055] According to one embodiment of this application, the target value of the first road segment is calculated based on the initial SOC and the predicted SOC change of the first road segment, and the target value of the j-th road segment is calculated based on the target value of the (j-1)-th road segment and the predicted SOC change of the j-th road segment, where j = 2, 3, 4, ..., k.

[0056] According to one embodiment of this application, the traffic information includes road type, congestion level, and distance; the predicted energy demand of the target road segment in the pre-driving route is determined based on the power consumption per unit distance of the target road segment and the distance length, the power consumption per unit distance of the target road segment is determined based on the road type and congestion level of the target road segment, and the predicted energy demand of the target road segment is used as the predicted SOC change of the target road segment.

[0057] According to one embodiment of this application, the traffic information includes road type, congestion level, and travel time; the predicted energy demand of the target road segment in the pre-driving route is determined based on the SOC change rate of the target road segment and the travel time, the SOC change rate of the target road segment is determined based on the road type and congestion level of the target road segment, and the predicted energy demand of the target road segment is used as the predicted SOC change of the target road segment.

[0058] According to one embodiment of this application, the power consumption per unit distance of the target road segment is obtained by querying a preset table based on the road type and congestion level of the target road segment. The preset table stores the correspondence between road type, congestion level and power consumption per unit distance.

[0059] According to one embodiment of this application, after a vehicle travels a road of a preset distance, the unit distance power consumption to be updated in the preset table is updated based on the actual unit distance power consumption of the vehicle on the road of the preset distance.

[0060] According to one embodiment of this application, the power consumption per unit distance to be updated in the preset table is updated to the actual power consumption per unit distance.

[0061] Alternatively, the unit distance power consumption to be updated in the preset table is updated to the target unit distance power consumption, which is calculated based on the unit distance power consumption to be updated, the first weight corresponding to the unit distance power consumption to be updated, the actual unit distance power consumption, and the second weight corresponding to the actual unit distance power consumption.

[0062] 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:

[0063] 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.

[0064] 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:

[0065] When the vehicle speed is greater than or equal to a preset speed threshold:

[0066] 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.

[0067] 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.

[0068] 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.

[0069] According to one embodiment of this application, the vehicle speed threshold is positively correlated with the actual SOC.

[0070] 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.

[0071] 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.

[0072] According to one embodiment of this application, the length of the road segment is greater than or equal to a preset distance threshold.

[0073] 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:

[0074] Based on the road condition information of the target road segment in the pre-driving route, determine the category coefficient of the target road segment;

[0075] Based on the target SOC and category coefficient of the target road segment, determine the equivalent factor corresponding to the target road segment;

[0076] Using the equivalent factor and the equivalent fuel consumption minimization strategy ECMS, the first instantaneous output power of the vehicle's power battery at each moment of operation on the target road segment is determined.

[0077] The vehicle's engine and motor are controlled based on the actual SOC and the first instantaneous output power.

[0078] According to one embodiment of this application, the equivalent factor corresponding to the target road segment is obtained by looking up a table based on the category coefficient of the target road segment and the target SOC.

[0079] According to one embodiment of this application, the first instantaneous output power of the power battery when operating on the target road section is calculated according to the following formula:

[0080]

[0081] Where H(u, SOC(t), t) is the Hamiltonian function obtained based on ECMS, and argH(u, SOC(t), t) is the first instantaneous output power of the power battery at time t. Let be the vehicle's engine fuel consumption, s(t) be the equivalent factor at time t, and SOC(t) be the SOC of the power battery at time t. Let SOC be the rate of change, and u be the vehicle's engine fuel consumption rate.

[0082] According to one embodiment of this application, controlling the vehicle's engine and motor based on the actual SOC and a first instantaneous output power includes:

[0083] Obtain the vehicle's required power at time t;

[0084] Based on the actual SOC, required power, the first instantaneous output power of the power battery at time t, and the NVH limiting power of the engine, determine the second instantaneous output power of the engine at time t and the third instantaneous output power of the power battery at time t.

[0085] The power battery is controlled to drive the motor based on the third instantaneous output power.

[0086] The engine is controlled based on the second instantaneous output power.

[0087] According to one embodiment of this application, the method further includes:

[0088] The target SOC is redefined if at least one of the following conditions is met:

[0089] 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.

[0090] The vehicle's position deviated from the intended driving route;

[0091] When a vehicle is traveling on a target road segment, the road conditions on that segment change.

[0092] 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.

[0093] To achieve the above objectives, a second aspect of this application provides a vehicle control system, the system comprising:

[0094] Electric motor;

[0095] engine;

[0096] The power battery is used to power the motor;

[0097] The controller, directly or indirectly connected to the motor and engine, is used to obtain the vehicle's pre-driving route, which is divided into k segments, where k is an integer greater than 1; determine the target SOC of the k segments, where the target SOC of the i-th segment is related to the road condition information of the segments before and / or after the i-th segment, i = 2, 3, 4, ..., k-1; 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 segment where the vehicle is located.

[0098] According to one embodiment of this application, the system further includes:

[0099] A generator is used to generate electricity to charge a power battery.

[0100] The controller is also directly or indirectly connected to the generator to control the operating status of the vehicle's engine, motor, and generator based on the actual SOC and the target SOC of the road segment where the vehicle is located when the vehicle is traveling on the pre-determined route.

[0101] According to one embodiment of this application, the system further includes:

[0102] A positioning system is used to locate a vehicle and obtain its location information.

[0103] The controller is used for:

[0104] The location of the vehicle is determined based on its location information.

[0105] According to one embodiment of this application, the system further includes:

[0106] Sensors are used to obtain the vehicle's speed;

[0107] The controller is used for:

[0108] When the vehicle speed is greater than or equal to a preset speed threshold:

[0109] When the difference between the actual SOC and the target SOC is greater than or equal to the preset difference, the motor is controlled to work;

[0110] When the difference between the actual SOC and the target SOC is less than a preset difference, control at least one of the motor, engine and generator to operate;

[0111] The motor is activated when the vehicle speed is below the speed threshold.

[0112] In this system, the controller 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 control the motor to work according to the target SOC of each segment while driving, enabling the vehicle to travel on the pre-driving route with lower energy consumption.

[0113] To achieve the above objectives, a third 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.

[0114] 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.

[0115] To achieve the above objectives, a fourth 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.

[0116] 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.

[0117] To achieve the above objectives, a fifth 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.

[0118] 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.

[0119] To achieve the above objectives, a sixth 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 application.

[0120] 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

[0121] Figure 1 is a schematic flowchart of a vehicle control method according to an embodiment of this application;

[0122] Figure 2 is a schematic diagram of road segment division according to an embodiment of this application;

[0123] Figure 3 is a schematic diagram of the predicted SOC range according to an embodiment of this application;

[0124] Figure 4 is a schematic diagram of another predicted SOC range according to an embodiment of this application;

[0125] Figure 5 is a block diagram of a vehicle control system according to an embodiment of the present application;

[0126] Figure 6 is a block diagram of another vehicle control system according to one embodiment of the present application;

[0127] Figure 7 is a block diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0128] 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.

[0129] The vehicle control method, vehicle control system, chip, controller, vehicle, and computer-readable storage medium proposed in this application are described below with reference to the accompanying drawings.

[0130] 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.

[0131] As shown in Figure 1, the vehicle control method of this application embodiment may include:

[0132] Step 101: Obtain the vehicle's pre-driving route, which is divided into k segments, where k is an integer greater than 1.

[0133] Step 102: Determine the target SOC of k road segments, where the target SOC of the i-th road segment is related to the traffic information of the road segments before and / or after the i-th road segment, i = 2, 3, 4, ..., k-1.

[0134] Step 103: 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.

[0135] Specifically, the pre-driving route is the road the vehicle is about to travel on. For example, if 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. As shown in Figure 2, after segmenting the pre-driving route, four road 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 road segments are connected end-to-end.

[0136] 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.

[0137] In one feasible approach, the target SOC of the i-th road segment is related to the traffic information of the road segments preceding the i-th road segment. For example, the target SOC of the second road segment is related to the traffic information of the first road segment, and the target SOC of the third road segment is related to the traffic information of both the first and second road segments.

[0138] In one feasible approach, the target SOC of the i-th road segment is related to the traffic information of the road segments following the i-th road segment. For example, the target SOC of the (k-2)-th road segment is related to the traffic information of the (k-1)-th road segment and the traffic information of the k-th road segment, and the target SOC of the (k-1)-th road segment is related to the traffic information of the k-th road segment.

[0139] In one feasible approach, the target SOC of the i-th road segment is related to the traffic information of the road segments preceding and following the i-th road segment. For example, the target SOC of the 3rd road segment is related to the traffic information of the 1st and 2nd road segments, as well as the traffic information of the 4th to kth road segments.

[0140] 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.

[0141] 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.

[0142] 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 may be set according to the actual situation.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] In some embodiments, determining the target SOC of k road segments includes: determining the predicted energy demand of at least k-1 road segments based on traffic information of at least k-1 consecutive road segments; and determining the target SOC of the k road segments based on the predicted energy demand of at least k-1 road segments.

[0147] The system utilizes map applications to obtain traffic information for each road segment. Based on this information, the predicted energy consumption demand for that segment can be determined. This predicted energy consumption demand can be either the total energy consumption of the vehicle traveling on that segment or the predicted electricity consumption. Since the vehicle's initial State of Charge (SOC) at the starting point is known, the target SOC for k segments of the planned route can be determined based on the predicted energy consumption demand for at least k-1 road segments. By controlling the vehicle's movement according to this target SOC, the vehicle's driving mode (pure electric mode, hybrid mode) can be made more suitable for the corresponding road segments, thereby reducing energy consumption.

[0148] In some embodiments, determining the target SOC of k road segments based on the predicted energy demand of at least k-1 road segments includes: determining the predicted SOC change of the corresponding road segment based on the predicted energy demand; and determining the target SOC of k road segments based on the predicted SOC change of at least k-1 road segments.

[0149] The predicted SOC change refers to the predicted change in SOC of a vehicle as it moves from the start to the end of a road segment. For any road segment, given the predicted energy demand for that segment, the predicted SOC change can be determined based on that energy demand. Since the initial SOC of a vehicle at its origin is known, the target SOC of k road segments can be determined based on the predicted SOC change of at least one road segment.

[0150] In some embodiments, determining the target SOC of k road segments based on the predicted SOC change of at least k-1 road segments includes: determining the predicted SOC range of the vehicle at the end of the k road segments based on the predicted SOC change of at least k-1 road segments; and determining the target SOC of the k road segments based on the predicted SOC range of the k road segments.

[0151] The predicted SOC range refers to the range of SOC of the power battery predicted at the end of a vehicle's journey on a given road segment. For example, if the predicted SOC of the battery is 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 is known, the predicted SOC range at the end of k road segments can be calculated based on the predicted SOC changes over at least k-1 road segments. Using the SOC range of these k road segments, the target SOC for those k road segments can be determined.

[0152] 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.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] Specifically, referring to Figure 3, the initial SOC of point A is F. Assuming that point H is selected as the target SOC value within the battery predicted SOC range [I,G], point K is selected as the target SOC value within the battery predicted SOC range [L,J], point N is selected as the target SOC value within the battery predicted SOC range [Q,M], and point T is selected as the target SOC value within the battery predicted SOC range [X,R], then FHKNT is a candidate SOC sequence.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] 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.

[0161] 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.

[0162] 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.

[0163] Specifically, the maximum allowable power generation and discharge of a vehicle on a corresponding road segment are related to the vehicle's overall energy consumption demand on that segment. Taking the road segment division shown in Figure 3 as an example, the first segment is segment 1 corresponding to segment AB. As shown in Figure 3, the initial SOC of the vehicle at point A is F. Assuming the vehicle uses hybrid mode (i.e., the vehicle uses fuel entirely and the battery is charging) on ​​segment 1 from point A to point B, the upper limit of the SOC at point B is determined to be G, which is the upper limit of the predicted SOC range for segment 1. Assuming the vehicle uses pure electric mode (i.e., the vehicle uses electricity entirely and the battery is discharging) on ​​segment 1 from point A to point B, the lower limit of the SOC at point B is determined to be I, which is the lower limit of the predicted SOC range for segment 1. Therefore, the predicted SOC range for segment 1 can be determined as [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 SOC range for the battery on segment 1 is [65%, 75%]. Among them, the slope of line segment FG is related to the maximum power generation of the vehicle allowed in road segment 1, and the slope of line segment FI is related to the maximum power discharge of the vehicle allowed in road segment 1.

[0164] 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].

[0165] 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 the predicted SOC change 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 the predicted SOC change 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 the predicted SOC change of the following segment.

[0166] In this embodiment, the first predicted SOC range for the first road segment is determined based on the initial SOC of the vehicle in the pre-driving road segment and the predicted SOC change in 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 predicted SOC change in 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 predicted SOC change in the k-th road segment.

[0167] In some embodiments, the predicted SOC range of the target road segment 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 the road segment can be taken to obtain the predicted SOC range at the end of the road segment. The predicted SOC range at the end of the last road segment is the end SOC of the pre-driving route. Figure 4 shows the final predicted SOC range, where the initial SOC of the pre-driving route is F and the end SOC of the pre-driving route is U. For example, in 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%].

[0168] In some embodiments, the predicted SOC change of the target road segment is 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:

[0169] 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.

[0170] The power limit of a vehicle's engine is determined by noise, vibration, and harshness (NVH).

[0171] The maximum charging and discharging power of the power battery.

[0172] 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.

[0173] 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.

[0174] In some embodiments, when the vehicle is at the starting point of the pre-driving route, the actual SOC of the power battery is the initial SOC mentioned above. As shown in Figure 2, the pre-driving route includes road segment 1, road segment 2, road segment 3, and road segment 4. The starting point of the pre-driving route is the starting point A of road segment 1. That is to say, 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 is used to reflect the road conditions of the corresponding road segment. When the vehicle is driving on a certain road segment, the vehicle uses the power battery's charge with the target SOC of that road segment as the target, so that when the vehicle completes the road segment, the remaining charge of the power battery is close to the target SOC. In this way, by managing the vehicle's power battery charge through the road conditions of each road segment, the vehicle's energy consumption can be effectively reduced.

[0175] 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.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] 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.

[0180] 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.

[0181] In some embodiments, the predicted SOC range includes only one value, which is denoted as the target value; determining the target SOC of k road segments based on the predicted SOC range of k road segments includes: determining the target value of the predicted SOC range of k road segments as the target SOC of k road segments.

[0182] In this embodiment of the application, the predicted energy demand can be the predicted electricity consumption. The predicted SOC range determined based on the predicted electricity consumption can include only one value, such as the predicted SOC range being [65%, 65%], which includes only one value, 65%. For any road segment, the target value of the predicted SOC range of that road segment can be determined as the target SOC of that road segment.

[0183] In some embodiments, determining the predicted SOC range for k road segments includes: determining the endpoint SOC of the power battery when the vehicle travels to the end of the pre-driving route; and determining the target values ​​for the k road segments based on the predicted SOC changes and endpoint SOC of at least k-1 road segments.

[0184] The endpoint SOC is the target value of the kth road segment. Based on the predicted SOC changes of the 2nd to kth road segments and the endpoint SOC, the target values ​​of the 1st to k-1th road segments can be calculated, thus obtaining the predicted SOC range that includes only one target value.

[0185] In some embodiments, the target value of the kth road segment is the endpoint SOC, and the target value of the (j-1)th road segment is calculated based on the target value of the jth road segment and the predicted SOC change of the jth road segment, where j = 2, 3, 4, ..., k.

[0186] Specifically, assuming k=5, since the endpoint SOC has already been determined based on the initial SOC, it can be directly used as the target SOC for the 5th segment. After determining the target SOC of the 5th segment, the target SOC of the 4th segment can be calculated based on its target SOC and the predicted SOC change. Then, based on the target SOC and the predicted SOC change of the 4th segment, the target SOC of the 3rd segment can be calculated, and so on, for the 3rd, 2nd, and 1st segments. For example, if the target SOC of the 4th segment is 40% and the predicted SOC change of the 4th segment is 5%, then the target SOC of the 3rd segment = target SOC of the 4th segment - predicted SOC change of the 4th segment = 40% - 5% = 35%.

[0187] 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.

[0188] 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%.

[0189] In some embodiments, determining the predicted SOC range for k road segments includes: obtaining the initial SOC of the vehicle's power battery on the pre-driving route; and determining the target values ​​for the k road segments based on the predicted SOC changes of at least k-1 road segments and the initial SOC.

[0190] Specifically, based on the predicted SOC changes and the initial SOC of the first to kth road segments, the target values ​​of the first to kth road segments can be calculated, thus obtaining the predicted SOC range that includes only one target value.

[0191] In some embodiments, the target value of the first road segment is calculated based on the initial SOC and the predicted SOC change of the first road segment, and the target value of the j-th road segment is calculated based on the target value of the (j-1)-th road segment and the predicted SOC change of the j-th road segment, where j = 2, 3, 4, ..., k.

[0192] Specifically, assuming k=5, the target SOC of the first road segment can be calculated based on the initial SOC and the predicted SOC change of the first segment. The target SOC of the second road segment can be calculated based on the target SOC of the first segment and the predicted SOC change of the second segment, and so on, for the third, fourth, and fifth segments. For example, if the target SOC of the third segment is 40% and the predicted SOC change of the fourth segment is 5%, then the target SOC of the fourth segment = the target SOC of the third segment + the predicted SOC change of the fourth segment = 40% + 5% = 45%.

[0193] In some embodiments, traffic information includes road type, congestion level, and distance; the predicted demand energy consumption of the target road segment in the pre-driving route is determined based on the power consumption per unit distance of the target road segment and the distance length, the power consumption per unit distance of the target road segment is determined based on the road type and congestion level of the target road segment, and the predicted demand energy consumption of the target road segment is used as the predicted SOC change of the target road segment.

[0194] Specifically, the energy consumption per unit distance can be determined using historical vehicle data. For example, if a vehicle previously traveled on road segment B, and the actual energy consumption per unit distance during that journey was 'a', then if the road type of road segment A in the planned route is the same as that of road segment B, and the congestion level of road segment A is also the same as that of road segment B, then the energy consumption per unit distance for road segment A can be determined as 'a'. Multiplying the energy consumption per unit distance by the distance of the road segment yields the predicted energy demand for that road segment.

[0195] In some embodiments, the power consumption per unit distance of the target road segment is obtained by querying a preset table based on the road type and congestion level of the target road segment.

[0196] The pre-defined table stores the correspondence between road type, congestion level, and power consumption per unit distance. Based on this correspondence, the power consumption per unit distance can be retrieved according to the road type and congestion level of a road segment.

[0197] In some embodiments, after a vehicle travels a road of a preset length, the power consumption per unit distance to be updated in the preset table is updated based on the actual power consumption per unit distance of the vehicle on the road of the preset length.

[0198] Specifically, after a vehicle travels a preset distance, the actual power consumption of the vehicle on that road can be obtained; based on the actual power consumption and the preset distance, the actual power consumption per unit distance is obtained; and the power consumption per unit distance in the preset table is updated based on the actual power consumption per unit distance.

[0199] For example, the preset distance length can be 1 kilometer. For every 1 kilometer the vehicle travels, its actual power consumption on that 1-kilometer stretch of road can be obtained, thus yielding the actual power consumption per unit distance. In the preset table, the power consumption per unit distance corresponding to the road type and congestion level of that 1-kilometer stretch is the power consumption per unit distance to be updated. In this embodiment, the power consumption per unit distance to be updated in the preset table can be updated based on the actual power consumption per unit distance.

[0200] In some embodiments, the power consumption per unit distance to be updated in the preset table is updated to the actual power consumption per unit distance.

[0201] Assuming that the power consumption per unit distance to be updated in the preset table corresponds to road type 1 and congestion level 1, after the update, the power consumption per unit distance corresponding to road type 1 and congestion level 1 in the preset table will be the actual power consumption per unit distance.

[0202] In some embodiments, the unit distance power consumption to be updated in the preset table is updated to the target unit distance power consumption, which is calculated based on the unit distance power consumption to be updated, the first weight corresponding to the unit distance power consumption to be updated, the actual unit distance power consumption, and the second weight corresponding to the actual unit distance power consumption.

[0203] Specifically, the sum of the first weight and the second weight equals 1. The unit distance energy consumption to be updated is multiplied by the first weight to obtain the first product, and the actual unit distance energy consumption is multiplied by the second weight to obtain the second product. The sum of the first product and the second product is taken as the target unit distance energy consumption. Assuming the unit distance energy consumption to be updated in the preset table corresponds to road type 1 and congestion level 1, after the update, the unit distance energy consumption corresponding to road type 1 and congestion level 1 in the preset table will be the target unit distance energy consumption.

[0204] In some embodiments, traffic information includes road type, congestion level, and travel time; the predicted energy demand of the target road segment in the pre-driving route is determined based on the SOC change rate of the target road segment and the travel time, the SOC change rate of the target road segment is determined based on the road type and congestion level of the target road segment, and the predicted energy demand of the target road segment is used as the predicted SOC change of the target road segment.

[0205] Specifically, the SOC change rate can be derived from historical vehicle data, such as a vehicle's previous journey on road segment B, during which the actual SOC change rate was 'a'. If the road type of road segment A in the planned route is the same as that of road segment B, and the congestion level of road segment A is also the same as that of road segment B, then the SOC change rate of road segment A can be determined as 'a'. Multiplying the SOC change rate by the required travel time on the road segment yields the predicted energy demand for that road segment.

[0206] 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.

[0207] 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.

[0208] 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:

[0209] 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.

[0210] 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:

[0211] (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.

[0212] 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.

[0213] 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.

[0214] 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.

[0215] 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.

[0216] 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:

[0217] 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.

[0218] 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.

[0219] 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: determining the category coefficient of the target road segment based on road condition information of the target road segment in the pre-driving route; determining the equivalent factor corresponding to the target road segment based on the target SOC and the category coefficient of the target road segment; determining the first instantaneous output power of the vehicle's power battery at each moment of operation on the target road segment using the equivalent factor and the Equivalent Consumption Minimum Strategy (ECMS); and controlling the vehicle's engine and motor based on the actual SOC and the first instantaneous output power.

[0220] The category coefficient indicates the road condition category of a road segment. For example, if a road segment is classified as a highway with a medium congestion level, then the category coefficient for that road segment is 1. In other words, a category coefficient of 1 indicates that the road segment is a highway with a medium congestion level. For a road segment A, the equivalent factor corresponding to road segment A can be determined based on the target SOC and the category coefficient of road segment A. It should be noted that this equivalent factor is the equivalent factor in ECMS; please refer to the explanation in ECMS for details, which will not be elaborated here. Using the equivalent factor and ECMS, the first instantaneous output power of the vehicle's power battery at each moment can be determined. Since each road segment has its own equivalent factor, when a vehicle is traveling on road segment A, the first instantaneous output power of the power battery at each moment during the time period of travel on road segment A is determined based on the equivalent factor corresponding to road segment A and ECMS.

[0221] In some embodiments, the equivalent factor corresponding to the target road segment is obtained by looking up a table based on the category coefficient of the target road segment and the target SOC.

[0222] Specifically, the target SOC corresponding to the target road segment can be obtained, where the target road segment is any segment in the pre-driving route. Based on the category coefficient and target SOC of the target road segment, the equivalent factor corresponding to the target road segment is obtained by looking up a table. Specifically, the equivalent factor corresponding to the category coefficient and target SOC of the target road segment can be found by looking up a table. The table stores the correspondence between category coefficients, target SOC, and equivalent factors.

[0223] In some embodiments, the first instantaneous output power of the power battery when operating on the target road segment is calculated according to the following formula:

[0224]

[0225] Where H(u, SOC(t), t) is the Hamiltonian function obtained based on ECMS, and argH(u, SOC(t), t) is the first instantaneous output power of the power battery at time t. Let be the vehicle's engine fuel consumption, s(t) be the equivalent factor at time t, and SOC(t) be the SOC of the power battery at time t. Let SOC be the rate of change, and u be the vehicle's engine fuel consumption rate.

[0226] Specifically, after obtaining the equivalence factor, the ECMS can be used to obtain the first instantaneous output power of the battery of the hybrid vehicle corresponding to the equivalence factor, and thus control the hybrid vehicle based on the first instantaneous output power of the power battery. Time t can be any time.

[0227] In some embodiments, the steps of controlling the vehicle's engine and motor based on the actual SOC and the first instantaneous output power include: obtaining the vehicle's required power at time t; determining the engine's second instantaneous output power and the power battery's third instantaneous output power at time t based on the actual SOC, the required power, the power battery's first instantaneous output power at time t, and the engine's NVH limiting power; controlling the power battery to drive the motor based on the third instantaneous output power; and controlling the engine based on the second instantaneous output power.

[0228] The vehicle's required power at time t can be determined based on the vehicle's speed and the depth to which the driver depresses the accelerator pedal. Based on the actual SOC, required power, the first instantaneous output power of the battery at time t, and the engine's NVH limiting power, the engine's second instantaneous output power and the battery's third instantaneous output power at time t are determined. Specifically, the engine's second instantaneous output power should be lower than the NVH limiting power.

[0229] Therefore, output power can be obtained based on the equivalent factor optimized in real time, realizing optimal energy management of the entire road in the entire time domain, thereby reducing energy consumption.

[0230] In some embodiments, the target SOC is redefined if at least one of the following conditions is met:

[0231] 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.

[0232] The vehicle's position deviated from the intended driving route;

[0233] When a vehicle is traveling on a target road segment, the road conditions on that segment change.

[0234] 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.

[0235] When the vehicle's position deviates from the pre-determined driving route, the target SOC is redefined.

[0236] 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.

[0237] 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.

[0238] 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.

[0239] Corresponding to the above embodiments, this application also proposes a vehicle control system.

[0240] As shown in Figure 5, the vehicle control system includes: a motor; an engine; a power battery for supplying power to the motor; and a controller, directly or indirectly connected to the motor and engine, for acquiring the vehicle's pre-driving route, which is divided into k road segments, where k is an integer greater than 1; determining the target SOC of the k road segments, where the target SOC of the i-th road segment is related to the road condition information of the road segments before and / or after the i-th road segment, i = 2, 3, 4, ..., k-1; and 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 in which the vehicle is located when the vehicle is traveling on the pre-driving route.

[0241] In this embodiment, there can be one or more controllers; the number of controllers is not limited here. The motor can be an electric motor used to drive the vehicle's wheels. The power battery can output current to the motor, causing the motor rotor to rotate. The controller is directly or indirectly connected to the motor and engine; for example, the controller can be connected to the motor through a motor inverter. The pre-driving route is the road the vehicle will 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. As shown in Figure 2, after segmenting the pre-driving route, four road 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 road segments are connected end-to-end. The technical content of this embodiment can be referred to the descriptions in the other foregoing embodiments, and will not be repeated here.

[0242] As shown in Figure 6, the vehicle control system also includes:

[0243] A generator is used to generate electricity to charge a power battery.

[0244] The controller is also directly or indirectly connected to the generator to control the operating status of the vehicle's engine, motor, and generator based on the actual SOC and the target SOC of the road segment where the vehicle is located when the vehicle is traveling on the pre-determined route.

[0245] The engine powers the vehicle's wheels with fuel and also drives a generator to produce electricity. The electricity generated by the generator charges the battery. The controller adjusts the operating status of the motor, engine, and generator based on the target State of Charge (SOC) for each segment of the pre-trip route. Specifically, this operating status can include start / stop status and output power.

[0246] In some embodiments, the vehicle control system further includes a positioning system. For example, the positioning system may be a Global Positioning System (GPS). This positioning system is installed on the vehicle to locate its position. Based on this vehicle position information, the controller can determine the current road segment where the vehicle is located and designate that segment as the target road segment. While the vehicle is traveling on the target road segment, the actual state of charge (SOC) of the power battery can be acquired in real time. Based on the actual SOC and the target SOC of the target road segment, the operating states of the motor, engine, and generator can be controlled.

[0247] In some embodiments, the vehicle control system further includes a sensor. This sensor is used to acquire the vehicle's speed; for example, the sensor may be a wheel speedometer, an inertial measurement unit (IMU), etc. The controller is configured to: 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, control the motor to operate; when the difference between the actual SOC and the target SOC is less than the preset difference, control the motor, engine, and generator to operate. When the vehicle speed is less than the speed threshold, control the motor to operate.

[0248] In some embodiments, the vehicle control system further includes a display terminal that can display the fuel savings of the trip after the vehicle reaches the end of the pre-trip route. The fuel savings are calculated as the difference between the cumulative energy consumption of executing the vehicle control method described above and the cumulative energy consumption based on simulation calibration values ​​when the vehicle control method is not executed. The simulation calibration values ​​are pre-simulated based on the road segment category and stored in the vehicle controller for later retrieval. If navigation is activated but the vehicle control method is not executed, the pre-simulation data in the vehicle controller's memory will be updated.

[0249] In summary, this system 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 operating status of the motor, generator, and engine based on the target SOC of each segment while driving, enabling the vehicle to travel on the pre-driving route with lower energy consumption.

[0250] Corresponding to the above embodiments, this application also proposes a computer-readable storage medium.

[0251] 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.

[0252] 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.

[0253] Corresponding to the above embodiments, this application also proposes a chip that enables a vehicle to perform the vehicle control method described above.

[0254] 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.

[0255] 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.

[0256] As shown in FIG7, the vehicle 100 of this application embodiment includes a memory 110, a processor 120, and a vehicle computer program stored in the memory 110 and executable on the processor 120. When the processor 120 executes the computer program, it implements the above-described vehicle control method.

[0257] For example, the processor 120 can be used to execute the above-described method embodiments according to instructions in the computer program.

[0258] In some embodiments of this application, the processor 120 may include, but is not limited to:

[0259] 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.

[0260] In some embodiments of this application, the memory 110 includes, but is not limited to:

[0261] 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).

[0262] 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.

[0263] As shown in Figure 7, the vehicle 100 may also include:

[0264] Transceiver 130, which can be connected to processor 120 or memory 110.

[0265] 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.

[0266] 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.

[0267] 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.

[0268] 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.

[0269] 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.

[0270] 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.

[0271] 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.

[0272] 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.

[0273] 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; Based on road condition information of at least k-1 consecutive road segments, the predicted energy demand of the at least k-1 road segments is determined; based on the predicted energy demand, the predicted SOC change of the corresponding road segment is determined; based on the predicted SOC change of the at least k-1 road segments, the predicted SOC range of the vehicle at the end of the k road segments is determined; based on the predicted SOC range of the k road segments, the target SOC of the k road segments is determined, wherein the target SOC of the i-th road segment is related to the road condition information of the road segments before and / or after the i-th road segment, i=2,3,4,…,k-1; 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; wherein the predicted SOC range of the target road segment in the pre-driving route is determined based on the first predicted SOC range and the second predicted SOC range of the target road segment; When the target road segment is the first segment of the pre-driving route, the first predicted SOC range of the target road segment is determined based on the vehicle's initial SOC on the pre-driving route and the predicted SOC change of the target road segment; when 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 segment and the predicted SOC change of the target road segment; when the target road segment is the last segment of the pre-driving route, the second predicted SOC range of the target road segment is the final SOC of the power battery when the vehicle reaches the end of the pre-driving route; when 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 following segment and the predicted SOC change of the following segment.

2. The method according to claim 1, characterized in that, The step of determining the target SOC of the k road segments based on the predicted SOC range of the k road segments includes: determining multiple candidate SOC sequences based on the predicted SOC range of the k road segments; and determining a 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 operate with the lowest equivalent fuel consumption on the pre-driving route.

3. The method according to claim 2, characterized in that, The method for determining the candidate SOC sequence includes: selecting one SOC from the predicted SOC range of the k road segments respectively to obtain one candidate SOC sequence from the multiple candidate SOC sequences.

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

5. The method according to claim 1, characterized in that, The predicted SOC change of the target road segment is 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: the predicted energy consumption demand of the vehicle driving on the corresponding road segment, the predicted energy consumption demand being determined based on the road condition information of the corresponding road segment; the noise, vibration, and harshness (NVH) limiting power of the vehicle's engine; and the maximum charging and discharging power of the power battery.

6. The method according to claim 5, characterized in that, The predicted energy demand for the target road segment is obtained based on the road condition information and energy consumption impact information of the target road segment, wherein the energy consumption impact information includes at least one of the user's driving style information and vehicle condition information.

7. The method according to claim 1, characterized in that, The traffic information includes road type, congestion level, and distance; the predicted energy demand of the target road segment in the pre-driving route is determined based on the power consumption per unit distance and distance length of the target road segment, the power consumption per unit distance of the target road segment is determined based on the road type and congestion level of the target road segment, and the predicted energy demand of the target road segment is used as the predicted SOC change of the target road segment.

8. The method according to claim 1, characterized in that, The traffic information includes road type, congestion level, and travel time; the predicted energy demand of the target road segment in the pre-driving route is determined based on the SOC change rate and travel time of the target road segment, the SOC change rate of the target road segment is determined based on the road type and congestion level of the target road segment, and the predicted energy demand of the target road segment is used as the predicted SOC change of the target road segment.

9. The method according to claim 7, characterized in that, The unit distance power consumption of the target road segment is obtained by querying a preset table based on the road type and congestion level of the target road segment. The preset table stores the correspondence between road type, congestion level and unit distance power consumption.

10. The method according to claim 9, characterized in that, After the vehicle has traveled a preset distance on a road, the power consumption per unit distance in the preset table is updated based on the actual power consumption per unit distance of the vehicle on the road of the preset distance.

11. The method according to claim 10, characterized in that, The unit distance power consumption to be updated in the preset table is updated to the actual unit distance power consumption; or, the unit distance power consumption to be updated in the preset table is updated to the target unit distance power consumption, which is calculated based on the unit distance power consumption to be updated, the first weight corresponding to the unit distance power consumption to be updated, the actual unit distance power consumption, and the second weight corresponding to the actual unit distance power consumption.

12. 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: controlling the vehicle to drive in pure electric mode or hybrid mode based on the actual SOC and the target SOC, wherein the motor operates in pure electric mode and at least one of the engine and motor operates in hybrid mode.

13. The method according to claim 12, 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, controlling the vehicle to operate in pure electric mode; when the difference between the actual SOC and the target SOC is less than the preset difference, controlling the vehicle to operate in hybrid mode.

14. The method according to claim 13, characterized in that, If the vehicle speed is less than the speed threshold, the vehicle is controlled to operate in pure electric mode.

15. The method according to claim 13 or 14, characterized in that, The vehicle speed threshold is positively correlated with the actual SOC.

16. 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.

17. 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.

18. The method according to claim 17, characterized in that, The length of the road segment is greater than or equal to a preset distance threshold.

19. 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: determining the category coefficient of the target road segment based on road condition information of the target road segment in the pre-driving route; determining the equivalent factor corresponding to the target road segment based on the target SOC of the target road segment and the category coefficient of the target road segment; determining the first instantaneous output power of the vehicle's power battery at various times when it is operating on the target road segment using the equivalent factor and the equivalent fuel consumption minimization strategy (ECMS); and controlling the vehicle's engine and motor based on the actual SOC and the first instantaneous output power.

20. The method according to claim 19, characterized in that, The equivalent factor corresponding to the target road segment is obtained by looking up a table based on the category coefficient and target SOC of the target road segment.

21. The method according to claim 19, characterized in that, The first instantaneous output power of the power battery when operating on the target road section is calculated according to the following formula: Where H(u, SOC(t), t) is the Hamiltonian function obtained based on ECMS. The power output of the battery at time t is the first instantaneous output power. This refers to the engine fuel consumption of the vehicle. Let be the equivalent factor at time t. Let SOC be the state of charge (SOC) of the power battery at time t. Let SOC be the rate of change, and u be the engine fuel consumption rate of the vehicle.

22. The method according to claim 19, characterized in that, The step of controlling the vehicle's engine and motor based on the actual SOC and the first instantaneous output power includes: obtaining the vehicle's required power at time t; determining the engine's second instantaneous output power and the power battery's third instantaneous output power at time t based on the actual SOC, the required power, the power battery's first instantaneous output power at time t, and the engine's NVH limiting power; controlling the power battery to drive the motor based on the third instantaneous output power; and controlling the engine based on the second instantaneous output power.

23. The method according to claim 1, characterized in that, The method further includes: if a condition is met, then redetermining the target SOC, the condition including 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.

24. 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.

25. A vehicle control system, characterized in that, The system includes: a motor; an engine; a power battery for supplying power to the motor; and a controller, directly or indirectly connected to the motor and the engine, for acquiring the vehicle's pre-driving route, the pre-driving route being divided into k road segments, where k is an integer greater than 1; determining the predicted energy demand consumption of the at least k-1 road segments based on road condition information of at least k-1 consecutive road segments; determining the predicted State of Charge (SOC) change of the corresponding road segments based on the predicted energy demand consumption; and determining the vehicle's SOC change in the k road segments based on the predicted SOC change of the at least k-1 road segments. The predicted SOC range at the end of the road segment; based on the predicted SOC range of the k road segments, the target SOC of the k road segments is determined, wherein the target SOC of the i-th road segment is related to the road condition information of the road segments before and / or after the i-th road segment, i=2,3,4,…,k-1; 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; wherein, the predicted SOC range of the target road segment in the pre-driving route is... The SOC range is determined based on the first predicted SOC range and the second predicted SOC range of the target road segment; when the target road segment is the first segment of the pre-driving route, the first predicted SOC range of the target road segment is determined based on the vehicle's initial SOC on the pre-driving route and the predicted SOC change of the target road segment; when 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 segment and the predicted SOC change of the target road segment; when the target road segment is the last segment of the pre-driving route, the second predicted SOC range of the target road segment is the final SOC of the power battery when the vehicle reaches the end of the pre-driving route; when 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 following segment and the predicted SOC change of the following segment.

26. The vehicle control system according to claim 25, characterized in that, The system further includes: a generator for generating electricity to charge the power battery; the controller is also directly or indirectly connected to the generator for controlling the operating status of the vehicle's engine, motor and generator according to the actual SOC and the target SOC of the road segment where the vehicle is located when the vehicle is traveling on the pre-driving route.

27. The vehicle control system according to claim 26, characterized in that, The system further includes: a positioning system for locating the vehicle and obtaining vehicle location information; and a controller for determining the road segment where the vehicle is located based on the vehicle location information.

28. The vehicle control system according to claim 27, characterized in that, The system further includes: a sensor for acquiring the vehicle speed; and a controller for: controlling the motor to operate when the difference between the actual SOC and the target SOC is greater than or equal to a preset speed threshold, and controlling at least one of the motor, the engine, and the generator to operate when the difference between the actual SOC and the target SOC is less than the preset difference, and controlling the motor to operate when the vehicle speed is less than the speed threshold.

29. 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 1-24.

30. A controller, characterized in that, The system includes a processor for retrieving and running a computer program from a memory to cause a vehicle equipped with the controller to perform the vehicle control method as described in any one of claims 1-24.

31. 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 1-24.

32. 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 1-24.

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