A vehicle control method, system and device

Abstract

The application discloses a vehicle control method, system and device, obtains whole vehicle performance information and operation information, meets the starting condition of a predicted performance quantity management mode, obtains first navigation information, an n-th iteration battery SOC balance point and an n-th iteration engine working point as a target battery SOC balance point and a target engine working point, determines an engine working point power, and obtains a whole journey electric quantity demand of the vehicle; according to the engine working point power, a vehicle speed when the engine starts is obtained; if a current energy efficiency performance parameter of the vehicle is better than a previous energy efficiency performance parameter, the vehicle is controlled based on the battery SOC balance point and the engine working point of the current iteration. In the case that the navigation information cannot be obtained, a most similar working condition is obtained according to speed acceleration and other information and several typical working conditions, and the SOC balance point or the engine working point is determined according to the most similar working condition, and the vehicle is controlled based on the determined battery SOC balance point and the engine working point.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a vehicle control method, system, and device. Background Art

[0002] As a transitional model from fuel to pure electric vehicles, plug-in hybrids offer greater power flexibility, combining the advantages of both internal combustion and diesel engines for greater energy efficiency. Specifically, compared to pure electric vehicles, plug-in hybrids utilize a smaller power battery, combined with an internal combustion engine, to easily achieve a combined range exceeding 1,000 km. The presence of the internal combustion engine effectively addresses issues such as recharging speed, low-temperature starting, reduced low-temperature range of lithium batteries, and high energy consumption at high speeds.

[0003] Most current hybrid electric vehicle (HEV) energy management strategies are non-predictive, developed based on typical operating conditions. These are typically derived from common driving scenarios and statistical data, such as setting fixed engine power for urban roads and highways. Without information about future operating conditions, non-predictive energy management often balances power output and energy consumption according to default rules, making it difficult to find the optimal balance between energy consumption and power under all operating conditions. For example, if a steep hill is anticipated, insufficient battery energy may be stored in advance, resulting in insufficient power for the climb and potentially requiring additional engine assistance, increasing fuel consumption. Therefore, energy management strategies developed based on typical operating conditions often fail to adapt well to the variability of operating conditions during vehicle operation. Summary of the Invention

[0004] Based on the above problems, the present application provides a vehicle control method, system and device to improve the adaptability and flexibility of vehicle control.

[0005] To solve the above problems, the technical solutions provided in the embodiments of the present application are as follows:

[0006] A first aspect of the present application provides a vehicle control method, comprising:

[0007] Obtain vehicle performance information and operating information;

[0008] In response to the vehicle performance information and the operating information meeting an activation condition of the predictive energy management mode, obtaining first navigation information, a battery SOC balance point of an nth iteration, and an engine operating point of an nth iteration, and using the battery SOC balance point of the nth iteration and the engine operating point power of the nth iteration as a target battery SOC balance point and a target engine operating point;

[0009] Determine the engine operating point power for this iteration based on the target battery SOC balance point and the target engine operating point, and obtain the vehicle's full-trip power requirement based on the first navigation information;

[0010] According to the engine operating point power of this iteration, the vehicle speed when the engine is started is obtained;

[0011] determining, based on the second navigation information and the vehicle speed when the engine is started, whether the vehicle meets a power limitation condition under a target operating condition, the power limitation condition being used to represent a restriction requirement for normal operation of the vehicle under the target operating condition;

[0012] In response to the vehicle meeting the power restriction condition, determining that an energy efficiency performance parameter of the vehicle at the engine operating point power of the current iteration is better than an energy efficiency performance parameter at the engine operating point power of the previous iteration, the energy efficiency performance parameter being used to represent the efficiency of the vehicle in using energy while meeting the power restriction;

[0013] In response to the energy efficiency performance parameter of the vehicle at the engine operating point power of this iteration being better than the energy efficiency performance parameter at the engine operating point power of the previous iteration, the vehicle is controlled based on the battery SOC balance point and the engine operating point of this iteration.

[0014] In one possible implementation, the target operating condition includes an acceleration operating condition or a hill climbing operating condition, and determining whether the vehicle meets the power limitation condition under the target operating condition based on the second navigation information and the vehicle speed when the engine is started includes:

[0015] Based on the second navigation information and the vehicle's power performance parameters at the engine operating point power of this iteration, determine whether the vehicle's driving torque meets the preset driving torque requirements under acceleration or climbing conditions, and whether the engine temperature meets the safety temperature requirements.

[0016] In a possible implementation, the target operating condition includes a climbing operating condition or a downhill operating condition, and the method further includes:

[0017] In response to the driving torque of the vehicle meeting the preset driving torque requirement, based on the power performance parameters of the vehicle at the engine operating point power of this iteration, it is determined whether the vehicle meets the preset discharge requirement when in a climbing condition, or whether the vehicle meets the preset charging requirement when in a downhill condition.

[0018] In one possible implementation, the target operating condition includes a complete operating condition of the vehicle on a target route, and the method further includes:

[0019] In response to the vehicle meeting a preset discharge requirement in a climbing condition and a preset charging requirement in a downhill condition, it is determined whether the battery SOC and SOP under the complete condition meet the motor requirements, and the motor requirements are used to characterize the limiting conditions of motor drive and motor recovery.

[0020] In one possible implementation, the energy efficiency performance parameters include fed-power fuel consumption, pure electric cruising range, and hybrid cruising range; the power constraint condition includes whether the battery SOC and SOP under full operating conditions meet motor requirements; and in response to the vehicle meeting the power constraint condition, determining that the energy efficiency performance parameters of the vehicle at the engine operating point power of the current iteration are better than the energy efficiency performance parameters at the engine operating point power of the previous iteration includes:

[0021] In response to the battery SOC and SOP meeting the motor requirements under the complete working condition, the cumulative energy consumption is calculated according to the vehicle speed change, and the electricity consumption in the cumulative energy consumption is converted into fuel consumption to obtain the power-feed fuel consumption under the working condition;

[0022] In response to the fed fuel consumption being less than the fed fuel consumption at the engine operating point power of the previous iteration, the pure electric cruising range and hybrid cruising range are calculated based on the vehicle's available fuel amount and battery SOC, and it is determined whether the pure electric cruising range and hybrid cruising range are greater than the pure electric cruising range and hybrid cruising range at the engine operating point power of the previous iteration.

[0023] In a possible implementation, the method further includes:

[0024] In response to satisfying any one of the following three judgment results: the driving torque of the vehicle does not meet the preset driving torque requirement under the acceleration condition or the climbing condition, the engine temperature does not meet the safety temperature requirement, and the fed fuel consumption is not less than the fed fuel consumption under the engine operating point power of the previous iteration, the engine operating point power is adjusted to obtain the engine operating point power of the n+1th iteration, and the engine operating point power of the n+1th iteration is used as the target engine operating point power, and the "determining the engine operating point power of this iteration based on the target battery SOC balance point and the target engine operating point" and its subsequent steps are continued to be executed.

[0025] In a possible implementation, the method further includes:

[0026] The vehicle does not meet the preset discharge requirement when climbing a slope, the vehicle does not meet the preset charging requirement when descending a slope, the battery SOC under the complete working condition does not meet the motor drive requirement and the recovery requirement, the battery SOP under the complete working condition does not meet the motor drive requirement and the recovery requirement, the feeding fuel consumption is not greater than the pure electric cruising range and hybrid cruising range under the engine operating point power of the previous iteration, adjust the battery SOC balance point, obtain the battery SOC balance point of the n+1th iteration, and use the battery SOC balance point of the n+1th iteration as the target battery SOC balance point, and continue to execute the "determine the engine operating point power of this iteration based on the target battery SOC balance point and the target engine operating point" and its subsequent steps.

[0027] In one possible implementation, in response to an energy efficiency performance parameter of the vehicle at the engine operating point power of the current iteration being better than an energy efficiency performance parameter at the engine operating point power of the previous iteration, controlling the vehicle based on the battery SOC balance point and the engine operating point of the current iteration includes:

[0028] In response to an energy efficiency performance parameter of the vehicle at the engine operating point power in the current iteration being better than an energy efficiency performance parameter at the engine operating point power in the previous iteration, obtaining third navigation information and image information, and adjusting a battery SOC balance point corresponding to the current iteration based on the third navigation information and image information;

[0029] The vehicle is controlled based on the adjusted battery SOC balance point and the engine operating point.

[0030] A second aspect of the present application provides a vehicle control system, comprising:

[0031] A first acquisition unit is used to acquire vehicle performance information and operation information;

[0032] a second acquiring unit, configured to acquire, in response to the vehicle performance information and the operating operation information satisfying an activation condition of the predictive energy management mode, the first navigation information, a battery SOC balance point of an nth iteration, and an engine operating point of an nth iteration, and use the battery SOC balance point of the nth iteration and the engine operating point power of the nth iteration as a target battery SOC balance point and a target engine operating point;

[0033] a third acquisition unit, configured to determine the engine operating point power of this iteration based on the target battery SOC balance point and the target engine operating point, and to acquire the vehicle's full-trip power requirement according to the first navigation information;

[0034] The fourth acquisition unit acquires the vehicle speed when the engine is started according to the engine operating point power of this iteration;

[0035] a first determination unit, configured to determine whether the vehicle meets a power limitation condition under a target operating condition based on the second navigation information and the vehicle speed when the engine is started, the power limitation condition being used to represent a restriction requirement for normal operation of the vehicle under the target operating condition;

[0036] a second determination unit configured to determine, in response to the vehicle meeting a power restriction condition, whether an energy efficiency performance parameter of the vehicle at an engine operating point power of a current iteration is better than an energy efficiency performance parameter at an engine operating point power of a previous iteration, the energy efficiency performance parameter being used to represent the efficiency of the vehicle in using energy while meeting the power restriction;

[0037] A control unit is used to control the vehicle based on the battery SOC balance point and the engine operating point of this iteration in response to the energy efficiency performance parameters of the vehicle at the engine operating point power of this iteration being better than the energy efficiency performance parameters at the engine operating point power of the previous iteration.

[0038] The third aspect of the present application provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle control method described in the first aspect is implemented.

[0039] Compared with the existing technology, this application has the following beneficial effects:

[0040] This application uses navigation information and the actual situation of the vehicle to predict the road conditions in the future. Based on the real-time road condition prediction, the vehicle can more accurately plan the power requirements during driving. For example, store enough battery energy for the upcoming large climb to ensure that the vehicle has enough power to climb. Ensure that under favorable conditions such as downhill, the battery has enough space for energy recovery and maximizes the use of the regenerative braking system. Compared with non-predictive energy management, this application comprehensively considers the specific road conditions. In the case of large differences from typical working conditions, while ensuring that the power meets the working conditions, it achieves comprehensive energy saving and extends the cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in this embodiment or the prior art, the following briefly introduces the drawings required for use in the embodiment or the prior art description. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0042] Figure 1 A flow chart of a vehicle control method provided in an embodiment of the present application;

[0043] Figure 2 A flowchart of another vehicle control method is provided for an embodiment of the present application;

[0044] Figure 3 A structural diagram of a vehicle control system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] In order to help those skilled in the art better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of this application.

[0046] To facilitate understanding of the technical solutions provided by the embodiments of the present application, the background technology involved in the embodiments of the present application will be described below.

[0047] As mentioned above, plug-in hybrid electric vehicles (PHEVs), as a technological solution for transitioning from traditional fuel vehicles to pure electric vehicles, combine the advantages of both internal combustion engines and electric motors, offering unique advantages. Compared to pure electric vehicles, PHEVs, thanks to their smaller battery capacity and internal combustion engine combination, can achieve a range of over 1,000 kilometers without frequent charging, significantly alleviating range anxiety. Furthermore, the presence of the internal combustion engine overcomes the challenges of pure electric vehicles, such as rapid charging, battery degradation in cold weather, and high energy consumption at high speeds. These advantages undoubtedly make them a more user-friendly and accessible transition option for drivers accustomed to the convenience of fuel vehicles.

[0048] Current hybrid vehicle energy management strategies are typically designed and implemented based on a pure electric-first approach, combined with optimal real-time efficiency in hybrid mode or optimal energy consumption under typical operating conditions. However, this strategy can encounter challenges in practical application, particularly under specific operating conditions that differ significantly from typical operating conditions in terms of acceleration, average speed, and grade.

[0049] First, hybrid vehicles may require higher power output for conditions with large acceleration variations, such as sudden acceleration or steep hill climbing. However, under an electric-first strategy, if the battery capacity is insufficient to meet this high power demand, the engine may be frequently started to provide additional power. However, these frequent engine starts not only increase fuel consumption but can also further exacerbate fuel consumption by causing the engine operating point to fall outside the optimal efficiency range.

[0050] Secondly, differences in average speed also affect the energy management of hybrid vehicles. At higher speeds, the internal combustion engine is generally more efficient, while at lower speeds, the electric motor may be more efficient. However, if the energy management strategy is not adjusted according to real-time driving conditions, it may lead to excessive reliance on the electric motor at higher speeds or frequent use of the internal combustion engine at lower speeds, thus failing to achieve optimal energy consumption.

[0051] Furthermore, grade changes are a significant factor. When climbing a slope, the vehicle must overcome gravity to generate work, thus requiring higher power output. If the battery capacity is insufficient to meet this demand, the engine must provide additional power. However, under an all-electric-first strategy, if the battery charge is low or performance is limited, the engine may frequently start during the climb, impacting energy efficiency and the driving experience.

[0052] With the rapid development of navigation and camera technology, customers can obtain rich and accurate real-time information including distance, congestion, slope, traffic lights, obstacles, and the location of charging stations. This information is crucial for plug-in hybrid vehicles, especially those that do not frequently travel fixed routes, such as RVs.

[0053] In order to solve the above problems, a vehicle control method is provided in an embodiment of the present application. Under the working condition of sufficient power, the battery, motor, engine power configuration and performance indicators are comprehensively optimized to store enough battery energy for possible working conditions such as large climbs in the future, ensuring that the vehicle has enough power. At the same time, the system predicts the energy demand of the whole vehicle according to the average speed of the future road conditions, reasonably selects the engine start time and optimizes its operation at the optimal working point. The demand for electric energy during the vehicle's driving process will not cause the battery to run out of power, nor will it cause the battery to be overcharged. Under the premise of taking into account the prediction of the battery usage working condition, it is ensured that the power meets the working condition requirements, and reasonable power replenishment is achieved to meet the power conservation needs of RV customers to achieve optimal energy consumption and longer battery life. In addition, the system can also adjust the battery temperature to the charging requirements in advance based on the prediction of future road conditions and the location of the charging pile, thereby improving the charging efficiency.

[0054] It should be noted that the vehicle control method, system, and device provided in this application can be applied to the automotive electronics field or the new energy vehicle field. The above is only an example and does not limit the application field of the vehicle control method, system, and device provided in this application. In addition, the embodiments of this application may not limit the execution subject of vehicle control. For example, the vehicle control method of the embodiments of this application can be applied to a controller installed in a vehicle.

[0055] In order to make the purpose, technical solutions and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0056] The method provided by this application is described in detail below through an embodiment, and the flow chart is shown in FIG. Figure 1 , Figure 1 This is a flow chart of a vehicle control method provided in an embodiment of the present application. It includes the following steps:

[0057] S101. Obtain vehicle performance information and operation information.

[0058] The vehicle can collect various performance parameters about the vehicle (such as battery status, motor efficiency, engine efficiency, etc.) and current operating information (such as vehicle speed, acceleration, driver intention, etc.) through sensors and controllers.

[0059] S102. In response to the vehicle performance information and operating operation information meeting the activation conditions of the predictive energy management mode, obtaining first navigation information, the battery SOC balance point of the nth iteration, and the engine operating point of the nth iteration, and using the battery SOC balance point of the nth iteration and the engine operating point power of the nth iteration as the target battery SOC balance point and the target engine operating point.

[0060] The system checks whether the conditions for enabling predictive energy management mode are met. If so, it retrieves the first navigation information and the tentative battery SOC (State of Charge) balance point and engine operating point for this iteration. These values ​​are used as the target values ​​for the current iteration.

[0061] It should be noted that this iteration uses the nth iteration as an example. Therefore, the previous iteration is the n-1th iteration, and the next iteration is the n+1th iteration, where n is a positive integer greater than 1. Furthermore, the corresponding SOC equilibrium point and engine operating point are different for each iteration.

[0062] In a possible implementation, the following implementation is also included:

[0063] In response to the vehicle performance information and the operating information meeting the activation condition of the predictive energy management mode, a battery SOC balance point of the nth iteration is obtained based on the number of charging piles within a preset distance.

[0064] After determining that the vehicle performance information and operating information meet the activation conditions of the predictive energy management mode, the future road conditions and charging pile locations can also be predicted. The energy management system can adjust the battery temperature to the required charging temperature range in advance to improve charging efficiency. This not only shortens the charging time, but also reduces the energy loss of the battery during the charging process. In another possible implementation, the battery SOC balance point can also be adaptively adjusted when there is a charging pile within a preset distance, for example, a slightly lower SOC balance point can be selected.

[0065] In one possible implementation, when navigation information is unavailable, the most similar operating condition is obtained by comparing previous information such as vehicle speed and acceleration with several typical operating conditions, and the SOC balance point or engine operating point is determined according to the most approximate operating condition.

[0066] Vehicle sensors collect dynamic information such as vehicle speed and acceleration in real time. Review and organize vehicle driving data under different operating conditions (such as urban congestion, suburban cruising, and highway driving), including speed, acceleration, and SOC changes. Based on historical data, define characteristic parameters for each typical operating condition, such as average speed, acceleration standard deviation, and stopping frequency. Use machine learning techniques such as cluster analysis, decision trees, or neural networks to categorize historical data into different typical operating conditions.

[0067] Extract characteristic parameters from real-time data that are identical to those of typical operating conditions. Calculate the similarity (e.g., Euclidean distance, cosine similarity, etc.) between the real-time operating condition characteristics and the characteristics of each typical operating condition. Select the typical operating condition with the highest similarity as the current most similar operating condition.

[0068] Based on historical data from the most similar operating conditions, the system analyzes SOC trends and optimal balance points under those conditions. The target SOC value is determined based on factors such as battery health and range requirements. Based on the engine's operating characteristics under the most similar conditions, the engine's operating point (such as speed and load) is optimized to achieve optimal fuel economy, emissions, and power output.

[0069] The vehicle's energy management strategy is adjusted based on the determined SOC balance point and engine operating point. For example, when the SOC falls below the target, the engine can increase battery charging, while when the SOC is higher, electric propulsion can be prioritized to reduce fuel consumption. Based on current operating conditions and vehicle requirements, the output power of the engine and motor is rationally allocated to ensure vehicle performance and driving comfort.

[0070] S103: Determine the engine operating point power for this iteration based on the target battery SOC balance point and the target engine operating point, and obtain the vehicle's full-trip power requirement based on the first navigation information.

[0071] Using the target battery SOC balance point and the target engine operating point, the system calculates the engine power point for this iteration. Simultaneously, it predicts the vehicle's total energy requirements based on navigation information. The first navigation information represents the vehicle's overall journey over the next period of time, such as the distance to the destination, the average speed to the destination, the distance to the next charging station, and the average speed to the next charging station.

[0072] S104: Obtain the vehicle speed when the engine is started based on the engine operating point power of this iteration.

[0073] Based on the engine operating point power of this iteration, the optimal vehicle speed for starting the engine is calculated.

[0074] S105: Based on the second navigation information and the vehicle speed when the engine is started, determine whether the vehicle meets the power limitation condition under the target operating condition.

[0075] The power limitation condition is used to represent the limitation requirements when the vehicle operates normally under the target working condition.

[0076] S106 : In response to the vehicle meeting the power limitation condition, determining that the energy efficiency performance parameters of the vehicle at the engine operating point power of the current iteration are better than the energy efficiency performance parameters of the vehicle at the engine operating point power of the previous iteration.

[0077] The energy efficiency performance parameter is used to characterize the vehicle's energy efficiency while meeting power constraints. If the vehicle meets power constraints, the energy efficiency performance parameter at the engine operating point power in the current iteration can be compared with the previous iteration. Energy efficiency performance parameters can be set to fuel consumption, emissions, energy efficiency, etc.

[0078] S107. In response to the energy efficiency performance parameters of the vehicle at the engine operating point power of this iteration being better than the energy efficiency performance parameters at the engine operating point power of the previous iteration, controlling the vehicle based on the battery SOC balance point and the engine operating point of this iteration.

[0079] If the energy efficiency performance parameters of this iteration are better, the battery SOC balance point and engine operating point of this iteration can be used to control the vehicle to achieve more efficient energy use.

[0080] The above process is an iterative optimization process that continuously optimizes the battery SOC balance point and engine operating point based on vehicle performance and operating conditions, combined with navigation information, to achieve higher energy efficiency and better power performance. In summary, this embodiment has the following beneficial effects:

[0081] 1. Improve energy efficiency and reduce energy consumption: By continuously iteratively optimizing the battery SOC balance point and engine operating point, the system can ensure that the vehicle can use energy in the most efficient manner under various operating conditions, thereby significantly reducing fuel or electricity consumption, reducing operating costs, and improving energy utilization efficiency.

[0082] 2. Enhanced power performance and driving experience: While ensuring energy efficiency, the system also evaluates and meets power constraints. This means the vehicle can respond quickly when power is needed, providing sufficient acceleration performance, ensuring a smooth and safe drive and improving the user experience.

[0083] 3. Intelligent Adaptive Management: This process automatically adjusts energy strategies based on real-time vehicle status, driving maneuvers, and road conditions, achieving true intelligent management. This adaptability enables the vehicle to better navigate complex and changing driving environments, maintaining optimal performance whether in urban congestion, cruising on highways, or climbing mountain slopes.

[0084] 4. Extending battery life and engine maintenance cycles: Properly controlling the battery's depth of charge and discharge (i.e., by optimizing the SOC balance point) can effectively extend battery life. At the same time, optimizing the engine operating point can reduce unnecessary wear, lower maintenance costs, and extend engine life.

[0085] The following describes a vehicle control method provided by the present application through an embodiment. Figure 2 , Figure 2 A flowchart of another vehicle control method is provided for an embodiment of the present application. The method may include the following steps:

[0086] S201. Obtain vehicle performance information and operation information.

[0087] Vehicle performance information is a set of parameters used to describe and evaluate comprehensive indicators of vehicle performance and energy consumption during operation. These parameters cover multiple aspects, from the engine to the battery, motor, overall vehicle performance, and accessory energy consumption. For example, vehicle performance information includes engine external characteristics, universal characteristics, engine temperature, battery SOC, temperature and available charge and discharge power, TM and ISG motor external characteristics, continuous torque and efficiency at various speeds, vehicle parameters, vehicle speed and coasting resistance information, and accessory energy consumption.

[0088] Operational information describes the driver's personalized preferences for vehicle performance and energy usage. For example, this information may include the driver's selection of driving modes (e.g., ECO, NORMAL, SPORT) based on personal preferences and needs. It also includes pedal information (e.g., accelerator and brake pedal usage habits), as well as reserved SOC settings (battery power reserve settings) or charging / refueling preferences (e.g., preference for electric power or fuel, charging time, and refueling station selection). These settings collectively constitute the driver's driving preferences and strategies, influencing the vehicle's energy consumption, dynamic performance, and driving experience.

[0089] S202: Based on the vehicle performance information and the operation information, determine whether to enable the predictive energy management mode.

[0090] When the judgment result indicates that the predictive energy management mode is not enabled, step S203 is executed. When the judgment result indicates that the predictive energy management mode is enabled, step S205 is executed.

[0091] S203: Determine whether the SOC equilibrium point calculated iteratively based on the typical operating conditions has been reached.

[0092] If the judgment result indicates that the SOC balance point calculated iteratively based on typical operating conditions has been reached, step S204 is executed. If the judgment result indicates that the SOC balance point calculated iteratively based on typical operating conditions has not been reached, pure electric mode is activated. In this mode, the vehicle will be driven solely by electricity to reduce fuel consumption and emissions.

[0093] S204: Whether the starting speed of the typical operating condition iteration is reached / whether the vehicle enters the idle power generation mode.

[0094] When the judgment result indicates that the starting speed for a typical operating condition iteration has been reached or that idle power generation mode has been entered, hybrid mode is engaged. Hybrid mode combines electric and fuel power. In this mode, the vehicle's engine starting speed can be pre-set, and the engine operates at a predetermined optimal operating point. This ensures that the engine operates at the most efficient and economical state, while the battery operates at a predetermined SOC balance point to maintain a stable power supply for the vehicle.

[0095] When the judgment result indicates that the starting speed of the typical operating condition iteration has not been reached or the idle power generation mode has not been entered, the pure electric mode is enabled.

[0096] S205: Calculate the total power requirement based on the future vehicle speed predicted by the navigation information.

[0097] Navigation information is an important variable used to plan driving strategies for plug-in hybrid electric vehicles (PHEVs) or any vehicle with an energy management system. Navigation information can include the following:

[0098] Range to destination (L1): This is the straight-line or estimated distance between the vehicle's current location and the set destination. This parameter is crucial for planning energy allocation throughout the journey, helping the system estimate the battery charge required for the remainder of the journey.

[0099] Average speed to destination v1: The average expected speed from the current location to the destination, based on navigation predictions. This data provides guidance for estimating the total time required to reach the destination, energy consumption, and whether charging is necessary en route (if the battery is low). A high average speed means increased wind resistance, which affects energy consumption calculations.

[0100] Distance to next charging station L2: This parameter indicates the actual or estimated distance to the next available charging station. Knowing this distance is crucial for deciding when to start the engine to charge, maintain the current battery charge level, or plan a detour to a charging station.

[0101] Average speed to next charging station v2: Also based on a prediction, this is the estimated average speed from the current location to the next charging station. This speed influences the estimated time required to reach the charging station, which in turn affects the current battery charge state and the decision on whether to charge in advance. A lower estimated speed indicates urban congestion, which will affect energy consumption and charging station arrival schedules.

[0102] In a possible implementation, when the vehicle speed and the total required driving distance have been determined based on the navigation information, the amount of electricity required for the entire journey, ie, the total electricity demand, can be determined.

[0103] For example, the power demand formula in this application can be expressed as:

[0104] Q Full power requirement = (F Wind resistance + F Rolling resistance + F Climbing + F Acceleration) * V / η Power system * t

[0105] F 风阻 、F 滚阻 、F 爬坡 、F 加速 The resistance or forces encountered by a vehicle during travel are related to its speed, mass, road conditions, slope, and other factors. V is the vehicle speed, typically the average speed. η is the efficiency of the power system, which indicates the efficiency of converting energy input to power output. t is the travel time.

[0106] The given parameters (L1, v1, L2, v2) describe the driving distance and speed and do not directly appear in the power demand formula. However, L1, L2, v1, v2 and other parameters indirectly affect the various factors in the power demand calculation formula by affecting the driving time, speed and possible driving conditions, thereby determining the power demand estimate for the entire journey or part of the journey. The specific analysis is as follows:

[0107] Driving distance (L1, L2): The longer the driving distance, the more power is theoretically required. However, since the power requirement formula is based on time and speed, it is necessary to convert distance into time (i.e., t = L / V).

[0108] Average vehicle speed (v1, v2): Average vehicle speed affects travel time (t = L / V), which in turn affects power demand. It also affects the various resistances encountered by the vehicle during travel (such as wind resistance), as wind resistance is proportional to the square of vehicle speed.

[0109] Therefore, in practical applications, the given parameters (L1, v1, L2, v2) are used to estimate power requirements. The driving time (t = L / V) can be calculated based on the distance and average speed. The driving time and average speed (or specific speed change data) are used to calculate the various resistances encountered by the vehicle during travel (F wind resistance, F rolling resistance, etc.). The calculated resistance, speed, and powertrain efficiency are substituted into the power requirement formula to estimate the required power.

[0110] In one possible implementation, while calculating the full-trip power demand, or at any time before or after the calculation, the engine operating point power can be determined by iteratively optimizing the battery SOC balance point and the engine operating point.

[0111] The iterative optimization of the battery SOC balance point refers to the continuous adjustment and optimization of the battery SOC (state of charge) during the driving of the vehicle to find the best SOC balance point. In the application scenario, the future operating speed is first predicted based on the navigation information, and the initial balance point of the battery SOC is set. Then, during the driving process of the vehicle, the battery's SOC, temperature, SOP (discharge power) and other parameters are continuously monitored and evaluated. At the same time, the battery's SOC balance point is adjusted and optimized in real time according to the vehicle's driving conditions (such as acceleration, climbing, downhill, etc.) and external environment (such as traffic lights, obstacles ahead, etc.), as well as whether there are changes in charging piles within the preset range.

[0112] This iterative optimization process can be achieved through continuous comparison and calculation. For example, "whether the fuel consumption of the battery is less than the result calculated at the previous engine operating point" and "whether the cruising range is greater than the result calculated at the previous SOC balance point" are all evaluations of the effect of adjusting the battery SOC balance point. If the currently set SOC balance point can make the vehicle's energy consumption lower and the cruising range longer, then this balance point is retained; otherwise, fine-tuning is performed to continue looking for a better balance point. Therefore, the iterative optimization of the battery SOC balance point is a dynamic, real-time process that aims to achieve the best performance and efficiency of the vehicle during driving by continuously adjusting and optimizing the battery's SOC balance point.

[0113] "Iterative optimization of the engine operating points by excluding those with poor noise emissions" means that when optimizing the engine operating point, the system will first identify the operating points with poor noise emissions, exclude these points, and then iteratively optimize the remaining operating points in turn. This process can be completed through simulation, calculation or experiment, with the aim of finding the engine operating point that has the best emission performance while satisfying power and economy. In actual application scenarios, this step complements the iterative optimization of the battery SOC balance point, and together they constitute the core of the vehicle's predictive energy management strategy. By adjusting the engine's operating point and the battery's SOC balance point, the vehicle can achieve optimal energy consumption and emission performance under different driving conditions, thereby improving the energy efficiency and environmental performance of the entire vehicle.

[0114] In one possible implementation, the power calculation formula at the engine operating point may be:

[0115] P 发动机工作点功率 =T 发动机工作点 *N 发动机工作点 / 9550

[0116] The above formula describes how to calculate the output power of the engine at a certain operating point. 发动机工作点功率 Indicates the output power of the engine at a specific operating point, usually in kilowatts (kW). 发动机工作点 Refers to the output torque of the engine at this working point, in Newton meters (Nm). 发动机工作点 is the engine speed at that operating point, expressed in revolutions per minute (rpm). The number 9550 is a conversion factor used to convert the product of torque and speed into power units. This formula estimates the theoretical power output of the engine under specific operating conditions by multiplying torque and speed and dividing by a constant. This calculation is crucial for determining the optimal operating point for the engine under different operating conditions.

[0117] Optimizing the battery SOC balance point provides the prerequisite for optimizing the engine operating point, ensuring that the battery is in optimal condition to support or supplement power demand when the engine intervenes. Optimizing the engine operating point, in turn, ensures that the engine can operate in the most efficient and environmentally friendly manner to deliver the required power when necessary. The formula for calculating engine operating point power quantifies these optimization results, helping the system precisely control engine output to achieve efficient and coordinated operation of the entire hybrid system. Therefore, these three links interact to support the efficient operation of the vehicle energy management system and achieve the goals of energy conservation and emission reduction.

[0118] S206: Calculate the engine operating time based on the calculated total power demand and the engine operating power.

[0119] The engine operating time is the time the engine needs to operate at the current operating point to generate enough electricity to reach the battery SOC balance point required for this iteration. For example, the vehicle's engine can generate electricity for one hour at a 1000 kW operating point, or for two hours at a 500 kW operating point, to determine the total power requirement.

[0120] In a possible implementation, the calculation formula may be:

[0121] T 发动机工作时长 =Q 全程电量需求 *P 发动机工作点功率 / η 电功率传递

[0122] S207: Based on the engine operating point power, query the vehicle speed when the engine is started in the working condition starting from the highest vehicle speed.

[0123] The engine start speed is defined as the vehicle speed reaching the preset value during driving, at which point the engine starts. This speed corresponds to the engine operating point during this iteration. The engine operating point varies depending on the vehicle speed.

[0124] S208. Based on the navigation information, determine whether the driving torque meets the preset requirements and whether the engine temperature meets the safety temperature requirements under acceleration / climbing conditions.

[0125] The navigation information may include the distance L3 from the steep uphill slope, the average vehicle speed v3 to the steep uphill slope, the distance L4 from the steep downhill slope, and the average vehicle speed v4 to the steep downhill slope.

[0126] In real-world scenarios, the torque required for climbing / accelerating can be estimated based on the vehicle's power performance parameters (such as the engine torque curve and transmission ratio) at the current engine operating point and the predicted grade / acceleration. If the predicted climbing / acceleration torque requirement exceeds the torque the vehicle can currently provide, the "iterative optimization of engine operating points, excluding those with poor noise emissions," is performed to determine the next engine operating point and begin a new iteration.

[0127] Furthermore, under these operating conditions, it's necessary to determine whether the engine is at risk of overheating. To accurately determine this, the current engine temperature must be known. This can be monitored using the vehicle's sensors. When climbing a slope, the engine is required to output greater power and torque, which increases its load, potentially causing the engine temperature to rise. The maximum uphill distance and slope in navigation information can provide a basis for estimating the engine load when climbing.

[0128] In real-world scenarios, the performance of a vehicle's cooling system is crucial to preventing engine overheating. A well-performing cooling system effectively dissipates heat even under increased engine load, reducing the risk of overheating. External environmental factors (such as temperature and wind speed) can also affect engine cooling. For example, in high-temperature environments, engine cooling may deteriorate, increasing the risk of overheating.

[0129] Therefore, accurately determining whether an engine is at risk of overheating requires comprehensive consideration of multiple factors, including the current engine temperature, the impact of hill climbing on engine load, cooling system performance, and external environmental factors. If an overheating risk is predicted, the system iterates and optimizes the engine operating point, excluding those with poor noise emissions, to determine the next engine operating point and begin a new round of iterations.

[0130] If the estimated climbing / acceleration torque demand does not exceed the torque that the vehicle can provide in the current state, and the engine temperature does not pose an over-temperature risk, that is, the engine temperature meets the safety temperature requirement, the judgment of the next step is executed.

[0131] S209: Determine whether the SOP in the climbing condition meets the discharge requirement, and whether the SOP in the downhill condition meets the charging requirement.

[0132] SOP represents the battery's short-term peak power, reflecting the maximum power it can deliver in a short period of time. When climbing a hill, the vehicle requires more energy to overcome gravity, so the battery must provide sufficient power to support the electric motor and internal combustion engine. Climbing a hill requires higher driving torque, which means the battery must release more energy to provide sufficient power. The SOP directly affects the maximum power the battery can deliver when climbing a hill. A higher SOP increases the battery's maximum power, making it easier to meet the discharge requirements of the hill.

[0133] Among them, the discharge demand can be determined by comprehensive judgment based on factors such as specific vehicle model, battery parameters, climbing slope, vehicle speed, etc. If the battery's SOP can support the electric motor and internal combustion engine to provide sufficient power during the climbing process, and the battery's temperature, SOC (state of charge) and other parameters are within the normal range, then it can be considered that the SOP meets the discharge demand. On the contrary, if it is judged that the SOP does not meet the discharge demand, the "battery SOC balance point iteration optimization" is executed to re-determine the next battery SOC balance point, and then determine the next engine operating point for a new round of iteration.

[0134] When going downhill, the vehicle can convert part of the kinetic energy into electrical energy through the brake energy recovery system and store it in the battery. The SOP at this time reflects the maximum charging power that the battery can accept. During the downhill process, if the battery's SOP is higher, it means that the battery can accept a larger charging power, thereby recovering braking energy more quickly. If the battery SOP meets the charging requirements, the subsequent judgment process will be carried out. Conversely, if it is judged that the SOP does not meet the charging requirements, the "battery SOC balance point iterative optimization" will be executed to re-determine the next battery SOC balance point, and then determine the next engine operating point, and then a new round of iteration will be carried out.

[0135] S210: Determine whether the battery SOC and temperature-limited SOP under the entire operating condition meet motor drive requirements and recycling requirements.

[0136] Regarding judging whether the SOC under the entire working condition meets the motor drive and recovery requirements:

[0137] Changes in SOC directly affect the battery's discharge and recharge capabilities, making it a key factor in determining whether the battery meets driving and recuperation requirements. When the motor requires significant driving force, the battery must provide sufficient energy to support it. During this time, the SOC should be high to ensure stable and continuous motor operation. During braking or downhill driving, the motor can convert some of its kinetic energy into electrical energy and store it in the battery. During this process, the remaining SOC capacity will affect the efficiency and capacity of energy recuperation.

[0138] Regarding judging whether the SOP under the entire working condition meets the motor drive and recovery requirements:

[0139] Calculate the motor power required based on the vehicle's actual operating conditions (such as acceleration and climbing). Compare the current battery SOP with the motor power required to determine whether the battery can meet the motor's driving requirements. Calculate the energy the motor can recycle during braking or downhill driving. Consider the battery's current SOC and temperature limits to determine whether the battery can accept the recycle energy.

[0140] Determining whether the battery's SOC and temperature-limited SOP meet the motor's drive and recycling needs across the entire operating range requires comprehensive consideration of multiple factors, including the battery's SOC, motor requirements, and ambient temperature. Real-time monitoring and adjustment of the battery's SOC and SOP ensures the battery meets the motor's needs under varying operating conditions, thereby improving vehicle performance and energy efficiency.

[0141] If the battery SOC and temperature-limited SOP under the entire operating condition meet the motor drive demand and recycling demand, the subsequent judgment process will be carried out. Conversely, if it is judged that any one of the battery SOC and temperature-limited SOP under the entire operating condition does not meet the motor drive demand and recycling demand, the "battery SOC balance point iterative optimization" will be executed to re-determine the next battery SOC balance point, and then determine the next engine operating point, and carry out a new round of iteration.

[0142] S211: Calculate the cumulative energy consumption based on the vehicle speed change under the operating condition, convert the electricity consumption in the cumulative energy consumption into fuel consumption to obtain the power-feed fuel consumption under the operating condition. Calculate the pure electric range and hybrid range based on the vehicle's available fuel and vehicle SOC.

[0143] First, record the real-time changes in vehicle speed throughout the entire operating cycle. This can be collected in real time using devices such as the vehicle's speed sensor. Obtain the vehicle's power consumption rate (kWh / km) at different speeds. This can be obtained through experimentation or by consulting the vehicle's technical documentation. Then, based on the corresponding relationship between speed changes and time (or distance), calculate the cumulative power consumption.

[0144] To convert electricity consumption to fuel consumption (for example, calculating fuel consumption in power-feed mode), the vehicle's overall energy efficiency conversion factor is used. This factor reflects the amount of fuel consumed per kilowatt-hour of electricity generated by fuel-powered generators. Multiplying the cumulative electricity consumption by this conversion factor yields the cumulative fuel consumption for the entire operating mode, known as power-feed fuel consumption.

[0145] Pure electric range refers to the maximum distance a vehicle can travel in pure electric mode. It can be estimated based on factors such as the vehicle's battery capacity, motor efficiency, and vehicle weight. The specific calculation formula may be adjusted depending on the vehicle model. For example, it can be calculated by dividing the battery capacity (in kilowatt-hours) by the vehicle's average power consumption (in kilowatt-hours / kilometer).

[0146] Hybrid range refers to the maximum distance a vehicle can travel while using both fuel and electricity. It takes into account both fuel and electricity consumption. First, the fuel range is calculated based on the vehicle's fuel tank capacity and fuel economy (in liters per 100 kilometers). Next, the pure electric range is calculated based on the vehicle's battery capacity and pure electric range. Finally, the hybrid range is calculated based on the vehicle's actual operating conditions and driving mode (e.g., pure electric mode, hybrid mode, etc.). In real-world scenarios, the vehicle's powertrain, energy management system, and driving mode can be comprehensively considered and analyzed, leading to adaptive adjustments.

[0147] S212: Determine whether the power-feed fuel consumption is less than the calculated result of the previous engine operating point.

[0148] That is, under the premise that the current calculation is for the nth engine operating point, the current feed-in fuel consumption is compared with the feed-in fuel consumption calculated for the n-1th engine operating point. If the judgment result shows that the feed-in fuel consumption is less than the feed-in fuel consumption of the previous engine operating point, a subsequent judgment is made. Conversely, if the feed-in fuel consumption is judged to be not less than the calculation result of the previous engine operating point, the "battery SOC balance point sequential optimization" is executed to re-determine the next battery SOC balance point, and then determine the next engine operating point, and then a new round of iteration is carried out.

[0149] S213: Determine whether the cruising range is greater than the result of the previous SOC balance point calculation.

[0150] That is, under the premise that the current calculation is for the nth engine operating point, the two cruising ranges obtained in this calculation are compared with the cruising range in the calculation result of the n-1th engine operating point. If the judgment result shows that both cruising ranges are greater than the result of the previous SOC balance point calculation, the subsequent process is carried out. Conversely, if it is judged that either cruising range is not greater than the result of the previous SOC balance point calculation, the "battery SOC balance point sequential iterative optimization" is executed to re-determine the next battery SOC balance point, and then determine the next engine operating point, and then a new round of iteration is carried out.

[0151] S214: Adjust the SOC balance point according to the navigation information and the camera information.

[0152] Navigation information can include the distance to the next traffic light, L5, and the average vehicle speed to the next traffic light, v5. Video information includes the distance, type, and speed of obstacles ahead, as captured by a camera. Adjustments can include adjustments to accessory power, energy recovery, vehicle speed, or power output.

[0153] The distance to the next traffic light, L5, can help the system predict the time it will take to reach the traffic light. Combined with the vehicle speed, v5, the estimated time of arrival can be calculated. The average speed, v5, to the next traffic light reflects the smoothness of the driving environment. If v5 is low, it may mean that there is congestion ahead or that you need to slow down. The distance to the obstacle ahead directly determines whether the vehicle needs to slow down or avoid it. The type of obstacle ahead, that is, different types of obstacles (such as vehicles, pedestrians, bicycles, etc.) may require different avoidance strategies. Combining the speed and distance of the obstacle can more accurately determine whether the vehicle speed needs to be adjusted.

[0154] For example, if there is an obstacle ahead and the distance is relatively close, the power of accessories such as the air conditioner and audio system can be reduced to reduce the burden on the battery and ensure that there is enough power to avoid or accelerate.

[0155] If the navigation information shows that the road ahead is clear and the vehicle is far from the traffic light, you can increase the accessory power appropriately to improve driving comfort.

[0156] When approaching a traffic light or there is an obstacle ahead, you can increase the energy recovery force in advance, reduce energy loss during braking, and prepare for deceleration.

[0157] When there are no obstacles and the road conditions are smooth, energy recovery can be reduced appropriately to improve driving smoothness and comfort.

[0158] If frequent acceleration and deceleration are expected ahead (such as approaching a traffic light or a congested road), the SOC balance point can be appropriately increased within the preset range to ensure that the battery has sufficient power to cope with these operations.

[0159] When the road conditions are smooth and frequent acceleration and deceleration are not expected, the SOC balance point can be lowered to improve the energy efficiency and service life of the battery.

[0160] Navigation and camera information are combined to form a comprehensive fine-tuning mechanism. For example, if the navigation indicates that a continuous downhill section is about to begin, and the camera information shows no obstacles ahead, the system can plan in advance to take advantage of the downhill section for efficient energy recovery and simultaneously lower the SOC target point to prepare for receiving more regenerated energy.

[0161] In summary, the navigation map provides information on the customer's route, including the distance to the destination, the distance up and down steep slopes, the distance to charging stations, traffic light information, and the average speed and remaining time to various locations. By aggregating this information and combining it with vehicle parameters, it predicts subsequent energy consumption and component capacity requirements to reach a specific point. The navigation map provides segmented assessments of the entire route's speed, distance, traffic lights, and slope, enabling path-based predictive energy management planning. Specifically, in conditions where the range of a power-split plug-in hybrid vehicle (PHEV) exceeds the vehicle's cruising range, energy optimization should integrate the powertrain configuration and performance metrics of the battery, motor, engine, and planetary gearbox. This approach aims to ensure sufficient battery energy reserves for the upcoming steep climb and supports dual-source propulsion, including the motor and engine. To ensure sufficient power for the climb, the vehicle's energy requirements are determined based on the average speed of the upcoming road section. The engine start timing is then optimized and the engine is operated at the optimal operating point. This ensures both the power requirements and component health, and a customized optimization strategy for each specific road section can achieve energy savings of 3% to 5%.

[0162] The above are some specific implementations of the vehicle control method provided in the embodiment of the present application. Based on this, the present application also provides a corresponding system for vehicle control. The system provided in the embodiment of the present application will be introduced from the perspective of functional modularization. Figure 3A structural diagram of a vehicle control system provided in an embodiment of the present application.

[0163] The system comprises:

[0164] The first acquisition unit 110 is used to acquire vehicle performance information and operation information;

[0165] a second acquiring unit 111 configured to acquire, in response to the vehicle performance information and the operating information satisfying an activation condition of the predictive energy management mode, the first navigation information, the battery SOC balance point of the nth iteration, and the engine operating point of the nth iteration, and use the battery SOC balance point of the nth iteration and the engine operating point power of the nth iteration as a target battery SOC balance point and a target engine operating point;

[0166] The third acquisition unit 112 is configured to determine the engine operating point power for this iteration based on the target battery SOC balance point and the target engine operating point, and to acquire the vehicle's full-trip power requirement based on the first navigation information;

[0167] The fourth obtaining unit 113 obtains the vehicle speed when the engine is started according to the engine operating point power of this iteration;

[0168] a first determination unit 114 configured to determine, based on the second navigation information and the vehicle speed at the time of engine startup, whether the vehicle meets a power limitation condition under a target operating condition, the power limitation condition being used to represent a restriction requirement for normal operation of the vehicle under the target operating condition;

[0169] a second determining unit 115 configured to determine, in response to the vehicle meeting the power restriction condition, whether an energy efficiency performance parameter of the vehicle at the engine operating point power of the current iteration is better than an energy efficiency performance parameter at the engine operating point power of the previous iteration, wherein the energy efficiency performance parameter is used to represent the efficiency of the vehicle in using energy while meeting the power restriction condition;

[0170] The control unit 116 is configured to control the vehicle based on the battery SOC balance point and the engine operating point of the current iteration in response to the energy efficiency performance parameters of the vehicle at the engine operating point power of the current iteration being better than the energy efficiency performance parameters at the engine operating point power of the previous iteration.

[0171] The embodiments of the present application also provide corresponding devices and computer storage media for implementing the vehicle control method solutions provided in the embodiments of the present application.

[0172] The device includes a memory and a processor, the memory is used to store instructions or codes, and the processor is used to execute the instructions or codes so that the device executes the vehicle control method described in any embodiment of the present application.

[0173] The computer storage medium stores code, and when the code is executed, the device executing the code implements the vehicle control method described in any embodiment of the present application.

[0174] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Reference can be made to the common and similar parts between the various embodiments. For the systems or devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and the relevant parts can be referred to the method description.

[0175] It should be understood that in this application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0176] It should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0177] It should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0178] It should also be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0179] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0180] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that: include: Obtain vehicle performance information and operating information; In response to the vehicle performance information and the operating information meeting an activation condition of the predictive energy management mode, obtaining first navigation information, a battery SOC balance point of an nth iteration, and an engine operating point of an nth iteration, and using the battery SOC balance point of the nth iteration and the engine operating point power of the nth iteration as a target battery SOC balance point and a target engine operating point; Determine the engine operating point power for this iteration based on the target battery SOC balance point and the target engine operating point, and obtain the vehicle's full-trip power requirement based on the first navigation information; According to the engine operating point power of this iteration, the vehicle speed when the engine is started is obtained; determining, based on the second navigation information and the vehicle speed when the engine is started, whether the vehicle meets a power limitation condition under a target operating condition, the power limitation condition being used to represent a restriction requirement for normal operation of the vehicle under the target operating condition; In response to the vehicle meeting the power restriction condition, determining that an energy efficiency performance parameter of the vehicle at the engine operating point power of the current iteration is better than an energy efficiency performance parameter at the engine operating point power of the previous iteration, the energy efficiency performance parameter being used to represent the efficiency of the vehicle in using energy while meeting the power restriction; In response to the energy efficiency performance parameter of the vehicle at the engine operating point power of this iteration being better than the energy efficiency performance parameter at the engine operating point power of the previous iteration, the vehicle is controlled based on the battery SOC balance point and the engine operating point of this iteration.

2. The method according to claim 1, characterized in that The target operating condition includes an acceleration operating condition or a climbing operating condition, and determining whether the vehicle meets the power limitation condition under the target operating condition based on the second navigation information and the vehicle speed when the engine is started includes: Based on the second navigation information and the vehicle's power performance parameters at the engine operating point power of this iteration, determine whether the vehicle's driving torque meets the preset driving torque requirements under acceleration or climbing conditions, and whether the engine temperature meets the safety temperature requirements.

3. The method according to claim 2, characterized in that The target operating condition includes a climbing operating condition or a downhill operating condition, and the method further includes: In response to the driving torque of the vehicle meeting the preset driving torque requirement, based on the power performance parameters of the vehicle at the engine operating point power of this iteration, it is determined whether the vehicle meets the preset discharge requirement when in a climbing condition, or whether the vehicle meets the preset charging requirement when in a downhill condition.

4. The method according to claim 3, characterized in that The target operating condition includes a complete operating condition of the vehicle in a target distance, and the method further includes: In response to the vehicle meeting a preset discharge requirement in a climbing condition and a preset charging requirement in a downhill condition, it is determined whether the battery SOC and SOP under the complete condition meet the motor requirements, and the motor requirements are used to characterize the limiting conditions of motor drive and motor recovery.

5. The method according to claim 4, characterized in that The energy efficiency performance parameters include fed-power fuel consumption, pure electric cruising range, and hybrid cruising range; the power limitation condition includes that the battery SOC and SOP under complete operating conditions meet the motor requirements; in response to the vehicle meeting the power limitation condition, determining that the energy efficiency performance parameters of the vehicle at the engine operating point power of the current iteration are better than the energy efficiency performance parameters at the engine operating point power of the previous iteration, including: In response to the battery SOC and SOP meeting the motor requirements under the complete working condition, the cumulative energy consumption is calculated according to the vehicle speed change, and the electricity consumption in the cumulative energy consumption is converted into fuel consumption to obtain the power-feed fuel consumption under the working condition; In response to the fed fuel consumption being less than the fed fuel consumption at the engine operating point power of the previous iteration, the pure electric cruising range and hybrid cruising range are calculated based on the vehicle's available fuel amount and battery SOC, and it is determined whether the pure electric cruising range and hybrid cruising range are greater than the pure electric cruising range and hybrid cruising range at the engine operating point power of the previous iteration.

6. The method according to claim 5, characterized in that The method further comprises: In response to satisfying any one of the following three judgment results: the vehicle's driving torque does not meet the preset driving torque requirement under acceleration or climbing conditions, the engine temperature does not meet the safety temperature requirement, and the fed fuel consumption is not less than the fed fuel consumption under the engine operating point power of the previous iteration, the engine operating point power is adjusted to obtain the engine operating point power of the (n+1)th iteration, and the engine operating point power of the (n+1)th iteration is used as the target engine operating point power, and the "determining the engine operating point power of this iteration based on the target battery SOC balance point and the target engine operating point" and subsequent steps are continued.

7. The method according to claim 5, characterized in that The method further comprises: The vehicle does not meet the preset discharge requirement in a climbing condition, the vehicle does not meet the preset charging requirement in a downhill condition, the battery SOC under the complete working condition does not meet the motor drive requirement and the recovery requirement, the battery SOP under the complete working condition does not meet the motor drive requirement and the recovery requirement, the feeding fuel consumption is not greater than the pure electric cruising range and hybrid cruising range under the engine operating point power of the previous iteration, adjust the battery SOC balance point, obtain the battery SOC balance point of the n+1th iteration, and use the battery SOC balance point of the n+1th iteration as the target battery SOC balance point, and continue to execute the "determining the engine operating point power of this iteration based on the target battery SOC balance point and the target engine operating point" and its subsequent steps.

8. The method according to claim 1, characterized in that In response to an energy efficiency performance parameter of the vehicle at the engine operating point power of the current iteration being better than an energy efficiency performance parameter at the engine operating point power of the previous iteration, controlling the vehicle based on the battery SOC balance point and the engine operating point of the current iteration includes: In response to an energy efficiency performance parameter of the vehicle at the engine operating point power in the current iteration being better than an energy efficiency performance parameter at the engine operating point power in the previous iteration, obtaining third navigation information and image information, and adjusting a battery SOC balance point corresponding to the current iteration based on the third navigation information and image information; The vehicle is controlled based on the adjusted battery SOC balance point and the engine operating point.

9. A vehicle control system, characterized in that: include: A first acquisition unit is used to acquire vehicle performance information and operation information; a second acquiring unit, configured to acquire, in response to the vehicle performance information and the operating operation information satisfying an activation condition of the predictive energy management mode, the first navigation information, a battery SOC balance point of an nth iteration, and an engine operating point of an nth iteration, and use the battery SOC balance point of the nth iteration and the engine operating point power of the nth iteration as a target battery SOC balance point and a target engine operating point; a third acquisition unit, configured to determine the engine operating point power of this iteration based on the target battery SOC balance point and the target engine operating point, and to acquire the vehicle's full-trip power requirement according to the first navigation information; The fourth acquisition unit acquires the vehicle speed when the engine is started according to the engine operating point power of this iteration; a first determination unit, configured to determine whether the vehicle meets a power limitation condition under a target operating condition based on the second navigation information and the vehicle speed when the engine is started, the power limitation condition being used to represent a restriction requirement for normal operation of the vehicle under the target operating condition; a second determination unit configured to determine, in response to the vehicle meeting a power restriction condition, whether an energy efficiency performance parameter of the vehicle at an engine operating point power of a current iteration is better than an energy efficiency performance parameter at an engine operating point power of a previous iteration, the energy efficiency performance parameter being used to represent the efficiency of the vehicle in using energy while meeting the power restriction; A control unit is used to control the vehicle based on the battery SOC balance point and the engine operating point of this iteration in response to the energy efficiency performance parameters of the vehicle at the engine operating point power of this iteration being better than the energy efficiency performance parameters at the engine operating point power of the previous iteration.

10. An electronic device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the vehicle control method according to any one of claims 1 to 8 is implemented.

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