SOC online planning method and system

Abstract

The invention provides an SOC (system on chip) online planning method and system. The SOC online planning method comprises the steps that future travel information is acquired based on navigation information, and the future travel information comprises residual total road section information and residual expressway section information; and planning a target SOC based on the future travel information. Wherein the step of planning the target SOC based on the future travel information comprises the step of transferring at least one part of the delta SOC required in the remaining expressway section into one part of the target SOC of a non-expressway section, so as to improve the working frequency of the range extender under the low-power working condition. By means of the configuration, part of energy requirements of the high-speed road section are transferred to the low-speed road section to be achieved, the power curve of the range extender is smoother from the large time scale, and therefore the problems that in the prior art, an extended-range electric vehicle is high in power and rotating speed under the high-speed working condition, and the NVH performance becomes poor are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle battery management, and in particular to a SOC online planning method and system. Background Art

[0002] In order to alleviate environmental and energy problems, the development of new energy vehicles is of great significance. Extended-range electric vehicles have the characteristics of low emissions, low energy consumption, and no mileage anxiety. They have been widely recognized in the market and have become an ideal choice for the transition from traditional oil vehicles to new energy vehicles.

[0003] Extended-range electric vehicles are equipped with two energy sources: batteries and range extenders. The power distribution of batteries and range extenders is dynamically adjusted based on power requests, so that the range extender can work at the most efficient point as possible to reduce energy consumption during driving. However, under high-speed conditions, in order to maintain the charge level, continuous high power requests cause the range extender to work continuously at higher power and speed for a long time, resulting in poor NVH (Noise, Vibration, and Harshness) performance and vehicle dynamics during driving. This phenomenon is particularly evident in models equipped with small-displacement range extenders. Although small-displacement range extenders can already meet most operating conditions under daily driving, some manufacturers have specially selected larger-power range extenders to solve the NVH problem of range extenders under high-speed driving, which increases the cost of the vehicle.

[0004] In general, extended-range electric vehicles generally have problems with high power and speed and poor NVH performance under high-speed conditions. Based on intelligent network technology, planning the vehicle SOC (State of charge SOC is the battery charge state, which can also be understood as the remaining battery power) in advance and achieving NVH optimization in all scenarios is of great significance to improving the user experience of extended-range electric vehicles. Summary of the invention

[0005] The purpose of the present invention is to provide a SOC online planning method and system to solve the problems in the prior art that the power and speed of extended-range electric vehicles are high and the NVH performance is poor under high-speed conditions.

[0006] In order to solve the above technical problems, the present invention provides a SOC online planning method, which includes: acquiring future travel information based on navigation information, wherein the future travel information includes remaining total road section information and remaining highway section information; and planning a target SOC based on the future travel information.

[0007] The step of planning the target SOC based on the future travel information includes: transferring at least a portion of the ΔSOC required in the remaining high-speed section to become a portion of the target SOC in the non-high-speed section to increase the operating frequency of the range extender under low-power conditions.

[0008] Optionally, the step of planning the target SOC based on the future travel information includes: calculating an NVH adjustment factor and a reserved requirement ΔSOC; and planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC.

[0009] Among them, the NVH adjustment factor is used to characterize the degree to which the range extender is allowed to participate in driving under high-speed conditions. The larger the NVH adjustment factor, the lower the degree to which the range extender is allowed to participate in driving and the higher the electricity consumption ratio.

[0010] Optionally, the step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: updating the NVH adjustment factor and the reserved requirement ΔSOC in real time based on the navigation information updated in real time, and planning the target SOC based on the updated NVH adjustment factor and the reserved requirement ΔSOC.

[0011] Optionally, the remaining highway section information includes remaining highway travel time and expected highway consumption ΔSOC; and the remaining total section information includes expected total consumption ΔSOC.

[0012] The step of calculating the NVH adjustment factor and the reserved demand ΔSOC includes: calculating the average driving power demand of the future high-speed section based on the remaining high-speed driving time, the expected high-speed consumption ΔSOC and the upper limit of battery energy; calculating the NVH adjustment factor based on the average driving power demand and the NVH power limit; calculating the full-range driving reserved ΔSOC based on the total expected consumption ΔSOC, the expected high-speed consumption ΔSOC and the NVH adjustment factor; calculating the high-speed driving reserved ΔSOC based on the expected high-speed consumption ΔSOC and the NVH adjustment factor; and, calculating the reserved demand ΔSOC based on the full-range driving reserved ΔSOC and the high-speed driving reserved ΔSOC.

[0013] Optionally, the step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: determining whether the current driving condition is a high-speed condition or a non-high-speed condition, and planning the target SOC using different logics based on the determination result.

[0014] Optionally, the step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: if the current driving condition is a high-speed condition, at the initial moment of entering the high-speed condition, the target SOC is configured as the larger of the current SOC and the minimum SOC value; thereafter, the target SOC is configured as the larger of the dynamic SOC and the minimum SOC value.

[0015] Among them, the minimum SOC value is a calibration value set externally, and the dynamic SOC is calculated by the change value of the high-speed drive reserved ΔSOC in the target SOC and the reserved demand ΔSOC at the previous moment, wherein the high-speed drive reserved ΔSOC is calculated by the NVH adjustment factor and the high-speed expected consumption ΔSOC in the remaining high-speed section information.

[0016] Optionally, the step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: if the current driving condition is a non-high-speed condition, calculating the difference between the current SOC and the reserved requirement ΔSOC, and determining the specific calculation method of the target SOC based on the relationship among the difference, the positive switching threshold and the negative switching threshold; wherein the minimum SOC value is a calibration value set externally.

[0017] Optionally, the step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC also includes: if the difference is greater than the positive switching threshold, the target SOC is configured as the minimum SOC value; if the difference is less than the negative switching threshold, the target SOC is configured as the sum of the minimum SOC value and the reserved requirement ΔSOC; if the difference is less than or equal to the positive switching threshold and greater than or equal to the negative switching threshold, the target SOC is configured to be the same as the previous moment.

[0018] In order to solve the above technical problems, the present invention also provides an SOC online planning system, which includes: a navigation information processing unit, which is used to obtain future travel information based on navigation information, and the future travel information includes remaining total road section information and remaining high-speed road section information. And a target SOC calculation module, which is used to plan the target SOC based on the future travel information, including: transferring at least a part of the ΔSOC required in the remaining high-speed road section to become a part of the target SOC of the non-high-speed road section, so as to increase the operating frequency of the range extender under low-power conditions.

[0019] Optionally, the target SOC calculation module includes: an NVH adjustment factor calculation unit: used to calculate the NVH adjustment factor based on the future trip information, the NVH adjustment factor is used to characterize the degree to which the range extender is allowed to participate in driving under high-speed conditions, the larger the NVH adjustment factor, the lower the degree to which the range extender is allowed to participate in driving, and the higher the proportion of electricity consumption. A reserved demand ΔSOC calculation unit: used to calculate the reserved demand ΔSOC based on the future trip information. And, a target SOC calculation unit: used to plan the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC.

[0020] Compared with the prior art, the present invention provides a SOC online planning method and system, wherein the SOC online planning method includes: obtaining future travel information based on navigation information, wherein the future travel information includes remaining total road section information and remaining high-speed road section information; and planning the target SOC based on the future travel information. Among them, the step of planning the target SOC based on the future travel information includes: transferring at least a portion of the ΔSOC required in the remaining high-speed road section to become a portion of the target SOC of the non-high-speed road section, so as to increase the operating frequency of the range extender under low-power conditions. With such a configuration, part of the energy demand of the high-speed road section is transferred to the low-speed road section, so that the power curve of the range extender is flatter on a large time scale, thereby solving the problems of high power and speed and poor NVH performance of the extended-range electric vehicle under high-speed conditions in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Those skilled in the art will appreciate that the accompanying drawings are provided for a better understanding of the present invention and do not constitute any limitation on the scope of the present invention.

[0022] Figure 1 is a flow chart of a SOC online planning method according to an embodiment of the present invention;

[0023] Figure 2 is a schematic diagram of the processing result of navigation data according to an embodiment of the present invention;

[0024] Figure 3 is a flowchart of calculating the NVH adjustment factor according to an embodiment of the present invention;

[0025] Figure 4 is a flowchart of a SOC online planning method according to an embodiment of the present invention;

[0026] Figure 5 is a state transition diagram of a target SOC under a non-high-speed working condition according to an embodiment of the present invention;

[0027] Figure 6a This is the target SOC curve of the CDCS algorithm under working conditions;

[0028] Figure 6b : is a target SOC curve diagram of the SOC online planning method under the working condition according to an embodiment of the present invention;

[0029] Figure 7a It is the target SOC curve of the CDCS algorithm under working condition 2;

[0030] Figure 7b is a target SOC curve diagram of the SOC online planning method under working condition 2 according to an embodiment of the present invention;

[0031] Figure 8a It is the target SOC curve of the CDCS algorithm under the third working condition;

[0032] Figure 8b is a target SOC curve diagram of the SOC online planning method under working condition three according to an embodiment of the present invention;

[0033] Figure 8c This is the power curve of the range extender under the CDCS algorithm under working condition three;

[0034] Figure 8d is a power curve diagram of a range extender under working condition three of a SOC online planning method according to an embodiment of the present invention;

[0035] Figure 9a It is the target SOC curve of the CDCS algorithm under the fourth working condition;

[0036] Figure 9b is a target SOC curve diagram of the SOC online planning method under working condition 4 according to an embodiment of the present invention;

[0037] Fig.10 4 is a curve diagram of the change of the NVH adjustment factor under different power requirements and range extender power limits according to an embodiment of the present invention. DETAILED DESCRIPTION

[0038] In order to make the purpose, advantages and features of the present invention clearer, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the drawings are all in a very simplified form and are not drawn to scale, and are only used to conveniently and clearly assist in explaining the purpose of the embodiments of the present invention. In addition, the structure shown in the drawings is often a part of the actual structure. In particular, the emphasis of each drawing is different, and sometimes different scales are used.

[0039] As used in the present invention, the singular forms "one", "an" and "the" include plural objects, the term "or" is generally used to include the meaning of "and / or", the term "several" is generally used to include the meaning of "at least one", and the term "at least two" is generally used to include the meaning of "two or more". In addition, the terms "first", "second" and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first", "second" and "third" may explicitly or implicitly include one or at least two of the features, "one end" and "the other end" and "the proximal end" and "the distal end" generally refer to two corresponding parts, which include not only the endpoints, and the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral body; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. In addition, as used in the present invention, an element disposed on another element generally only indicates that there is a connection, coupling, cooperation or transmission relationship between the two elements, and the connection, coupling, cooperation or transmission between the two elements may be direct or indirect through an intermediate element, and cannot be understood as indicating or implying the spatial position relationship between the two elements, that is, one element may be in any orientation such as inside, outside, above, below or on one side of another element, unless otherwise clearly indicated in the content. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] The core idea of ​​the present invention is to provide a SOC online planning method and system to solve the problems in the prior art that the power and speed of extended-range electric vehicles are high and the NVH performance is poor under high-speed conditions.

[0041] The following description is given with reference to the accompanying drawings.

[0042] Please refer to Figure 1 The present invention provides a SOC online planning method, the SOC online planning method comprising:

[0043] S10, obtaining future trip information based on navigation information, the future trip information including remaining total road section information and remaining highway section information. The navigation information is the destination information and navigation route input by the driver; other data required for obtaining future trip information, such as specific driving power data on a specific road, can be obtained with the help of data sources such as the Internet of Vehicles and the vehicle's own historical driving records. Please refer to Figure 2In one embodiment, the remaining total road section information includes the remaining total driving time and the total expected consumption ΔSOC (hereinafter referred to as ΔSOC1), and the remaining high-speed road section information includes the remaining high-speed driving time and the expected high-speed consumption ΔSOC; the remaining high-speed driving time and the expected high-speed consumption ΔSOC (hereinafter referred to as ΔSOC2). In terms of quantitative relationship, ΔSOC1 includes ΔSOC2, and the distinction here is for the convenience of subsequent calculation and understanding.

[0044] S20, calculate the NVH adjustment factor (hereinafter referred to as se) and the reserved required ΔSOC (hereinafter referred to as ΔSOC rx The NVH adjustment factor is used to characterize the degree to which the range extender is allowed to participate in driving under high-speed conditions. The larger the NVH adjustment factor, the lower the degree to which the range extender is allowed to participate in driving, and the higher the proportion of electricity consumption. The reserved required ΔSOC is an intermediate parameter involved in the calculation, and its value is the reserved ΔSOC that makes the overall control effect better, which is not necessarily equal to ΔSOC1.

[0045] It should be understood that the main design concept of this embodiment is to transfer at least a part of the ΔSOC required in the remaining high-speed section to become a part of the target SOC of the non-high-speed section, so as to increase the operating frequency of the range extender under low-power conditions, so that the power curve of the range extender is smoother on a large time scale. rx The purpose is to reduce the cost of understanding the control logic, facilitate the design of experiments, facilitate the adjustment of related parameters and logic details, increase the readability of the code and lower the threshold for team development. In order to achieve the design goals behind this application, the parameters se and ΔSOC can be introduced rx , it is also possible not to introduce parameters se and ΔSOC rx For example, in this embodiment, the expression of se is used to replace se itself, so that the parameter se disappears, but the control logic of the obtained new solution does not change at all. Therefore, based on the design concept of this example, it is also possible to design a new solution without the parameter se and / or ΔSOC rx Control logic, or setting other intermediate parameters to facilitate the implementation of logic, should also belong to the technical solution of the present invention.

[0046] And, S30 , planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC.

[0047] Wherein, step S20 and step S30 may also be collectively referred to as planning the target SOC based on the future travel information.

[0048] Furthermore, the step of planning the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC includes: updating the NVH adjustment factor and the reserved demand ΔSOC in real time based on the navigation information updated in real time, and planning the target SOC based on the updated NVH adjustment factor and the reserved demand ΔSOC. Since the remaining total driving time, the total expected consumption ΔSOC, the remaining high-speed driving time and the expected high-speed consumption ΔSOC are actually predicted values, the external environmental conditions may change during the vehicle's travel, and the remaining distance is also decreasing, so it is necessary to update the calculation results of the SOC online planning method in real time.

[0049] Please continue to refer to Figure 1 , the step of calculating the NVH adjustment factor and the reserved demand ΔSOC in step S20 includes: S21, calculating the average driving power demand PwrHighSpeed ​​of the future high-speed section based on the remaining high-speed driving time, the expected high-speed consumption ΔSOC and the battery energy upper limit. The calculation method is: expected high-speed consumption ΔSOC*battery energy upper limit / time. S22, calculating the NVH adjustment factor based on the average driving power demand and the NVH power limit PwrNvhLimit.

[0050] In one embodiment, according to the ΔSOC2 consumed by the remaining high-speed driving mileage, time, and the upper limit of battery energy, the average driving power demand PwrHighSpeed ​​of the future high-speed section can be calculated, combined with the power limit PwrNvhLimit of the range extender, that is, the maximum power soft constraint allowed by the range extender when considering NVH optimization, the NVH adjustment factor is calculated by the following formula:

[0051]

[0052] The max(a,b) function outputs the larger value of a and b.

[0053] The above process can also refer to Figure 3 To understand.

[0054] The magnitude of the se parameter characterizes the degree of range extender participation in driving under high-speed conditions. Under high-speed conditions, the range extender is forced to start and intervene in driving. When the high-speed power demand PwrHighSpeed is less than the NVH power limit PwrNvhLimit of the range extender, se = 0, and the target SOC is the initial SOC at the start of high speed. At this time, even if the range extender drives completely, the NVH performance meets the requirements; when the high-speed power demand PwrHighSpeed is greater than the NVH power limit PwrNvhLimit of the range extender, 0 < se < 1. The lower the NVH power limit of the range extender, or the higher the predicted driving power, the larger se is, the proportion of electricity used during combined driving increases, and the power of the range extender is limited within the NVH power limit; conversely, the proportion of oil used during combined driving increases.

[0055] Please continue to refer to Figure 1 , the steps of calculating the NVH adjustment factor and the reserved demand ΔSOC described in step S20 further include: S23, calculating the full-course driving reserve ΔSOC (hereinafter referred to as ΔSOC3) based on the total expected consumption ΔSOC, the high-speed expected consumption ΔSOC, and the NVH adjustment factor; S24, calculating the high-speed driving reserve ΔSOC (hereinafter referred to as ΔSOC4) based on the high-speed expected consumption ΔSOC and the NVH adjustment factor; and, S25, calculating the reserved demand ΔSOC based on the full-course driving reserve ΔSOC and the high-speed driving reserve ΔSOC.

[0056] That is, ΔSOC rx = ΔSOC3 + ΔSOC4. Wherein, ΔSOC3 = max[0, k × (ΔSOC1 - se × ΔSOC2)], ΔSOC4 = se × ΔSOC2. In one embodiment, k = 0.5 is selected. In other embodiments, k = 0.4 or 0.6, etc. can also be selected.

[0057] The SOC that needs to be reserved in advance in the future is divided into two parts, one part is the full-course driving reserve (i.e., ΔSOC3), and the other part is the high-speed driving reserve (i.e., ΔSOC4). When there is no future high-speed demand ΔSOC2 = 0, or the NVH adjustment factor se = 0, calculate the ΔSOC rx value that needs to be reserved in the remaining mileage according to the ΔSOC1 that will be consumed according to the remaining total mileage. Once the SOC that needs to be reserved in advance is greater than the current SOC, the range extender charges the battery until the current SOC is increased to meet the demand for the SOC reserved in advance. Through this setting, when the SOC drops to a certain value and the pure electric mode cannot drive to the target point, the battery can be charged, so as to achieve a gradual decrease in the full-course power, replacing the traditional energy management mode of first pure electric and then power holding.

[0058] When there is a need for high speed in the future, it is only necessary to increase the SOC correction value reserved for high-speed driving on the basis of the SOC reserved for full-range driving. In order to ensure that the power of the range extender is within the NVH power limit when driving at high speed, the battery needs to assist the range extender to reduce the SOC at a certain slope. Before high-speed driving, the SOC value needs to be reserved in advance, and the calculation method is: ΔSOC4 = se × ΔSOC2.

[0059] Please refer to Figure 4 The step S30 of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: determining whether the current driving condition is a high-speed condition or a non-high-speed condition, and planning the target SOC using different logics based on the determination result.

[0060] Specifically, when the vehicle is in a high-speed driving state: the initial value of the battery's target SOC is equal to the instantaneous value when the vehicle just enters the high-speed driving state; to ensure that the range extender power does not exceed the NVH power limit, the slope of the battery's target SOC is consistent with the change in the reserved high-speed SOC requirement.

[0061] That is, the step S30 of planning the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC includes: if the current driving condition is a high-speed condition, at the initial moment of entering the high-speed condition, the target SOC is configured as the larger one of the current SOC and the minimum SOC value; thereafter, the target SOC is configured as the larger one of the dynamic SOC and the minimum SOC value. As shown in the following formula:

[0062] SOC ref =max[SOC,SOC min ](The initial moment of entering high speed: t=0)

[0063] SOC ref =max[Last SOC ref –Δ(se×ΔSOC2),SOC min ](t>0)

[0064] Among them, SOC ref represents the target SOC, SOC min Represents the minimum SOC value, which is an externally set calibration value. For example, it is a value calibrated by the vehicle manufacturer based on battery life, energy consumption, etc. before the vehicle leaves the factory, generally 10% to 15%. Last SOC ref –Δ(se×ΔSOC2) is the expression of the dynamic SOC, that is, the change value of the high-speed driving reserved ΔSOC (ie, ΔSOC4) in the target SOC and the reserved required ΔSOC at the previous moment is calculated.

[0065] Preferably, the step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: if the current driving condition is a non-high-speed condition, calculating the difference between the current SOC and the reserved requirement ΔSOC, and determining the specific calculation method of the target SOC based on the relationship among the difference, the positive switching threshold and the negative switching threshold.

[0066] Please refer to Figure 5 If the difference is greater than the positive switching threshold, the target SOC is configured as the minimum SOC value, i.e., SOC ref =SOC min If the difference is less than the negative switch threshold, the target SOC is configured as the sum of the minimum SOC value and the reserved requirement ΔSOC, that is, SOC ref =SOC min +ΔSOC rx ; If the difference is less than or equal to the positive switching threshold and greater than or equal to the negative switching threshold, the target SOC is configured to be the same as the previous moment. Figure 5 In the example, the available SOC is the current SOC.

[0067] This embodiment also provides a SOC online planning system, and the SOC online planning system includes:

[0068] The navigation information processing unit is used to obtain future travel information based on the navigation information, wherein the future travel information includes remaining total road section information and remaining highway section information.

[0069] And, a target SOC calculation module is used to plan the target SOC based on the future travel information, including: transferring at least a portion of the ΔSOC required in the remaining high-speed section to become a portion of the target SOC of the non-high-speed section to increase the operating frequency of the range extender under low-power conditions.

[0070] The target SOC calculation module includes:

[0071] NVH adjustment factor calculation unit: used to calculate the NVH adjustment factor based on the future travel information.

[0072] A reserve requirement ΔSOC calculation unit is used to calculate a reserve requirement ΔSOC based on the future travel information.

[0073] And, a target SOC calculation unit: used to plan the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC.

[0074] The specific working details of the SOC online planning system can be understood by referring to the above text.

[0075] In order to verify the effectiveness of the above method and system, multiple working conditions were designed for testing, and the power consumption-power maintenance (CD-CS) energy management mode of the traditional extended-range electric vehicle was used as a comparison.

[0076] Working condition 1: When the initial SOC of the trip is high and the calculated SOC requirement value that needs to be reserved in advance during the trip is low, the effect achieved by this embodiment is the same as the traditional energy management mode of power consumption-power maintenance, which is full-time pure electric driving, such as Figure 6a and Figure 6b As shown, Figure 6a is the target SOC curve of the CDCS algorithm, Figure 6b It is a target SOC curve diagram of the SOC online planning method, wherein cloud SOC planning refers to the SOC online planning method. Figure 6a and Figure 6b In the figure, the solid line represents the SOC of the battery, and the dotted line represents the SOC ref .

[0077] Working condition 2: When there is no high-speed demand in the future and the initial SOC of the trip is low, that is, the current SOC is not enough to provide the SOC value that needs to be reserved in advance, the battery can be charged multiple times during the trip, so that the battery SOC reaches the minimum power maintenance SOC in the form of a slow decline throughout the journey, and the fuel economy is better. Since the range extender is started multiple times during the journey and the SOC value is higher than the minimum power maintenance SOC, the average power of the range extender is smaller each time it runs, and the NVH performance is optimized. In this scenario, the NVH performance is improved non-quantitatively, such as Figure 7a and 7b shown. Figure 7a is the target SOC curve of the CDCS algorithm, Figure 7b It is a target SOC curve diagram of the SOC online planning method, wherein cloud SOC planning refers to the SOC online planning method. Figure 7a and Figure 7b In the figure, the solid line represents the SOC of the battery, and the dotted line represents the SOC ref .

[0078] from Figure 7a It can be seen that in the CDCS algorithm, the actual SOC curve may be lower than the SOC min , which affects the battery life and the output efficiency of the motor. On the other hand, when SOC is lower than SOC min In order to increase the SOC quickly, the range extender power may exceed the NVH power limit PwrNvhLimit, thus affecting the vehicle's riding experience. Figure 7b It can be seen that in this embodiment, SOC is always higher than SOC min , will not bring about the above-mentioned impact.

[0079] Condition 3: When there is a high-speed demand in the future, this solution will calculate the NVH adjustment factor based on the predicted high-speed average power demand and the range extender NVH power limit, and use it to calculate the SOC value that needs to be reserved in advance. Before entering the high-speed condition, the battery can be charged in advance to meet the SOC slow-down demand when the range extender and battery are jointly driven under high-speed conditions, such as Figure 8a , Figure 8b , Figure 8c and Figure 8d shown. Figure 8a is the target SOC curve of the CDCS algorithm, Figure 8b It is a target SOC curve diagram of the SOC online planning method, wherein cloud SOC planning refers to the SOC online planning method. Figure 8a and Figure 8b In the figure, the solid line represents the SOC of the battery, and the dotted line represents the SOC ref . Figure 8c This is the power curve of the range extender using the CDCS algorithm. Figure 8d It is a power curve diagram of the range extender of the SOC online planning method, wherein the cloud-based SOC planning refers to the SOC online planning method. Figure 8c and Figure 8d In the figure, the solid line represents the range extender power curve. Figure 8c and Figure 8d The average power of the range extender shown on the vertical axis actually refers to the average power at the minute level. From the perspective of the entire curve chart, what is actually displayed is still the "instantaneous" power.

[0080] from Figure 8a It can be seen that in the CDCS algorithm, the actual SOC curve may be lower than the SOC min , which has an impact on Figure 7a has been described in the review of . Figure 8b In the case of min , will not bring the above impact. Figure 8c and Figure 8d It can also be seen from the comparison that in the CDCS algorithm, the maximum power of the range extender is higher, which is likely to cause greater noise, vibration, etc. In this embodiment, the maximum power of the range extender is lower, and the power curve is smoother overall.

[0081] Condition 4: When the initial SOC is low, or even at SOC min When near, the working condition is high speed in front and low speed in the back, such as Figure 9a and Figure 9b shown. Figure 9a is the target SOC curve of the CDCS algorithm, Figure 9bIt is the target SOC curve graph of the SOC online planning method, where cloud SOC planning refers to the SOC online planning method. Figure 9a and Figure 9b In it, the solid line represents the SOC of the battery, and the dashed line represents the SOC ref . From Figure 9a and Figure 9b Comparing, it can be seen that in this embodiment, although the SOC is finally lower than the SOC min situation, generally speaking, the decrease of the SOC is slower. This embodiment can improve the energy consumption ratio of the range extender as much as possible under extremely harsh working conditions and improve the riding comfort as much as possible.

[0082] Figure 9b The content of Figure 9b is specifically analyzed as follows: In the high-speed section, the decrease rate of the battery SOC is controlled according to the NVH limit value of the range extender. When the SOC ref <SOC min When, to avoid the battery SOC being too low, the actual SOC ref =SOC min . Generally speaking, when there is no opportunity for SOC pre-adjustment in the front section of the high-speed condition and the SOC itself is low, this strategy can only optimize the NVH performance of some sections. Further, when the initial SOC = SOC min (This working condition is not the Figure 9a and Figure 9b shown working conditions), and the initial working condition is the high-speed working condition, to ensure the battery SOC, this strategy is consistent with the planning strategy of CDCS.

[0083] This embodiment can realize the quantitative adjustment of the range extender power under high-speed working conditions. According to the high-speed power demand and the NVH power limit value of the range extender, the decrease slope of the SOC during combined driving is intelligently adjusted, as Fig.10 shown. When the high-speed power demand PwrHighSpeed is less than the NVH power limit value PwrNvhLimit of the range extender, se = 0, and the target SOC is the initial SOC at the start of high speed. At this time, even if it is completely driven by the range extender, the NVH performance meets the requirements; when the high-speed power demand PwrHighSpeed is greater than the NVH power limit value PwrNvhLimit of the range extender, 0 < se < 1. The lower the NVH power limit value of the range extender, or the higher the predicted driving power, the greater the se, and the proportion of electricity consumption during combined driving increases, restricting the range extender power within the NVH power limit value. In this scenario, the SOC that needs to be reserved in advance before entering high speed is also greater; conversely, the proportion of oil consumption during combined driving increases, and the SOC that needs to be reserved in advance before entering high speed is smaller. Therefore, this solution can better adapt to range extenders with various different NVH performances. This is also the beneficial effect of setting the parameter se.

[0084] In summary, this embodiment provides a method and system for online SOC planning. The online SOC planning method includes: obtaining future travel information based on navigation information, the future travel information includes remaining total road section information and remaining highway section information; and planning the target SOC based on the future travel information. The step of planning the target SOC based on the future travel information includes: transferring at least a portion of the ΔSOC required in the remaining highway section to become a portion of the target SOC of the non-high-speed section, so as to increase the operating frequency of the range extender under low-power conditions. With such a configuration, part of the energy demand of the high-speed section is transferred to the low-speed section to be realized. From a large time scale, the power curve of the range extender is flatter, thereby solving the problems of high power and speed and poor NVH performance of the extended-range electric vehicle under high-speed conditions in the prior art.

[0085] The above description is only a description of the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any changes or modifications made by a person skilled in the art in the field of the present invention based on the above disclosure shall fall within the scope of protection of the technical solution of the present invention.

Claims

1. A SOC online planning method, characterized in that: The SOC online planning method comprises: Acquiring future travel information based on the navigation information, the future travel information including remaining total road section information and remaining expressway section information; and, planning a target SOC based on the future trip information; The step of planning the target SOC based on the future travel information includes: transferring at least a portion of the ΔSOC required in the remaining high-speed section to become a portion of the target SOC in the non-high-speed section to increase the operating frequency of the range extender under low-power conditions.

2. The SOC online planning method according to claim 1, characterized in that: The step of planning the target SOC based on the future travel information includes: Calculating NVH adjustment factors and reserve requirement ΔSOC; and, Planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC; Among them, the NVH adjustment factor is used to characterize the degree to which the range extender is allowed to participate in driving under high-speed conditions. The larger the NVH adjustment factor, the lower the degree to which the range extender is allowed to participate in driving and the higher the electricity consumption ratio.

3. The SOC online planning method according to claim 2, characterized in that: The step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: updating the NVH adjustment factor and the reserved requirement ΔSOC in real time based on the navigation information updated in real time, and planning the target SOC based on the updated NVH adjustment factor and the reserved requirement ΔSOC.

4. The SOC online planning method according to claim 2, characterized in that: The remaining highway section information includes the remaining high-speed driving time and the expected high-speed consumption ΔSOC; the remaining total section information includes the expected total consumption ΔSOC; The step of calculating the NVH adjustment factor and the reserved requirement ΔSOC comprises: Calculating an average driving power demand of a future highway section based on the remaining high-speed travel time, the expected high-speed consumption ΔSOC and the upper limit of battery energy; Calculating an NVH adjustment factor based on the average drive power demand and the NVH power limit; Calculating a full-range driving reserved ΔSOC based on the total expected consumption ΔSOC, the high-speed expected consumption ΔSOC and the NVH adjustment factor; Calculating a high-speed driving reserved ΔSOC based on the high-speed expected consumption ΔSOC and the NVH adjustment factor; and, A reserve requirement ΔSOC is calculated based on the full-range driving reserve ΔSOC and the high-speed driving reserve ΔSOC.

5. The SOC online planning method according to claim 2, characterized in that: The step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: It is determined whether the current driving condition is a high-speed condition or a non-high-speed condition, and the target SOC is planned using different logics based on the determination result.

6. The SOC online planning method according to claim 5, characterized in that: The step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: If the current driving condition is a high-speed condition, at the initial moment of entering the high-speed condition, the target SOC is configured as the larger one between the current SOC and the minimum SOC value; thereafter, the target SOC is configured as the larger one between the dynamic SOC and the minimum SOC value; Among them, the minimum SOC value is a calibration value set externally, and the dynamic SOC is calculated by the change value of the high-speed drive reserved ΔSOC in the target SOC and the reserved demand ΔSOC at the previous moment, wherein the high-speed drive reserved ΔSOC is calculated by the NVH adjustment factor and the high-speed expected consumption ΔSOC in the remaining high-speed section information.

7. The SOC online planning method according to claim 5, characterized in that: The step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC includes: If the current driving condition is a non-high-speed condition, the difference between the current SOC and the reserved demand ΔSOC is calculated, and the specific calculation method of the target SOC is determined based on the relationship between the difference, the positive switching threshold and the negative switching threshold; wherein the minimum SOC value is a calibration value set externally.

8. The SOC online planning method according to claim 7, characterized in that: The step of planning the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC further includes: If the difference is greater than the positive switching threshold, the target SOC is configured as the minimum SOC value; if the difference is less than the negative switching threshold, the target SOC is configured as the sum of the minimum SOC value and the reserved requirement ΔSOC; if the difference is less than or equal to the positive switching threshold and greater than or equal to the negative switching threshold, the target SOC is configured to be the same as the previous moment.

9. A SOC online planning system, characterized in that: The SOC online planning system includes: a navigation information processing unit, configured to obtain future travel information based on the navigation information, wherein the future travel information includes remaining total road section information and remaining expressway section information; and The target SOC calculation module is used to plan the target SOC based on the future travel information, including: transferring at least a portion of the ΔSOC required in the remaining high-speed section to become a portion of the target SOC in the non-high-speed section to increase the operating frequency of the range extender under low-power conditions.

10. The SOC online planning system according to claim 9, characterized in that: The target SOC calculation module includes: NVH adjustment factor calculation unit: used to calculate the NVH adjustment factor based on the future travel information, the NVH adjustment factor is used to characterize the degree to which the range extender is allowed to participate in driving under high-speed conditions, the larger the NVH adjustment factor, the lower the degree to which the range extender is allowed to participate in driving, and the higher the proportion of electricity consumption; A reserve requirement ΔSOC calculation unit: used to calculate a reserve requirement ΔSOC based on the future travel information; and A target SOC calculation unit is used to plan the target SOC based on the NVH adjustment factor and the reserved requirement ΔSOC.

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