SOC Online Planning Method and System

Abstract

This invention 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 including remaining total road segment information and remaining highway segment information; and planning a 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 required ΔSOC from the remaining highway segments to become part of the target SOC from non-highway segments, thereby increasing the operating frequency of the range extender under low-power conditions. This configuration shifts some of the energy demand from highway segments to low-speed segments, resulting in a smoother power curve for the range extender over a larger time scale. This solves the problems of excessively high power and speed, and deteriorated NVH performance in existing range-extended electric vehicles under high-speed conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle battery management technology, and in particular to a method and system for online SOC planning. Background Technology

[0002] The development of new energy vehicles is of great significance in alleviating environmental and energy problems. Range-extended electric vehicles (REEVs) are characterized by low emissions, low energy consumption, and no range anxiety, and have gained widespread market acceptance, becoming an ideal choice for transitioning from traditional gasoline vehicles to new energy vehicles.

[0003] Range-extended electric vehicles (REEVs) are equipped with two energy sources: a battery and a range extender. The power distribution between the battery and the range extender is dynamically adjusted based on power demand, allowing the range extender to operate at its most efficient point to reduce energy consumption during driving. However, at high speeds, to maintain charge levels, the continuous high power demand requires the range extender to operate at higher power and speed for extended periods, resulting in decreased NVH (Noise, Vibration, and Harshness) performance and overall vehicle dynamics. This phenomenon is particularly noticeable in models equipped with small-displacement range extenders. Although small-displacement range extenders can meet most daily driving conditions, some manufacturers specifically choose larger-power range extenders to address NVH issues at high speeds, increasing overall vehicle costs.

[0004] Overall, range-extended electric vehicles (REEVs) generally suffer from higher power and speed, and deteriorated NVH performance under high-speed conditions. Based on intelligent connectivity technology, pre-planning the vehicle's State of Charge (SOC, which is the battery's state of charge or remaining battery capacity) to achieve NVH optimization across all scenarios is crucial for improving the user experience of REEVs. Summary of the Invention

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

[0006] To address the aforementioned technical problems, this invention provides an online SOC planning method, comprising: obtaining future travel information based on navigation information, wherein the future travel information includes remaining total road segment information and remaining highway segment 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 highway segments to become part of the target SOC in the non-highway segments, so as 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 the NVH adjustment factor and the reserved demand ΔSOC; and planning the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC.

[0009] 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 power consumption ratio.

[0010] Optionally, 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 real-time updated navigation information, and planning the target SOC based on the updated NVH adjustment factor and the reserved demand ΔSOC.

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

[0012] The steps of calculating the NVH adjustment factor and the reserved demand ΔSOC include: calculating the average drive power demand for future highway sections based on the remaining high-speed driving time, the expected high-speed consumption ΔSOC, and the battery energy limit; calculating the NVH adjustment factor based on the average drive power demand and the NVH power limit; calculating the full-range drive reserved ΔSOC based on the total expected consumption ΔSOC, the expected high-speed consumption ΔSOC, and the NVH adjustment factor; calculating the high-speed drive 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 drive reserved ΔSOC and the high-speed drive reserved ΔSOC.

[0013] Optionally, the step of planning the target SOC based on the NVH adjustment factor and the reserved demand 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 logic based on the determination result.

[0014] Optionally, the step 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 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] Wherein, the minimum SOC value is an externally set calibration value, and the dynamic SOC is calculated from the change value of the target SOC at the previous moment and the high-speed drive reserved ΔSOC in the reserved demand ΔSOC. Wherein, the high-speed drive reserved ΔSOC is calculated from the NVH adjustment factor and the high-speed expected consumption ΔSOC in the remaining high-speed road segment information.

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

[0017] Optionally, the step of planning the target SOC based on the NVH adjustment factor and the reserved demand 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 demand 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 time step.

[0018] To address the aforementioned technical problems, the present invention also provides an online SOC planning system, comprising: a navigation information processing unit for obtaining future travel information based on navigation information, the future travel information including remaining total road segment information and remaining highway segment information; and a target SOC calculation module for planning a target SOC based on the future travel information, including: transferring at least a portion of the required ΔSOC from the remaining highway segments to become part of the target SOC from the non-highway segments, thereby increasing 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 an NVH adjustment factor based on the future travel information. The NVH adjustment factor characterizes 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. A reserved demand ΔSOC calculation unit, used to calculate a reserved demand ΔSOC based on the future travel 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 existing technologies, the present invention provides an online SOC planning method and system. The online SOC planning method includes: obtaining future travel information based on navigation information, wherein the future travel information includes remaining total road segment information and remaining highway segment information; and planning a 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 required ΔSOC from the remaining highway segments to become part of the target SOC from non-highway segments, thereby increasing the operating frequency of the range extender under low-power conditions. This configuration transfers some of the energy demand from highway segments to low-speed segments, making the power curve of the range extender smoother over a large time scale, thus solving the problems of excessively high power and speed and deteriorated NVH performance in existing range-extended electric vehicles under high-speed conditions. Attached Figure Description

[0021] Those skilled in the art will understand that the accompanying drawings are provided to better understand the invention and do not constitute any limitation on the scope of the invention. Wherein:

[0022] Figure 1 This is a flowchart of an embodiment of the SOC online planning method of the present invention;

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

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

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

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

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

[0028] Figure 6b This is a target SOC curve diagram of the online SOC planning method according to an embodiment of the present invention under operating conditions.

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

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

[0031] Figure 8a This is the target SOC curve of the CDCS algorithm under operating condition 3;

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

[0033] Figure 8c This is a power curve of the range extender under operating condition 3 using the CDCS algorithm;

[0034] Figure 8d This is a power curve of a range extender under operating condition three, based on an embodiment of the SOC online planning method of the present invention.

[0035] Figure 9a This is the target SOC curve of the CDCS algorithm under operating condition 4;

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

[0037] Figure 10 This is a graph showing the variation of the NVH adjustment factor under different power requirements and range extender power limits according to an embodiment of the present invention. Detailed Implementation

[0038] To make the objectives, advantages, and features of this invention clearer, the invention will be further described in detail below with reference to 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 facilitate and clarify the explanation of the embodiments of this invention. Furthermore, the structures shown in the drawings are often part of the actual structures. In particular, different figures may emphasize different aspects and may sometimes use different scales.

[0039] As used in this invention, the singular forms “a,” “an,” and “the” include plural objects; the term “or” is generally used to mean “and / or”; the term “a number” is generally used to mean “at least one”; and the term “at least two” is generally used to mean “two or more”. Furthermore, the terms “first,” “second,” and “third” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as “first,” “second,” or “third” may explicitly or implicitly include one or at least two of that feature. “One end” and “the other end,” as well as “proximal end” and “distal end,” generally refer to two corresponding parts, including not only endpoints. The terms “installed,” “connected,” and “joined” should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral part; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or a connection within two elements or an interaction between two elements. Furthermore, as used in this invention, the phrase "one element is 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 can be direct or indirect through an intermediate element. It should not be construed as indicating or implying a spatial positional relationship between the two elements, i.e., one element can be located arbitrarily inside, outside, above, below, or to one side of the other element, unless otherwise explicitly stated. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

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

[0041] The following description refers to the accompanying drawings.

[0042] Please refer to Figure 1 This invention provides an online SOC planning method, the online SOC planning method comprising:

[0043] S10, obtain future trip information based on navigation information. This future trip information includes remaining total road segment information and remaining highway segment information. The navigation information includes the destination information and navigation route input by the driver. Other data needed to obtain future trip information, such as specific drive power data on specific roads, can be obtained using data sources such as vehicle-to-everything (V2X) networks and the vehicle's own historical driving records. Please refer to [reference needed]. Figure 2In one embodiment, the remaining total road segment information includes the remaining total travel time and total expected consumption ΔSOC (hereinafter referred to as ΔSOC1), and the remaining highway road segment information includes the remaining highway travel time and expected highway consumption ΔSOC; the remaining highway travel time and expected highway consumption ΔSOC (hereinafter referred to as ΔSOC2). Quantitatively, ΔSOC1 includes ΔSOC2; this distinction is made here for ease of subsequent calculation and understanding.

[0044] S20, calculate the NVH adjustment factor (hereinafter referred to as se) and the reserved demand ΔSOC (hereinafter referred to as ΔSOC). rx (Referring to). The NVH adjustment factor characterizes the degree to which the range extender is allowed to participate in driving under high-speed conditions. A larger NVH adjustment factor indicates a lower degree of range extender participation and a higher power consumption ratio. The reserved demand ΔSOC is an intermediate parameter used in the calculation; its value represents a reserved ΔSOC that achieves better overall control performance, and it does not necessarily have to be equal to ΔSOC1.

[0045] It should be understood that the main design idea of ​​this embodiment is to transfer at least a portion of the ΔSOC required in the remaining high-speed sections to become part of the target SOC in the non-high-speed sections, thereby increasing the operating frequency of the range extender under low-power conditions and making the power curve of the range extender smoother over a large time scale. The parameters se and ΔSOC are set. rx The aim is to reduce the cost of understanding control logic, facilitate experimental design, simplify the adjustment of relevant parameters and logic details, increase code readability, and lower the development threshold for teams. To achieve the design goals behind this application, parameters se and ΔSOC can be introduced. rx Alternatively, the parameters se and ΔSOC can be omitted. rx For example, in this embodiment, replacing the expression for se with se itself eliminates the parameter se, but the control logic of the resulting scheme remains completely unchanged. Therefore, based on the design concept of this example, it is also possible to design schemes without parameters se and / or ΔSOC. rx The control logic, or setting other intermediate parameters to facilitate the implementation of the logic, also falls under the technical solution of this invention.

[0046] And, S30, the target SOC is planned based on the NVH adjustment factor and the reserved demand ΔSOC.

[0047] Steps S20 and S30 can also be collectively referred to as the planning 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 real-time updated navigation information, and planning the target SOC based on the updated NVH adjustment factor and the reserved demand ΔSOC. Since the remaining total driving time, total expected consumption ΔSOC, remaining high-speed driving time, and high-speed expected consumption ΔSOC are all actually predicted values, and external environmental conditions may change during vehicle travel, and the remaining distance is constantly decreasing, it is necessary to update the calculation results of the online SOC planning method in real time.

[0049] Please continue to refer to this. Figure 1 Step S20, which involves calculating the NVH adjustment factor and the reserved demand ΔSOC, includes: S21, calculating the average drive power demand PwrHighSpeed ​​for future highway sections based on the remaining high-speed driving time, the expected high-speed consumption ΔSOC, and the battery energy limit. The calculation method is: expected high-speed consumption ΔSOC * battery energy limit / time. S22, calculating the NVH adjustment factor based on the average drive power demand and the NVH power limit PwrNvhLimit.

[0050] In one embodiment, based on the remaining high-speed driving range's ΔSOC2 consumption, time, and battery energy limit, the average drive power demand PwrHighSpeed ​​for future high-speed driving can be calculated. Combined with the range extender's power limit PwrNvhLimit, i.e., the maximum soft power constraint allowed by the range extender considering NVH optimization, the NVH adjustment factor is calculated using the following formula:

[0051]

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

[0053] The above process can also be referred 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, and the proportion of electricity used during combined driving increases, limiting the range extender power within the NVH power limit; conversely, the proportion of fuel 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. Where, 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 high-speed demand in the future, 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 SOC demand for advance reservation. 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 slow decrease in the full-course power, replacing the traditional energy management mode of first pure-electric and then power holding.

[0058] When high-speed driving is required in the future, it is only necessary to add a SOC correction value reserved for high-speed driving to the existing SOC reserved for full-range driving. To ensure that the range extender power is within the NVH power limit during high-speed driving, the battery-assisted range extender needs to reduce the SOC at a certain slope. Before high-speed driving, the SOC value needs to be reserved in advance. The calculation method is: ΔSOC4=se×ΔSOC2.

[0059] Please refer to Figure 4 Step S30, which plans the target SOC based on the NVH adjustment factor and the reserved demand 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 logic based on the determination result.

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

[0061] That is, step S30, which plans 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 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. As shown in the following formula:

[0062] SOC ref =max[SOC,SOC min (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 This represents the minimum SOC value, which is an externally set calibration value. For example, it is typically 10% to 15% of the minimum SOC value, determined by the vehicle manufacturer before the vehicle leaves the factory based on battery life, energy consumption, etc. ref –Δ(se×ΔSOC2) is the expression for the dynamic SOC, which is calculated from the change in the target SOC and the high-speed drive reserved ΔSOC (i.e., ΔSOC4) in the reserved demand ΔSOC at the previous moment.

[0065] Preferably, the step of planning the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC includes: if the current driving condition is a non-high-speed condition, calculating the difference between the current SOC and the reserved demand ΔSOC, and determining the specific calculation method of the target SOC based on the relationship between 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., the SOC... ref =SOC min If the difference is less than the negative switching threshold, the target SOC is configured as the sum of the minimum SOC and the reserved demand ΔSOC, i.e., 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 time step. Figure 5 In this context, the available SOC is the current SOC.

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

[0068] The navigation information processing unit is used to obtain future travel information based on navigation information, including remaining total road segment information and remaining highway segment information.

[0069] And, a target SOC calculation module, 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 highway segments to become part of the target SOC in the non-highway segments, so as 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] Reserved demand ΔSOC calculation unit: used to calculate reserved demand ΔSOC based on the future travel information.

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

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

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

[0076] Operating Condition 1: When the initial SOC of the trip is high and the calculated SOC requirement to be reserved in advance during the trip is low, the effect achieved in this embodiment is the same as the traditional energy management mode of power consumption-power maintenance, which is pure electric driving throughout the entire trip. Figure 6a and Figure 6b As shown, where, Figure 6a The target SOC curve for the CDCS algorithm is shown below. Figure 6b The target SOC curve of the online SOC planning method is shown below, where cloud-based SOC planning refers to the online SOC planning method. Figure 6a and Figure 6b In the diagram, the solid line represents the battery's State of Charge (SOC), and the dashed line represents the State of Charge (SOC). ref .

[0077] Operating Scenario 2: When there is no future high-speed demand and the initial SOC of the trip is low (i.e., the current SOC is insufficient to provide the required reserved SOC value), the battery can be charged multiple times during the trip. This allows the battery SOC to gradually decrease until it reaches the minimum maintenance SOC, resulting in better fuel economy. Because the range extender starts multiple times during the trip and the SOC value is higher than the minimum maintenance SOC, the average power of the range extender during each run is lower, optimizing NVH performance. In this scenario, NVH performance is improved non-quantitatively. Figure 7a and 7b As shown. Figure 7a The target SOC curve for the CDCS algorithm is shown below. Figure 7b The target SOC curve of the online SOC planning method is shown below, where cloud-based SOC planning refers to the online SOC planning method. Figure 7a and Figure 7b In the diagram, the solid line represents the battery's State of Charge (SOC), and the dashed line represents the State of Charge (SOC). ref .

[0078] from Figure 7a It can be seen that in the CDCS algorithm, the actual SOC curve may be lower than the actual SOC. min This affects battery life and also impacts motor output efficiency. On the other hand, when the State of Charge (SOC) is lower than the State of Charge (SOC)... min In order to achieve a rapid increase in SOC, the range extender's power may exceed the NVH power limit (PwrNvhLimit), thus affecting the vehicle's ride comfort. From... Figure 7b As can be seen, in this embodiment, the SOC is always higher than the SOC. min It will not have the aforementioned effects.

[0079] Operating Condition 3: When high-speed driving is required in the future, this solution will calculate the NVH adjustment factor based on the predicted average power demand at high speeds, combined with the NVH power limit of the range extender, and use this factor to calculate the SOC value that needs to be reserved in advance. Before entering high-speed driving conditions, the battery can be charged in advance to meet the SOC reduction requirements when the range extender and battery are driven together at high speeds, such as... Figure 8a , Figure 8b , Figure 8c and Figure 8d As shown. Figure 8a The target SOC curve for the CDCS algorithm is shown below. Figure 8b The target SOC curve of the online SOC planning method is shown below, where cloud-based SOC planning refers to the online SOC planning method. Figure 8a and Figure 8b In the diagram, the solid line represents the battery's State of Charge (SOC), and the dashed line represents the State of Charge (SOC). ref . Figure 8c This is a power curve of the range extender based on the CDCS algorithm. Figure 8d The diagram shows the range extender power curve of the SOC online planning method, where cloud-based SOC planning refers to the SOC online planning method. Figure 8c and Figure 8d In the diagram, the solid line represents the power curve of the range extender. It's worth noting that although... 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, it still shows 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 actual SOC. min The impact it brings is Figure 7a As described in the commentary. Figure 8b In the middle, SOC is always higher than SOC min This will not cause the aforementioned effects. From Figure 8c and Figure 8d The comparison also shows that in the CDCS algorithm, the range extender has a higher maximum power, which is more likely to cause greater noise and vibration. In this embodiment, the range extender has a lower maximum power, and the power curve is smoother overall.

[0081] Operating Condition 4: When the initial SOC is low, or even at the SOC min When the vehicles are nearby, and the operating conditions are high speed in front and low speed behind, such as... Figure 9a and Figure 9b As shown. Figure 9a The target SOC curve for the CDCS algorithm is shown below. 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 finally the situation where SOC is lower than SOC min also appears, generally speaking, the decrease of 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] <00​​​​​​​​​​​​​​​​​​​​​

[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 including remaining total road segment information and remaining highway segment information; and planning a 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 required ΔSOC from the remaining highway segments to become part of the target SOC from non-highway segments, thereby increasing the operating frequency of the range extender under low-power conditions. This configuration shifts some of the energy demand from highway segments to low-speed segments, resulting in a smoother power curve for the range extender over a larger time scale. This solves the problems of excessively high power and speed and deteriorated NVH performance in existing range-extended electric vehicles under high-speed conditions.

[0085] The above description is only a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure shall fall within the protection scope of the present invention.

Claims

1. A method for online SOC planning, characterized in that, The online SOC planning method includes: Future travel information is obtained based on navigation information, including remaining total road segment information and remaining highway segment information; and, Based on the aforementioned future travel information, a target SOC is planned; 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 segments to become part of the target SOC in the non-highway segments, so as to increase the operating frequency of the range extender under low power conditions. The steps for planning the target SOC based on the future travel information include: Calculate the NVH adjustment factor and the reserved demand ΔSOC; and, The target SOC is planned based on the NVH adjustment factor and the reserved demand ΔSOC. 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 power consumption ratio. 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 real-time updated navigation information, and planning the target SOC based on the updated NVH adjustment factor and the reserved demand ΔSOC.

2. The SOC online planning method according to claim 1, characterized in that, The remaining highway segment information includes the remaining highway driving time and the expected highway consumption ΔSOC; the remaining total highway segment information includes the total expected consumption ΔSOC. The steps for calculating the NVH adjustment factor and the reserved demand ΔSOC include: The average driving power requirement for future highway sections is calculated based on the remaining high-speed driving time, the expected high-speed consumption ΔSOC, and the upper limit of battery energy. Calculate the NVH adjustment factor based on the average drive power requirement and NVH power limit; The total expected consumption ΔSOC, the high-speed expected consumption ΔSOC, and the NVH adjustment factor are used to calculate the full-drive reserved ΔSOC. Calculate the high-speed drive reserved ΔSOC based on the expected high-speed consumption ΔSOC and the NVH adjustment factor; and... The reserved demand ΔSOC is calculated based on the full-range drive reserved ΔSOC and the high-speed drive reserved ΔSOC.

3. The SOC online planning method according to claim 1, characterized in that, The steps for planning the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC include: Determine whether the current driving condition is a high-speed condition or a non-high-speed condition, and use different logic plans based on the determination result to define the target SOC.

4. The SOC online planning method according to claim 3, characterized in that, The steps for planning the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC include: 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. Wherein, the minimum SOC value is an externally set calibration value, and the dynamic SOC is calculated from the change value of the target SOC at the previous moment and the high-speed drive reserved ΔSOC in the reserved demand ΔSOC. Wherein, the high-speed drive reserved ΔSOC is calculated from the NVH adjustment factor and the high-speed expected consumption ΔSOC in the remaining high-speed road segment information.

5. The SOC online planning method according to claim 4, characterized in that, The steps for planning the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC include: If the current driving condition is a non-high-speed condition, calculate the difference between the current SOC and the reserved demand ΔSOC, and determine the specific calculation method of the target SOC based on the relationship between the difference, the positive switching threshold and the negative switching threshold.

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 demand 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 demand 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 time step.

7. An online SOC planning system, characterized in that, The SOC online planning system includes: A navigation information processing unit is configured to obtain future travel information based on navigation information, wherein the future travel information includes remaining total road segment information and remaining highway segment 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 highway segment to become part of the target SOC in the non-highway segment, so as to improve the operating frequency of the range extender under low power conditions; 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 power consumption ratio. Reserved Demand ΔSOC Calculation Unit: Used to calculate reserved demand ΔSOC based on the future travel information; and, Target SOC calculation unit: used to plan the target SOC based on the NVH adjustment factor and the reserved demand ΔSOC; The target SOC calculation module is also used to update the NVH adjustment factor and the reserved demand ΔSOC in real time based on the real-time updated navigation information, and to plan the target SOC based on the updated NVH adjustment factor and the reserved demand ΔSOC.

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