Intersection vehicle converging control optimization method and system for extended-range power distribution vehicle

Abstract

The invention relates to an intersection vehicle converging control optimization method and system for an extended-range power distribution vehicle. The method comprises the following steps: identifying and marking all high-power road sections in a predetermined driving route; calculating a required power value of each high-power road section, performing association, and obtaining a dynamic execution SOC threshold value corresponding to each high-power road section based on the required power value; detecting a real-time SOC threshold value of the battery according to a high-power road section which is about to arrive, and controlling the battery to output power according to an associated demand power value before the vehicle drives into the high-power road section under the condition that the real-time SOC threshold value is higher than a corresponding dynamic execution SOC threshold value; and under the condition that the real-time SOC threshold value is lower than the corresponding dynamic execution SOC threshold value, before the vehicle drives into the high-power road section, a range extender of the vehicle is started, and the range extender is controlled to independently output power or output power together with a battery according to the required power value. The method has the effect of improving the power performance of the vehicle in a specific scene.

Description

Technical Field

[0001] This application relates to the energy management and control technology of range-extended electric vehicles. Specifically, it relates to an optimization method and system for intersection meeting vehicle control of range-extended distribution vehicles. Background Art

[0002] As an important type of electric vehicle, the power system of a range-extended distribution vehicle usually consists of a battery pack and an internal combustion engine generator set as a range extender. In practical applications, the vehicle's energy management system is responsible for coordinating the work of the battery and the range extender to achieve efficient and reliable power output. Existing energy management strategies often control the start and stop of the range extender based on the current state of charge (SOC) of the battery. For example, a fixed basic SOC threshold is set, and the range extender is started when the battery charge is lower than this threshold.

[0003] However, this reactive control strategy based on a fixed basic SOC threshold has limitations in certain specific driving scenarios. For example, in applications with a predetermined driving route such as urban logistics distribution, the vehicle will pass through various road conditions, including sections that require instantaneous high power output, such as intersection meeting vehicles and ramp merging.

[0004] In a typical scenario, after the vehicle completes driving on a low-speed section, it needs to merge onto the highway through a ramp with a limited acceleration distance. During the low-speed driving stage, the vehicle may mainly rely on battery power supply, resulting in a gradual decrease in the battery SOC. When the vehicle approaches the ramp entrance, its battery SOC may be in an intermediate state, for example, higher than the set basic SOC threshold but not enough to independently support the instantaneous peak power required for merging onto the highway. At the same time, there is a certain physical start-up delay for the range extender from receiving the start command to stably outputting effective power.

[0005] In this case, if the energy management system only judges whether to start the range extender based on the fixed basic SOC threshold, when the vehicle arrives at the ramp entrance where high power output is required, the range extender may still be in the off state. At this time, rapid acceleration is required to safely merge into the main road traffic flow, and all power requirements will be borne by the battery. However, considering the safety and life of the battery, the battery management system (BMS) will limit its maximum allowable discharge power according to the current SOC, temperature and other states of the battery. If the requested peak power exceeds the maximum allowable discharge power of the battery under the current state, the BMS will limit the output, resulting in insufficient actual acceleration of the vehicle and unable to reach the required vehicle speed within a limited distance and time. Even if the range extender is commanded to start at this time, its inherent start-up delay cannot provide the required additional power in time. This may lead to the failure of the meeting vehicle attempt, and the vehicle is forced to decelerate or even stop, which not only affects the transportation efficiency but also may pose safety hazards.

[0006] Therefore, the existing energy management system of range-extended electric distribution vehicles simply relies on fixed and reactive battery base SOC thresholds for control, resulting in the technical problem that the vehicle may face insufficient power in specific scenarios where instantaneous high-power output is required.

[0007] In view of the above problems, the existing technology urgently needs to be improved. Summary of the Invention

[0008] In view of this, the present application provides an intersection meeting vehicle control optimization method and system for range-extended electric distribution vehicles to solve the technical problem of insufficient power faced by the vehicle in specific scenarios.

[0009] On the one hand, the present application provides an intersection meeting vehicle control optimization method for range-extended electric distribution vehicles. The technical solution is as follows, and its steps include: Identify and mark all high-power sections in the predetermined driving route; Calculate the required power value of each high-power section and associate them. Based on the required power value, obtain the dynamic execution SOC threshold corresponding to each high-power section; According to the upcoming high-power section, detect the real-time SOC threshold of the battery. When the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, control the battery to output power according to the associated required power value; when the real-time SOC threshold is lower than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, start the range extender of the vehicle and control the range extender to output power independently or together with the battery according to the required power value.

[0010] Through the above solution, it is possible to prospectively predict high-power requirements, dynamically adjust the energy management strategy according to the prediction results, prepare the required power output in advance, avoid insufficient power when high power is needed, and improve the power performance and safety of the vehicle in specific scenarios.

[0011] Optionally, the present application also proposes that the step of obtaining the dynamic execution SOC threshold corresponding to each high-power section based on the required power value includes: According to the required power value, query the battery performance mapping table to obtain the corresponding safe power SOC threshold. The battery performance mapping table records the power values that the battery can output under different SOC, temperature, and health states. The battery SOC value corresponding to the required power value in this table is the safe power SOC threshold; Compare the size between the safe power SOC threshold and the preset base SOC threshold, and select the larger threshold as the dynamic execution SOC threshold; Through the above solution, it is possible to dynamically determine a more reasonable SOC threshold according to the actual performance and safety requirements of the battery, and further optimize the energy distribution.

[0012] Optionally, the present application further proposes that it further includes the steps of: identifying whether the current driving section is in a congested state, and if it is in a congested state, aborting the start of the range extender, and if it is not in a congested state, normally starting the range extender.

[0013] Through the above solution, the influence of congestion on the start of the range extender is considered, the additional fuel consumption and emissions caused by starting the range extender during congestion are avoided, and the economy and environmental friendliness of the system are improved.

[0014] Optionally, the present application further proposes that the step of identifying whether the current driving section is in a congested state includes: Continuously detecting the current driving speed of the vehicle within a certain period of time; Obtaining the estimated passing time of the current section from the navigation system; If the current driving speed continuously remains lower than the preset low-speed threshold and the estimated passing time is greater than the range extender start time, it is regarded that the current driving section is in a congested state; The range extender start time is the time required from receiving the start instruction to outputting stable power.

[0015] Through the above solution, a specific method for judging the congested state is provided, and the accuracy of congestion identification is improved.

[0016] Optionally, the present application further proposes that the step of aborting the start of the range extender includes: Obtaining the estimated remaining congestion time from the navigation system, and forcibly shutting down the operation of the range extender when the estimated remaining congestion time is greater than the sum of the range extender start time and the preset safety time.

[0017] Through the above solution, a specific strategy for forcibly shutting down the range extender in a congested state is provided, and the energy management during congestion is further optimized.

[0018] Optionally, the present application further proposes that after the step of aborting the start of the range extender, it further includes the steps of: Obtaining the updated estimated remaining congestion time from the navigation system; Detecting the current driving speed of the vehicle; If the estimated remaining congestion time is less than or equal to the sum of the range extender start time and the preset safety time, or the current driving speed of the vehicle is greater than the preset low-speed threshold, resume starting the range extender.

[0019] Through the above solution, a strategy for resuming the start of the range extender after congestion is relieved is provided, ensuring the flexibility and adaptability of the system when the road conditions change.

[0020] Optionally, the present application further proposes that the step of calculating the required power value of each high-power section includes: Obtain the total vehicle mass value at the current moment, and calculate the required power value based on the total vehicle mass value at the current moment, the geometric data calculation of the high-power section, and the estimated vehicle speed.

[0021] Through the above solution, a specific method for calculating the required power value is provided, improving the accuracy of required power prediction.

[0022] Optionally, the present application also proposes that it further includes the steps of: Obtain the real-time vehicle speed of the vehicle passing through the high-power demand section, correct the required power value based on the real-time vehicle speed, and adjust the dynamic execution SOC threshold based on the corrected required power value.

[0023] Through the above solution, a method for correcting the required power based on the real-time speed and the dynamic execution SOC threshold is provided, improving the adaptability and control accuracy of the system.

[0024] On the other hand, the present application also proposes an intersection meeting vehicle control system for a range-extended distribution vehicle, including: An identification unit for identifying and marking all high-power sections in the predetermined driving route and associating the required power value of each high-power section; A calculation unit for calculating the required power value of each high-power section; and obtaining the corresponding dynamic execution SOC threshold of each high-power section based on the required power value; An execution unit for detecting the real-time SOC threshold of the battery according to the upcoming high-power section, and when the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, controlling the battery to output power according to the associated required power value before the vehicle enters the high-power section; when the real-time SOC threshold is lower than the corresponding dynamic execution SOC threshold, starting the range extender of the vehicle before the vehicle enters the high-power section, and controlling the range extender to output power independently or together with the battery according to the required power value.

[0025] Through the above solution, a system structure for implementing the above method is provided, which is convenient for practical application.

[0026] Optionally, the present application also proposes that it includes: The identification unit is further used to identify the congestion status of the section; The calculation unit includes a calculation module, a query module, a judgment module, and a decision module; the calculation module is used to calculate or correct the required power value, the query module includes a battery performance mapping table and preset values, and is used to query the battery performance mapping table according to the required power value to obtain the corresponding safety power SOC threshold; the judgment module is used to compare the magnitudes of values, including but not limited to comparing the magnitude between the safety power SOC threshold and the preset basic SOC threshold; the decision module makes a decision according to the judgment result of the judgment module, including but not limited to selecting the larger threshold as the dynamic execution SOC threshold; the execution unit is also used to abort or resume the start of the range extender; there is also an acquisition unit, and the acquisition unit is used to acquire information data, including but not limited to data of the navigation system, vehicle driving speed data, and the total vehicle mass value at the current moment.

[0027] Through the above solution, the specific constituent units of the system and their functions are provided, further improving the system solution.

[0028] As can be seen from the above, an intersection meeting vehicle control optimization method and system for an extended-range distribution vehicle provided by the present application, by prospectively predicting high-power demands and according to the dynamic execution SOC threshold, dynamically adjusts the energy management strategy, prepares the required power in advance, effectively solves the problem of insufficient power when instantaneous high-power output is required, and has the advantages of being able to prospectively predict high-power demands, dynamically adjust the energy management strategy according to the prediction results, prepare the required power output in advance, avoid the situation of insufficient power when high power is required, and improve the power performance and safety of the vehicle in specific scenarios. Description of the Drawings

[0029] Figure 1 It is a schematic flowchart of an intersection meeting vehicle control optimization method for an extended-range distribution vehicle provided by the present application.

[0030] Figure 2 It is a further schematic flowchart of an intersection meeting vehicle control optimization method for an extended-range distribution vehicle provided by the present application.

[0031] Figure 3 It is a further schematic flowchart of an intersection meeting vehicle control optimization method for an extended-range distribution vehicle provided by the present application.

[0032] Figure 4 It is a schematic framework diagram of an intersection meeting vehicle control system for an extended-range distribution vehicle provided by the present application. Detailed Embodiments

[0033] The technical solutions in the present application will be clearly and completely described below with reference to the accompanying drawings in the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the present application described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application claimed, but merely represents the selected embodiments of the present application. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative efforts fall within the scope of protection of the present application.

[0034] It should be noted that: similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of the present application, the terms "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0035] When the existing range-extended distribution vehicle executes a predetermined driving route, its energy management system usually controls the start and stop of the range extender based on a fixed basic threshold of the battery SOC, that is, when the battery SOC is lower than the set basic SOC threshold, the range extender is started, and when the battery SOC is higher than or equal to the basic SOC threshold, the operation of the range extender is turned off. This reactive control strategy fails to make full use of the pre-planned route information, especially for the predictable high-power demand sections in the route. When the vehicle approaches such a section in a low SOC state, if the battery SOC is higher than the fixed basic SOC threshold but not sufficient to independently provide the instantaneous peak power required for this section, and the range extender is in the off state because it has not reached the start threshold, the vehicle may face the technical problem of insufficient power output when entering the high-power demand section. In addition, there is an inherent physical delay from when the range extender receives the start command to when it stably outputs power. Even if the range extender is immediately started when it detects insufficient power demand, it cannot respond to the instantaneous high-power demand in time, further exacerbating the problem of insufficient power.

[0036] For example, assume that an extended-range electric distribution vehicle is performing an urban delivery task. The system sets a fixed basic State of Charge (SOC) threshold of 20%. Its predetermined driving route includes a low-speed section in the urban area, and then it needs to merge into an urban expressway through a ramp with a limited acceleration distance. During the vehicle's driving in the urban area section, the battery SOC gradually decreases due to pure electric drive. According to the route plan, the expected SOC of the vehicle when it reaches the ramp entrance is 40%. This value is higher than the basic SOC threshold of 20%. The scenario of merging onto the expressway through the ramp is identified as a high-power demand section, which requires the vehicle to accelerate rapidly in a short time to match the traffic flow speed of the expressway, and this requires the power system to output an instantaneous peak power. However, at an SOC of 40%, the Battery Management System (BMS) may limit the maximum discharge power of the battery for safety and lifespan considerations, making it unable to meet the peak power demand required for merging. Since the SOC is higher than the basic threshold, the range extender remains off when the vehicle approaches the ramp. When the vehicle reaches the ramp entrance and the system detects a suitable merging gap and issues a high-power acceleration command, all power requirements are borne by the battery. The BMS limits the output power of the battery, resulting in the actual acceleration of the vehicle being lower than expected, and it is unable to complete the merging within the safe gap. Even if the system simultaneously commands the range extender to start, its inherent start-up delay means that at the critical moment when peak power is required, the range extender cannot provide effective assistance in time.

[0037] Therefore, when an extended-range electric distribution vehicle faces a predicted high-power demand section, it may not be able to accelerate in time within the specified time, may not be able to safely merge into the high-speed traffic flow, or may not be able to maintain its speed in scenarios such as climbing slopes due to the power system being unable to provide sufficient power in time. This not only affects the vehicle's operation efficiency and task completion time, but also may increase energy consumption and introduce safety risks in the traffic environment. Failing to effectively manage energy output to match predicted high-power demands limits the adaptability and reliability of extended-range electric distribution vehicles in complex urban traffic environments.

[0038] If the fixed basic SOC threshold of the battery is increased to ensure that the range extender can start before entering a high-power section, it will cause the range extender to start frequently even in low-power demand sections, increasing fuel consumption and emissions and reducing the overall energy efficiency. Therefore, the system needs to be able to pre-identify these high-power sections and decide whether to start the range extender in advance based on the specific power demands of these sections. Based on this, this application proposes a solution that can identify high-power sections in a predetermined route, calculate the power demands of these sections, and dynamically determine an SOC threshold based on this demand to guide whether to start the range extender before entering these sections, so as to ensure that the vehicle can obtain sufficient power when needed.

[0039] Please refer to Figure 1 , on the one hand, this application proposes an optimization method for intersection merging control of extended-range electric distribution vehicles, and its steps include: S100: Identify and mark all high-power sections in the predetermined driving route; S200: Calculate the required power value for each high-power section and associate them, and obtain the dynamic execution SOC threshold corresponding to each high-power section based on the required power value; S300: According to the upcoming high-power section, detect the real-time SOC threshold of the battery, and when the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, control the battery to output power according to the associated required power value; when the real-time SOC threshold is lower than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, start the range extender of the vehicle, and control the range extender to output power independently or together with the battery according to the associated required power value.

[0040] This application provides an optimization method for intersection meeting control of a range-extended distribution vehicle. Among them, the high-power section refers to a section of the predetermined driving route that requires the vehicle power system to output a relatively high power. It can be achieved by identifying specific road section types (such as uphill, acceleration ramp, overtaking area) based on navigation map data or analyzing the power demand peak area based on historical driving data. It is mainly used to identify potential power demand bottleneck points during vehicle driving. Among them, the required power value refers to the power required for the vehicle to pass through a specific high-power section. It can be calculated based on parameters such as vehicle mass, road section slope, and target speed or statistically predicted based on historical driving data. It is mainly used to quantify the specific requirements of the high-power section for the power system. Among them, the dynamic execution SOC threshold refers to the battery state of charge threshold dynamically set according to the required power value of the upcoming high-power section. It can be obtained based on the required power value by means of a look-up table method, formula calculation, or machine learning model. It is mainly used as a basis for judging whether to start the range extender in advance. Among them, the real-time SOC threshold refers to the current actual state of charge of the battery. It can be calculated by the battery management system by collecting real-time parameters such as battery voltage, current, and temperature. It is mainly used to compare with the dynamic execution SOC threshold. Among them, the range extender refers to an auxiliary power unit for power generation on the vehicle. It can be implemented by an internal combustion engine generator set or other forms of power generation devices. It is mainly used to provide electrical energy or power when the battery power is insufficient or additional power is required.

[0041] By combining the pre-identified high-power section information with the dynamic execution SOC threshold calculated based on the required power value of the section, this application actively controls the start and stop of the range extender or the power output of the battery according to the comparison result between the real-time SOC threshold of the battery and the dynamic execution SOC threshold before the vehicle enters the high-power section, achieving the effect of overcoming the start-up delay of the range extender and ensuring sufficient power at the moment of high-power demand.

[0042] The solution of this application analyzes the predetermined driving route of the vehicle in advance, identifies all sections that require high-power output, and marks these sections. For each marked high-power section, the system calculates the required power value for the vehicle to pass through this section and associates this required power value with the corresponding section. Based on the calculated required power value, the system further obtains the dynamic execution SOC threshold corresponding to this high-power section. This dynamic execution SOC threshold reflects the state of charge that the battery needs to reach at this required power in order to provide the required power independently or in cooperation with the range extender. When the vehicle is driving on the predetermined route and is about to reach a certain high-power section, the system detects the current real-time SOC threshold of the battery. Subsequently, the real-time SOC threshold is compared with the dynamic execution SOC threshold associated with the upcoming high-power section. If the real-time SOC threshold is higher than the dynamic execution SOC threshold, it indicates that the current battery charge is sufficient to independently bear or mainly bear the power demand of this section. At this time, before the vehicle enters this section, the system controls the battery to output power according to the associated required power value. If the real-time SOC threshold is lower than the dynamic execution SOC threshold, it indicates that the current battery charge is insufficient to independently handle the high-power demand of this section. At this time, before the vehicle enters this section, the system starts the vehicle's range extender in advance so that the range extender has enough time to complete startup and reach a stable output state, so that when the vehicle enters the high-power section, it can output power independently or together with the battery according to the associated required power value, ensuring that the vehicle obtains sufficient power support at the moment of high-power demand. The whole process forms a forward-looking, demand-prediction-based energy management closed-loop, effectively solving the problem of insufficient power at the moment of high-power demand caused by passive response and range extender startup delay in traditional solutions.

[0043] In some preferred embodiments, the present application is specifically implemented as follows: Assume that the predetermined route of the vehicle includes an urban road section followed by a highway on-ramp, and the ramp is identified and marked as a high-power section. The system calculates the required demand power value for passing through the ramp based on the total vehicle mass, ramp slope, and target merging speed, for example, set to a relatively high value. Based on this demand power value, the system queries the battery performance data or calculates to determine a dynamic execution SOC threshold that is higher than the conventional range extender startup threshold (e.g., 20%), for example, set to 45%. When the vehicle is traveling on the urban road and approaching the ramp entrance, the system real-time detects the SOC value of the battery. If the real-time SOC threshold of the battery is 35% just before entering the ramp, which is lower than the dynamic execution SOC threshold of 45%, the system will immediately issue an instruction to start the range extender. Due to the startup delay of the range extender, starting it in advance ensures that when the vehicle actually enters the ramp and needs high-power acceleration, the range extender has already started and can cooperate with the battery to provide the required power. If the real-time SOC threshold is 50%, which is higher than the dynamic execution SOC threshold of 45%, the system will not start the range extender but prepare for the battery to independently output power in the high-power section. In this way, the vehicle can obtain sufficient power in a timely manner in the ramp merging scenario with high-power demand and successfully complete the merging operation.

[0044] Through the above technical solution, the present application can effectively solve the problem that in the predetermined driving route of a range-extended electric vehicle, due to the failure to combine the foreknowledge information of the high-power demand section ahead and the constraint of the range extender startup delay, the battery state of charge of the vehicle reaches an intermediate state that is both higher than the conventional startup threshold and insufficient to independently support the peak power output when the vehicle arrives at this section, thus causing the problem of insufficient power. By pre-identifying the high-power section and dynamically adjusting the control strategy based on the demand power, it ensures that there is sufficient power source at the high-power demand moment, overcomes the impact brought by the range extender startup delay, and improves the power performance and driving safety of the vehicle in the critical section.

[0045] In some of the above embodiments of the present application, a dynamic execution SOC threshold corresponding to each high-power section is obtained based on the demand power value. The obtaining of the dynamic execution SOC threshold corresponding to each high-power section based on the demand power value can specifically be achieved by pre-calibrating the SOC values that the battery should reach under different power demands, and then directly looking up or calculating the corresponding SOC value according to the calculated demand power value of the high-power section. In this way, before the vehicle enters the high-power section, it can be determined whether to start the range extender based on the real-time SOC of the battery and this dynamic execution SOC threshold, so as to make preparations for high-power output in advance.

[0046] Please refer to Figure 2, the present application further proposes that the steps of obtaining the dynamic execution SOC threshold corresponding to each high-power section based on the required power value include: S201: According to the required power value, query the battery performance mapping table to obtain the corresponding safe power SOC threshold. The battery performance mapping table records the power values that the battery can output under different SOCs, temperatures, and health states. The battery SOC value corresponding to the required power value in this table is the safe power SOC threshold; S202: Compare the size between the safe power SOC threshold and the preset basic SOC threshold, and select the larger one as the dynamic execution SOC threshold.

[0047] Among them, the battery performance mapping table refers to a data structure that records the maximum power values that the battery can safely output under different working states (such as different state of charge SOCs, different temperatures, different state of health SOHs, etc.). It can be implemented in the form of a lookup table, a multi-dimensional array, or a mathematical model, etc. Its purpose is to reflect the actual performance boundary of the battery in the current state and ensure that the power output will not damage the battery; the safe power SOC threshold refers to the lowest battery SOC value that can safely output the required power value obtained by reverse lookup or calculation in the battery performance mapping table according to a specific required power value. Its purpose is to ensure that when a specific power needs to be output, the state of charge of the battery can meet the safety requirements; the preset basic SOC threshold refers to the lower limit of the battery state of charge preset by the system for controlling the start and stop of the range extender under normal working conditions. It can be a fixed value (such as 20%), and its purpose is to ensure the basic cruising range ability and energy management efficiency of the vehicle under general driving conditions.

[0048] The solution of the present application comprehensively considers the influence of the current actual state of the battery (SOC, temperature, health state, etc.) on the safe power output ability by introducing the battery performance mapping table. By querying the battery performance mapping table according to the required power value, the lowest SOC value required to safely output this power under the current battery state, that is, the safe power SOC threshold, can be obtained. Compare this safe power SOC threshold with the preset basic SOC threshold, and select the larger value of the two as the final dynamic execution SOC threshold. This comparison process ensures that the set dynamic execution SOC threshold can not only meet the battery safety requirements during high-power output (guaranteed by the safe power SOC threshold), but also take into account the energy management strategy of the vehicle under normal working conditions (guaranteed by the basic SOC threshold).

[0049] The intersection meeting vehicle control optimization method for the range-extended distribution vehicle provided by the present application may further include the step: after the vehicle leaves the high-power section, the dynamic execution SOC threshold is adjusted to the preset basic SOC threshold.

[0050] After the vehicle leaves the high-power section, the dynamically enforced SOC threshold is restored to the preset basic SOC threshold, enabling the system to smoothly transition back to the conventional energy management mode after the high-power demand ends. Apply the thus determined dynamically enforced SOC threshold to the control logic proposed in this application. That is, before the vehicle enters the high-power section, decide whether to start the range extender based on the comparison result between the real-time SOC of the battery and this dynamically enforced SOC threshold. If the real-time SOC is lower than this safer and more reasonable dynamically enforced SOC threshold, start the range extender in advance, and use the output of the range extender or cooperate with the battery to output, ensuring that the vehicle has sufficient power reserve when entering the high-power section, thus overcoming the problems of insufficient battery power and delayed start of the range extender. This method not only ensures the power performance and passing vehicle success rate of the vehicle in high-power demand scenarios, but also protects the battery and avoids the adverse effects on the battery life caused by power overlimit.

[0051] In some preferred embodiments, the battery performance mapping table can be a two-dimensional lookup table stored in the memory of the vehicle control system. Its horizontal axis represents the battery SOC, and the vertical axis represents the battery temperature. The values in the table represent the maximum power that the battery can safely output at this SOC and temperature. When determining the safe power SOC threshold, the system first obtains the current battery SOC and temperature, then finds the row of data closest to the current temperature in the table, and then searches for the power value closest to the required power value in this row of data. The SOC corresponding to this power value is the preliminary safe power SOC threshold, which is then corrected in combination with the battery health state. The preset basic SOC threshold can be set to a fixed value, such as 25%. After obtaining the safe power SOC threshold, compare it with the basic SOC threshold of 25%, and take the larger value as the dynamically enforced SOC threshold. When the vehicle determines through the GPS signal or wheel speed sensor that it has left the predetermined high-power section area, the system immediately switches the currently used dynamically enforced SOC threshold back to the basic SOC threshold of 25%.

[0052] Through the above technical solution, this application can safely and reasonably determine the battery SOC threshold that needs to be reached in the high-power section according to the required power value and the actual state of the battery, avoiding power limitation or safety risks caused by poor battery state during high-power output. At the same time, by comparing the safe power SOC threshold with the basic SOC threshold and taking the larger value, it is ensured that the set threshold not only meets the safety requirements but also is not lower than that required for normal operation, improving the flexibility and efficiency of energy management. After the vehicle leaves the high-power section, the dynamically enforced SOC threshold smoothly returns to the basic SOC threshold, avoiding unnecessary energy consumption, taking into account the battery life and system stability, and solving the safety hazards brought by simply relying on the required power value to determine the threshold and the problem that the threshold switching strategy is not fine enough.

[0053] If the range extender is started before reaching a high-demand section and the vehicle is in a congested state, the started range extender will continue to operate during vehicle stillness or low-speed creep, resulting in ineffective fuel consumption.

[0054] In response to this, the present application further proposes that the steps of the intersection vehicle meeting control optimization method for a range-extended electric vehicle include: S400: Identify whether the current driving section is in a congested state. If it is in a congested state, abort starting the range extender; if it is not in a congested state, start the range extender normally.

[0055] Among them, identifying whether the current driving section is in a congested state means judging whether the current road traffic condition of the vehicle is congested. Specifically, it can be based on the vehicle's own driving data, such as speed, acceleration, start-stop frequency, etc., or combined with external traffic information, such as real-time road condition data provided by the navigation system, vehicle-to-vehicle communication data, etc. in various ways. The purpose is to obtain the real-time traffic state information of the current section. Aborting starting the range extender means preventing the execution of the starting process after the control system issues an instruction to start the range extender, or shutting it down when the range extender starts but has not yet run stably. The purpose is to avoid the range extender running under congested conditions. Starting the range extender normally means allowing the range extender to receive the start instruction and complete the starting process according to the preset control logic and process, so that it can output power. The purpose is to ensure that the range extender can work as needed under non-congested conditions.

[0056] The solution of the present application further introduces the identification of the congested state of the current driving section when it is determined that the range extender needs to be started according to the required power value of the high-power section and the real-time SOC of the battery. By identifying whether the current driving section is in a congested state, the start decision of the range extender can be corrected. Specifically, when it is determined that the range extender needs to be started according to the battery SOC, if it is identified that the current section is in a congested state, the start of the range extender is aborted, thereby avoiding the range extender running under congested and inefficient working conditions. On the contrary, if it is identified that the current section is not in a congested state, the range extender is allowed to start normally according to the original logic to ensure that the vehicle can obtain sufficient power support in the high-power demand section. This control strategy that combines the demand prediction of the high-power section and the real-time congestion state judgment makes the start of the range extender more intelligent and refined, and can significantly improve the energy utilization efficiency, reduce unnecessary emissions and noise while ensuring the vehicle's power performance.

[0057] In some preferred embodiments, the vehicle's energy management system first determines whether to start the range extender based on the preset route, the required power value of the upcoming high-power section, and the real-time SOC threshold of the battery. For example, if the real-time SOC threshold of the battery is lower than the dynamic execution SOC threshold calculated for the upcoming uphill section, the system will issue an instruction to start the range extender. At this time, the system will further identify whether the current section where the vehicle is located is congested. Identifying the congestion status can be done by continuously detecting the average driving speed of the vehicle and combining the real-time traffic information of this section provided by the navigation system. For example, if the average speed of the vehicle has been continuously lower than a preset low-speed threshold over a certain period of time, and the navigation system shows that this section is in a red congested state, it is determined that the current section is in a congested state. In this case, even if the system has issued an instruction to start the range extender, an operation to abort the start will be immediately executed, such as sending a cancellation start signal to the range extender control unit. If the identification result shows that the current section is not congested, for example, the vehicle speed is normal and the navigation shows smooth traffic, the range extender is allowed to start normally to prepare for the upcoming high-power section.

[0058] Through the above technical solution, when it is determined that the range extender needs to be started according to the requirements of the high-power section, the judgment of the congestion status of the current driving section is added. Aborting the start of the range extender in a congested state effectively avoids the range extender from operating in a congested condition with low speed and frequent start-stop, reduces unnecessary fuel consumption and emissions, and reduces noise pollution. At the same time, starting the range extender normally in a non-congested state ensures the power performance of the vehicle in high-power demand sections. Thus, this solution can improve the energy utilization efficiency and reduce the environmental impact while ensuring the driving performance of the vehicle.

[0059] Please refer to Figure 3 , the steps for further identifying whether the current driving section is in a congested state in this application include: S401: Continuously detect the current driving speed of the vehicle within a certain period of time; S402: Obtain the estimated travel time of the current section from the navigation system; S403: If the current driving speed is continuously lower than the preset low-speed threshold and the estimated travel time is greater than the range extender start time, it is regarded that the current driving section is in a congested state; the range extender start time is the time required from receiving the start instruction to outputting stable power.

[0060] Among them, a certain period of time refers to the time period during which the vehicle speed is continuously observed, aiming to avoid the one-sidedness of judging congestion based solely on instantaneous speed; the preset low-speed threshold refers to the speed limit for judging whether the vehicle is in a low-speed driving state, aiming to distinguish normal driving from low-speed driving; the navigation system refers to the system that provides vehicle position, route information, and road condition data, aiming to obtain external traffic information; the estimated travel time refers to the time required to pass the current section predicted by the navigation system based on real-time road conditions, aiming to reflect the overall congestion degree of the section; the extender startup time refers to the time required from receiving the startup instruction to outputting stable power, aiming to quantify the startup delay of the extender; the output stable power means that the extender reaches its designed output power level and can continuously provide power, aiming to ensure that the extender can effectively participate in driving or charging.

[0061] The solution of this application continuously detects the current driving speed of the vehicle within a certain period of time, avoiding the one-sidedness of judging congestion based solely on instantaneous speed. Through continuous observation, it can more accurately reflect the driving state of the vehicle. At the same time, obtaining the estimated travel time of the current section from the navigation system and combining external information can more comprehensively evaluate the congestion situation. The estimated travel time reflects the overall congestion degree of the section, which can make up for the deficiency of judging only based on the vehicle's own speed. The reason for combining the vehicle speed and the estimated travel time to judge congestion in this application is that long-term low-speed driving of the vehicle is a direct manifestation of congestion, while the estimated travel time provides macroscopic information on the overall congestion degree of the section. It is precisely because of the combination of these two pieces of information that the congestion judgment is more accurate. This application determines congestion only when the vehicle drives at a low speed for a long time and the estimated travel time exceeds the time required for the extender to start. This can avoid frequent start-stop of the extender due to short-term congestion, thereby reducing unnecessary energy consumption. By considering the startup delay of the extender, the start-stop of the extender can be more reasonably controlled to avoid unnecessary energy consumption. As a specific implementation of identifying whether the current driving section is in a congested state, this solution enables the strategy of controlling the start-stop of the extender based on the congestion state to be executed more precisely, thus optimizing the performance of the entire energy management method in congested scenarios.

[0062] In some preferred embodiments, the vehicle control system can set a certain time of 10 seconds, and the preset low-speed threshold is 15 kilometers per hour. The system continuously detects the average driving speed of the vehicle in the last 10 seconds. At the same time, the estimated travel time of the current section of the vehicle is obtained through the vehicle's navigation system. Assume that the start-up time of the range extender is 5 seconds. If the system detects that the average driving speed of the vehicle in the last 10 seconds is continuously lower than 15 kilometers per hour, and the estimated travel time of the current section obtained from the navigation system is greater than 5 seconds, the system determines that the current driving section is in a congested state. In this case, if the range extender originally needs to be started, its start-up will be aborted. On the contrary, if the average speed does not continue to be lower than the threshold, or the estimated travel time is not greater than the start-up time of the range extender, it is not determined to be congested, and the range extender can be started normally.

[0063] The above technical solution combines the vehicle's continuous driving speed and the navigation system's estimated travel time to determine congestion status, and takes into account the range extender's start time. This allows for more accurate identification of actual congestion conditions, avoiding misjudgments due to brief decelerations or minor congestion. This makes range extender start-stop control based on congestion status more precise, reducing unnecessary start-up and operation of the range extender, thereby reducing energy consumption and emissions.

[0064] In practice, simply suspending the range extender may not be sufficient to handle all congestion situations. For example, if a vehicle has already activated the range extender and suddenly encounters a long period of congestion, continuing to operate the range extender will not only waste energy but may also increase engine wear.

[0065] In this regard, the present application further proposes that the steps of stopping starting the range extender include: S404: Obtain an estimated remaining congestion time from the navigation system. If the estimated remaining congestion time is greater than the sum of the range extender start time and the preset safety time, forcibly shut down the range extender.

[0066] Among them, the estimated remaining congestion time refers to the time that the current congestion state is expected to continue as predicted by the navigation system based on real-time traffic information and historical data. It can be achieved by using technologies such as big data analysis and machine learning model prediction. Its purpose is to provide a time dimension basis for the range extender operation decision-making; the range extender start-up time refers to the time required for the range extender to receive the start-up command until it can stably output effective power. It is an inherent physical delay. Its purpose is to quantify the preparation time for the range extender from stationary to working; the preset safety time refers to an additional time buffer reserved on the basis of the range extender start-up time. It can be set according to factors such as vehicle type, range extender characteristics, and operation strategy. Its purpose is to provide additional margin to deal with uncertainty or reduce frequent starts and stops.

[0067] This solution determines whether to forcibly shut down the running range extender by obtaining the estimated remaining congestion time and comparing it with the sum of the range extender startup time and the preset safety time. Specifically, when the system recognizes that the vehicle is in a congested state and the range extender is running, it obtains from the navigation system the estimated time that the current road section will remain congested. At the same time, the system knows the time required for the range extender to start up and stabilize, as well as the preset safety buffer time. If the estimated remaining congestion time is significantly longer than the sum of the range extender startup time and the preset safety time, it means that the range extender will not be able to work effectively before the congestion ends, and continuous operation will only consume energy and increase wear. In this case, the system issues an instruction to forcibly shut down the range extender. This strategy avoids the ineffective operation of the range extender during long-term congestion, reducing energy waste and mechanical losses. This solution further improves the control of the range extender in congested scenarios, not only preventing unnecessary startups but also dynamically adjusting according to the duration of congestion when the range extender is already running, achieving more refined energy management.

[0068] In a specific implementation, assume that during high-speed driving of the vehicle, the decrease in battery power triggers the startup of the range extender. Subsequently, a serious traffic accident occurs ahead of the vehicle, causing the navigation system to report congestion on the road section ahead. The system recognizes the congested state and obtains from the navigation system the estimated remaining congestion time, for example, predicting that the congestion will continue for 15 minutes. At the same time, the system knows that the startup time of this type of range extender is 5 seconds, and the preset safety time is set to 3 seconds. At this time, the estimated remaining congestion time (15 minutes, i.e., 900 seconds) is compared with the sum of the range extender startup time (5 seconds) and the preset safety time (3 seconds) (8 seconds). Since 900 seconds is greater than 8 seconds, the system determines that continuing to run the range extender will cause unnecessary energy consumption, so it issues an instruction to forcibly shut down the operation of the range extender. The vehicle relies on battery power or coasting during congestion until the congestion eases, which avoids the range extender from idling continuously or operating inefficiently during the 15-minute congestion.

[0069] Through the above technical solution, this solution can, when the vehicle is in a congested state and the range extender has already been running, intelligently determine whether to forcibly shut down the range extender according to the length of the estimated remaining congestion time. This avoids the ineffective operation of the range extender during the predicted long-term congestion, significantly reduces unnecessary energy consumption, and also reduces the mechanical wear of the range extender in an inefficient or no-load state, improving the overall energy efficiency and component life of the system.

[0070] In some of the above embodiments of the present application, a solution for aborting the start of the range extender is proposed. The solution for aborting the start of the range extender may specifically be that when it is recognized that the current driving section is in a congested state, the estimated remaining congestion time is obtained from the navigation system, and when the estimated remaining congestion time is greater than the sum of the range extender start time and the preset safety time, the operation of the range extender is forcibly turned off. This can avoid unnecessary start of the range extender during long-term congestion, reduce energy consumption and emissions. However, in the process of its implementation, only the range extender is aborted according to the congestion situation, without considering that the congestion situation may change, such as the congestion ending in advance or the vehicle speed unexpectedly increasing, resulting in the range extender being unable to restart in time when needed, affecting the power response of the vehicle.

[0071] In response to this, the present application further proposes that after the step of aborting the start of the range extender, the following steps are further included: Obtain the updated estimated remaining congestion time from the navigation system; Detect the current driving speed of the vehicle; If the estimated remaining congestion time is less than or equal to the sum of the range extender start time and the preset safety time, or the current driving speed of the vehicle is greater than the preset low-speed threshold, restart the range extender.

[0072] Among them, the preset safety time refers to the time margin reserved additionally in the judgment of the estimated remaining congestion time to ensure that the range extender can provide power in time when the congestion ends or the vehicle accelerates. Its purpose is to make up for possible navigation data delay, range extender start time fluctuation or other system response delays, and ensure that the range extender is in a working state when actually needed; the preset low-speed threshold refers to the speed limit used to judge whether the vehicle has exited the congested state or whether higher power output is required. Its purpose is to distinguish the low-speed creeping state of the vehicle in congestion from the normal driving or accelerating state, and serve as the judgment basis for restarting the range extender.

[0073] The solution of this application continuously monitors the congestion situation and the vehicle driving state after aborting the start of the range extender, and dynamically determines whether to resume starting the range extender, thereby optimizing the energy management strategy and enhancing the vehicle's power performance and driving experience. Specifically, it can obtain the updated estimated remaining congestion time from the navigation system, which can reflect the changes in the current congestion situation and provide a basis for whether to resume starting the range extender. Or detect the current driving speed of the vehicle, which can directly reflect whether the vehicle is still in a low-speed driving state, so as to determine whether to resume starting the range extender. If the estimated remaining congestion time is less than or equal to the sum of the range extender startup time and the preset safety time, it means that the congestion is about to end, and the range extender can play a role in time even if it is started. Or, if the current driving speed of the vehicle is greater than the preset low-speed threshold, it means that the vehicle has exited the congestion state and may require a higher power output. In either of these two cases, if either condition is met, the range extender is resumed to start, ensuring that the vehicle can obtain sufficient power support when needed. This solution, combined with the solution of aborting the start of the range extender during congestion, forms a more perfect range extender start-stop control logic, which not only avoids unnecessary starts during congestion, reduces energy waste and emissions, but also can resume the range extender in a timely manner according to the actual road condition changes, ensuring that the vehicle can obtain the assistance of the range extender in time when needed, especially when approaching a section with high power demand, it can make power preparations in advance and avoid power shortage problems caused by the untimely start of the range extender.

[0074] In some preferred embodiments, the vehicle is driving in a congested section, and the range extender has been aborted according to the previous solution. The vehicle control system periodically obtains the updated estimated remaining congestion time from the navigation system and real-time monitors the current driving speed of the vehicle. Assume that the range extender startup time is set to 5 seconds, the preset safety time is set to 3 seconds, and the preset low-speed threshold is set to 15 km / h. If at a certain moment, the system obtains that the estimated remaining congestion time reported by the navigation system becomes 7 seconds, and at this time 7 seconds is less than or equal to the sum of the range extender startup time of 5 seconds and the preset safety time of 3 seconds (8 seconds), the condition for resuming startup is met. Or, if during the congestion, the road conditions in front of the vehicle suddenly become unobstructed and the vehicle speed increases to 20 km / h, and at this time 20 km / h is greater than the preset low-speed threshold of 15 km / h, the condition for resuming startup is also met. When either of these two situations occurs, the system will immediately issue an instruction to resume starting the range extender.

[0075] Through the above technical solution, this application can, after aborting the start of the range extender, timely judge and resume the start of the range extender according to the dynamic changes in the congestion situation and the vehicle driving state, avoid the problem of the untimely start of the range extender caused by the early end of congestion or the increase in vehicle speed, ensure that the vehicle can obtain the assistance of the range extender in time when needed, and enhance the vehicle's power response ability and driving experience.

[0076] In some of the above embodiments of the present application, a method is proposed to calculate the required power value for each high-power section. Specifically, the calculation of the required power value for each high-power section can be initially estimated by analyzing information such as the average speed and slope of the section and combining the basic parameters of the vehicle (such as curb weight). This can provide a basic reference for power demand for subsequent energy management. However, in the implementation process, the estimation is only based on limited parameters, and the calculation accuracy of the required power directly affects the effectiveness of the subsequent control strategy. If the required power is calculated inaccurately, it may lead to insufficient or excessive power output from the battery or range extender, thereby affecting the vehicle's dynamic performance and energy efficiency.

[0077] In response to this, the present application further proposes that the steps for calculating the required power value for each high-power section include: obtaining the total vehicle mass value at the current moment, and calculating the required power value based on the total vehicle mass value at the current moment, the geometric data calculation of the high-power section, and the estimated vehicle speed.

[0078] Among them, the total vehicle mass value refers to the total weight of the vehicle, including the vehicle's own weight, load weight, and passenger weight. It can be obtained by means of vehicle sensors, load sensors, or user input. Its purpose is to reflect the magnitude of the force required for the vehicle to overcome inertial resistance and slope resistance. Among them, the total vehicle mass also includes the initial total vehicle mass when the vehicle departs and the total vehicle mass at the current moment after the goods are delivered during the distribution operation. The present application uses the total vehicle mass value at the current moment to calculate the required power value, which is more accurate; the geometric data of the high-power section refers to the physical form information of the section, including but not limited to slope, curvature, road surface type, etc. It can be obtained by means of high-precision map data, on-vehicle sensors (such as inertial navigation systems, cameras), or navigation systems. Its purpose is to reflect the impact of the section on the vehicle's driving resistance; the estimated vehicle speed refers to the speed that the vehicle is expected to reach or maintain when passing through this high-power section. It can be obtained based on speed limit information from the navigation system, historical driving data, driver behavior models, or traffic prediction information. Its purpose is to reflect the change rate of the vehicle's kinetic energy and air resistance in this section; the required power value refers to the total power that the vehicle needs to output to overcome various driving resistances (including rolling resistance, air resistance, slope resistance, acceleration resistance, etc.) and reach the estimated speed when passing through this high-power section. Its purpose is to provide an accurate power output target for the energy management system.

[0079] The solution of this application comprehensively considers the key factors affecting the vehicle driving power demand by obtaining the current vehicle total mass value, the geometric data of high-power sections, and the estimated vehicle speed. The vehicle total mass value directly affects the inertial force and gravitational component required for vehicle acceleration and climbing; the geometric data (such as slope) of high-power sections directly affects the power required for the vehicle to overcome gravity work; the estimated vehicle speed determines the power required for the vehicle to overcome air resistance and rolling resistance, as well as the power required for the kinetic energy change rate during acceleration. Incorporating these factors into the calculation model can establish a power demand calculation method closer to the actual physical process. This accurately calculated required power value is used as the input for subsequent steps, making it more accurate to obtain the dynamic execution SOC threshold based on the required power value, and further making the strategy of controlling the battery or range extender to output power according to the associated required power value more effective based on the comparison result between the real-time SOC threshold of the battery and the dynamic execution SOC threshold before the vehicle enters a high-power section. For example, if the calculated required power value is high, the dynamic execution SOC threshold will increase accordingly, so as to start the range extender earlier or reserve more battery power, ensuring sufficient power can be provided at the high-power demand moment and avoiding the power shortage problem described in the background art. This combination improves the predictability and robustness of the entire method, ensuring that the vehicle has sufficient power reserve at critical moments.

[0080] In some preferred embodiments, the specific implementation of calculating the required power value for each high-power section is as follows: First, obtain the current vehicle total mass value through the on-board diagnostic system (OBD) or vehicle bus, and this value can be obtained based on the curb weight when the vehicle leaves the factory plus the mass of passengers and goods estimated by seat pressure sensors or load sensors. Then, obtain the detailed geometric data of the upcoming high-power section from the high-precision map database or navigation system. For example, obtain the average slope angle and the main curve curvature of this section. At the same time, estimate the target speed or average speed of the vehicle passing through this section according to the navigation planned route and current traffic information. Then, substitute the obtained vehicle total mass value, section geometric data, and estimated vehicle speed into the vehicle dynamics model to calculate the total traction force required to overcome rolling resistance, air resistance, slope resistance, and acceleration resistance, and then multiply by the estimated speed to obtain the required power value for this section. For example, for an uphill section, the required power calculation can include the power required to overcome the component of gravity along the slope surface (related to the vehicle total mass, slope angle, and speed), the power required to overcome rolling resistance (related to the vehicle total mass and speed), and the power required to overcome air resistance (related to the square of the speed).

[0081] Through the above technical solution, the total vehicle mass at the current moment, the geometric data of the high-power section, and the estimated vehicle speed are comprehensively considered to calculate the required power value. Compared with directly using the initial total vehicle mass for calculation, this calculation method is more comprehensive and accurate, and can more accurately reflect the actual power required by the vehicle on a specific high-power section. The accurate required power value is used as the input for the subsequent energy management strategy, enabling the system to more accurately predict and prepare the required power output, effectively avoiding the problems of insufficient or excessive power caused by inaccurate power demand estimation. This improves the power performance and energy efficiency of the vehicle on the high-power section, and enhances the driving ability and safety of the vehicle under complex road conditions.

[0082] In some of the above embodiments of the present application, a method of adjusting the dynamic execution SOC threshold based on the required power value of the high-power section is proposed. The method of adjusting the dynamic execution SOC threshold based on the required power value of the high-power section can specifically calculate the required power by estimating the vehicle speed, and determine the output strategy of the battery or the range extender according to the required power. In this way, energy preparation can be made in advance for the high-power demand section. However, during its implementation process, the real-time speed of the vehicle passing through the high-power demand section may deviate from the estimated speed, resulting in an error in the calculation of the required power value, and further affecting the accuracy of the dynamic execution SOC threshold, making the power output of the battery or the range extender not match the actual demand.

[0083] In response to this, the present application further proposes a method including: obtaining the real-time vehicle speed of the vehicle passing through the high-power demand section, correcting the required power value based on the real-time vehicle speed, and adjusting the dynamic execution SOC threshold based on the corrected required power value.

[0084] Among them, the real-time vehicle speed refers to the actual driving speed of the vehicle at the current moment or within a very short time interval, which can be obtained by using the vehicle's own speed sensor, wheel speed sensor or GPS module, and its purpose is to obtain the actual driving state of the vehicle; correcting the required power value means modifying or adjusting the pre-calculated required power value according to the real-time vehicle speed, which can be achieved by using a preset correction coefficient, a look-up table method or real-time calculation based on the vehicle dynamics model, and its purpose is to eliminate the power demand error caused by the speed deviation; adjusting the dynamic execution SOC threshold means re-obtaining or modifying the corresponding safety power SOC threshold according to the corrected required power value and comparing it with the basic SOC threshold, which can be achieved by referring to the battery performance mapping table, based on a preset adjustment rule or through dynamic calculation by an optimization algorithm, and its purpose is to ensure that the dynamic execution SOC threshold matches the actual power demand.

[0085] The solution of this application obtains the real-time vehicle speed when the vehicle passes through a high-power demand section. Instead of relying entirely on the estimated speed, it obtains the actual driving state of the vehicle, thereby being able to more accurately reflect the current power demand of the vehicle. Based on this more accurate real-time vehicle speed, the solution can correct the demand power value calculated based on the estimated speed before, and obtain a power demand closer to the actual situation. In view of this, according to this corrected demand power value, the solution can dynamically adjust the target SOC threshold that the battery or range extender should reach in the high-power section, that is, dynamically execute the SOC threshold. It is precisely because of the combination of this real-time feedback and correction mechanism and the pre-planned and calculated solution that forms an adaptive energy management strategy, which enables the vehicle to obtain more stable and sufficient power support in high-power demand scenarios.

[0086] In some preferred embodiments, the vehicle approaches a ramp merging point that requires high-power output. The system calculates the demand power value required for the ramp based on the preset route and the estimated speed, and determines the corresponding dynamically executed SOC threshold. When the vehicle actually enters the ramp, the speed sensor of the vehicle continuously obtains the real-time vehicle speed of the vehicle. The control system corrects the pre-calculated demand power value according to the obtained real-time vehicle speed, for example, by referring to a preset correction coefficient table or calculating based on the vehicle dynamics model. If the real-time vehicle speed is lower than the estimated speed, the corrected demand power value may increase. Subsequently, the control system dynamically adjusts the dynamically executed SOC threshold based on the corrected demand power value, for example, by referring to the battery performance mapping table or applying the preset adjustment rules. If the corrected demand power value increases, the dynamically executed SOC threshold may be adjusted to a higher level to ensure that the battery can provide the required instantaneous power, or if the range extender has been started, adjust its output strategy to meet the corrected power demand.

[0087] Through the above technical solution, the real-time vehicle speed when the vehicle passes through a high-power demand section is obtained, and the demand power value is corrected based on this real-time vehicle speed. Furthermore, the dynamically executed SOC threshold is adjusted based on the corrected demand power value, thereby improving the accuracy of the demand power value and the dynamically executed SOC threshold, making the power output of the battery or range extender more matched with the actual demand, and avoiding the occurrence of power shortage or excess.

[0088] Specifically, the steps of correcting the demand power value based on the real-time vehicle speed include: Obtain multiple actual speed sampling values during the vehicle's driving in the high-power section; Based on the multiple actual speed sampling values, generate a speed representative value for characterizing the driving state of the vehicle in the high-power section; Correct the power demand information based on the speed representative value to obtain the corrected power demand information.

[0089] By generating a representative speed value from multiple actual speed sampling values and correcting the power demand information based on the representative value, the correction result is more accurate.

[0090] In some of the above embodiments of the present application, it is proposed to meet high power demands through the collaborative operation of the battery and the range extender. This collaborative operation can specifically be achieved by setting a fixed basic SOC threshold for the battery. When the battery power is lower than this threshold, the range extender is started to charge the battery or drive in cooperation, which can ensure the vehicle's endurance to a certain extent. However, in the implementation process, relying solely on the basic SOC threshold of the battery to determine whether to start the range extender may result in a situation where when a high power demand arrives, although the real-time SOC of the battery is higher than the set basic SOC threshold, it is not sufficient to provide the required peak power alone, and there is a delay in starting the range extender, causing a problem of insufficient power. Therefore, a control system that can pre-judge high power demands and perform energy management in advance is needed.

[0091] Please refer to Figure 4 On the other hand, the present application proposes an intersection meeting vehicle control system for a range-extended distribution vehicle, including: an identification unit 11 for identifying and marking all high-power sections in a predetermined driving route and associating the required power value of each high-power section; a calculation unit 12 for calculating the required power value of each high-power section; and obtaining a corresponding dynamic execution SOC threshold for each high-power section based on the required power value; an execution unit 13 for detecting the real-time SOC threshold of the battery according to the upcoming high-power section, and when the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, controlling the battery to output power according to the associated required power value before the vehicle enters the high-power section; when the real-time SOC threshold is lower than the corresponding dynamic execution SOC threshold, starting the range extender of the vehicle before the vehicle enters the high-power section and controlling the range extender to output power independently or together with the battery according to the required power value.

[0092] Among them, the identification unit 11 refers to a module or component for obtaining and processing the vehicle's predetermined driving route information, which can be implemented by using a navigation system, route planning software, or preset map data, and its purpose is to determine the sections in the route that require special attention; the calculation unit 12 refers to a module or component for performing numerical calculations and logical judgments, which can be implemented by using an on-vehicle controller, an electronic control unit (ECU), or a dedicated processor, and its purpose is to quantify the energy demand and determine the basis for the control strategy; the execution unit 13 refers to a module or component for sending control instructions to the vehicle's power system components, which can be implemented by using a power control unit, a motor controller, or a range extender controller, and its purpose is to actually adjust the working states of the battery and the range extender according to the calculation results.

[0093] The solution of this application breaks the limitations of the prior art that only relies on the basic SOC threshold for reactive control by introducing the pre-identification and analysis of high-power sections in the predetermined driving route. The identification unit first scans the predetermined route and marks all known or predicted high-power demand sections, such as acceleration ramps, long uphill sections, etc. The calculation unit calculates the required power values of these sections and, based on these required power values and in combination with the performance characteristics of the battery, dynamically calculates a more forward-looking dynamic execution SOC threshold. This dynamic execution SOC threshold takes into account the maximum power output capacity that the battery can safely and stably output at a specific battery level, thus avoiding the situation where the battery level seems sufficient but the actual power is insufficient. When the vehicle approaches these high-power sections, the execution unit no longer simply refers to the fixed basic SOC threshold, but compares the real-time SOC of the battery with the dynamic execution SOC threshold corresponding to this specific section. If the real-time SOC is lower than the dynamic execution SOC threshold, even if it is higher than the basic SOC threshold, the system will start the range extender in advance. This is because the system has foreseen the upcoming high-power demand and knows that the battery alone may not be able to meet it, taking into account the physical delay required for the range extender to start. By starting the range extender before the vehicle enters the high-power section, the system ensures that when peak power output is truly needed, the range extender is already in operation and can provide sufficient power in cooperation with or independently of the battery. This control strategy based on route prediction and dynamic thresholds enables the energy management system to shift from reactive to predictive, effectively solving the problem of insufficient power caused by battery power limitations and range extender start-up delays in high-power demand scenarios.

[0094] In some preferred embodiments, the identification unit can be a software module integrated in the vehicle navigation system. This module can parse the preset driving route data, automatically mark the high-power sections according to the preset rule base (e.g., identifying ramps, steep slopes, etc.), obtain the required power values of these sections from the calculation unit, and store the section information associated with the power values. The calculation unit can be an independent electronic control unit that receives the high-power section information provided by the identification unit, calculates the required power values, and obtains the dynamic execution SOC threshold. The execution unit can be integrated in the vehicle's powertrain controller, which continuously monitors the real-time SOC reported by the battery management system. When the vehicle approaches a marked high-power section, the execution unit obtains the dynamic execution SOC threshold of this section provided by the calculation unit and compares the real-time SOC with this dynamic execution SOC threshold. If the real-time SOC is lower than the dynamic execution SOC threshold, the execution unit will send a start command to the range extender controller in advance to ensure that the range extender completes startup and is ready to output power before the vehicle enters the high-power section. If the real-time SOC is higher than the dynamic threshold, the execution unit allows the vehicle to give priority to using battery power when entering the high-power section.

[0095] Through the above technical solution, the system can pre-identify high-power demand points in the driving route and dynamically adjust the energy management strategy according to the actual demand. This enables the vehicle to obtain sufficient and timely power support at critical moments when high-power output is required, such as when meeting vehicles at intersections, and avoids power shortage problems caused by battery power limitations or delayed start of the range extender.

[0096] For the intersection vehicle meeting control system of the range-extended distribution vehicle proposed in this application, the recognition unit is further used to recognize the congestion status of the road section; the calculation unit includes a calculation module, a query module, a judgment module, and a decision-making module; the calculation module is used to calculate or correct the demand power value, and the query module includes a battery performance mapping table and preset values, and is used to query the battery performance mapping table according to the demand power value to obtain the corresponding safety power SOC threshold; the judgment module is used to compare the magnitudes of values, including but not limited to comparing the magnitude between the safety power SOC threshold and the preset basic SOC threshold; the decision-making module makes a decision according to the judgment result of the judgment module, including but not limited to selecting the larger threshold as the dynamic execution SOC threshold; the execution unit is further used to abort or resume the start of the range extender; It further includes an acquisition unit, and the acquisition unit is used to acquire information data, including but not limited to data of the navigation system, vehicle driving speed data, and the total vehicle mass value at the current moment.

[0097] Among them, identifying the congestion status of a road section refers to determining whether the traffic flow status of the road section where the current vehicle is located has reached the congestion level; the calculation module refers to the module responsible for processing calculation tasks related to the required power value; the query module refers to the module responsible for finding the corresponding value in the pre-stored data structure according to the input parameters, which can be implemented by means of a lookup table, database query, etc. It includes a battery performance mapping table and a preset value; the battery performance mapping table refers to a data structure that records the corresponding relationship between battery performance parameters and working states. This table records the maximum output power of the battery under different SOC, temperature and other states. According to the required power value of the upcoming high-power road section, query the battery performance mapping table to determine the lowest SOC required for the battery to independently meet this power requirement, that is, the safety power SOC threshold; the preset value refers to a reference value preset in the system, including but not limited to the preset basic SOC threshold, preset low-speed threshold, preset safety time, etc.; the judgment module refers to the module responsible for comparing the input values, which can be implemented by a comparator circuit or software logic judgment. For example, compare the size between the safety power SOC threshold and the preset basic SOC threshold; the decision-making module refers to determining the control parameters or execution actions according to the comparison result of the judgment module, which can be implemented by means of a state machine, rule set or decision tree, etc. For example, select the larger value between the safety power SOC threshold and the preset basic SOC threshold as the dynamic execution SOC threshold; aborting or resuming the start of the range extender refers to interrupting or restarting the operation process of the range extender according to the system instruction; the acquisition unit refers to the unit responsible for acquiring vehicle operation-related data from an external system or sensor, which can be implemented by means of a CAN bus interface, network communication interface or sensor interface, etc. It is used to acquire information data, including but not limited to data of the navigation system, vehicle driving speed data, total vehicle mass value at the current moment and other information or data.

[0098] The solution of this application obtains multi-source information data through an acquisition unit, providing comprehensive operating status and environmental information for the system. The identification unit uses the acquired data to judge the congestion status of the road section, providing an important road condition basis for subsequent energy management decisions. The calculation modules, query module, judgment module, and decision-making module within the calculation unit work together to calculate or correct the required power value, and based on the battery performance mapping table and preset values, through a series of query, comparison, and judgment processes, determine a dynamic execution SOC threshold that is more in line with the current working conditions and battery status. This dynamic execution SOC threshold takes into account the safety margin and actual performance of the battery, and is more adaptable than the fixed basic SOC threshold. The execution unit compares the real-time SOC of the battery with this dynamic execution SOC threshold, and combines the congestion status judged by the identification unit to flexibly control the power output of the battery and the start or stop of the range extender. It is precisely due to the data support provided by the acquisition unit, the judgment of the congestion status by the identification unit, the refined processing of each module in the calculation unit, and the enhanced control of the range extender by the execution unit that the system can more accurately predict and respond to high-power demands, especially in complex road conditions such as congestion, avoiding power shortage or unnecessary operation of the range extender caused by simple threshold judgment and delayed start of the range extender, improving the efficiency of energy management and the power response ability of the vehicle at critical moments.

[0099] The following is an illustration through a specific example. When the vehicle is about to pass a ramp that needs to merge into the expressway and there is congestion, the acquisition unit obtains the congestion information and estimated travel time of the ramp through the navigation system, and at the same time obtains the current driving speed and total mass value of the vehicle. The identification unit judges that the ramp is in a congested state based on the navigation information and vehicle speed data. The calculation module calculates the instantaneous required power value for vehicle merging according to the vehicle total mass value, the geometric data of the ramp, and the estimated merging speed. The query module searches for the corresponding safety power SOC threshold in the pre-stored battery performance mapping table according to this required power value. The judgment module compares this safety power SOC threshold with the preset basic SOC threshold. The decision-making module selects the larger value of the two as the dynamic execution SOC threshold for the high-power section of the ramp. When the vehicle approaches the ramp entrance, the execution unit detects the real-time SOC of the battery. If the real-time SOC is lower than this dynamic execution SOC threshold, the system will issue an instruction to start the range extender. However, since the identification unit judges that the current road section is congested, the execution unit will abort the start of the range extender. If the congestion is lifted and the identification unit judges a non-congested state, the execution unit will resume the start of the range extender. If the real-time SOC is higher than this dynamic execution SOC threshold, the execution unit will control the battery to directly output power to meet the vehicle merging demand.

[0100] Through the above technical solution, the system can identify the congestion status of the road section, adjust the start-stop strategy of the range extender according to the congestion situation, and avoid starting the range extender during congestion. The calculation module of the calculation unit can calculate or correct the required power value, and through steps such as querying the battery performance mapping table by the query module and comparing thresholds by the judgment module, a more reasonable dynamic execution SOC threshold can be obtained to balance battery safety and performance. The execution unit enhances the control flexibility of the range extender. The acquisition unit provides more comprehensive information data, improving the accuracy of system decision-making. These improvements enhance the adaptability and control accuracy of the system under complex road conditions and optimize energy management.

[0101] The above are only the embodiments of the present application and are not intended to limit the protection scope of the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An optimization method for intersection meeting vehicle control of a range-extended electric vehicle, the steps of which include: Identifying and marking all high-power sections in a predetermined driving route; Calculating and associating the required power values of each of the high-power sections, and obtaining a dynamic execution SOC threshold corresponding to each of the high-power sections based on the required power values; According to the upcoming high-power section, detecting the real-time SOC threshold of the battery, and when the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, controlling the battery to output power according to the associated required power value; when the real-time SOC threshold is lower than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, starting the range extender of the vehicle, and controlling the range extender to output power independently or together with the battery according to the associated required power value.

2. The intersection vehicle meeting control optimization method for the range-extended distribution vehicle according to claim 1, characterized in that The step of obtaining a dynamic execution SOC threshold corresponding to each of the high-power sections based on the required power values includes: According to the required power value, querying a battery performance mapping table to obtain the corresponding safe power SOC threshold, where the battery performance mapping table records the power values that the battery can output under different SOCs, temperatures, and health states, and the battery SOC value corresponding to the required power value in the table is the safe power SOC threshold; Comparing the size between the safe power SOC threshold and a preset basic SOC threshold, and selecting the larger threshold as the dynamic execution SOC threshold.

3. The intersection meeting vehicle control optimization method for the range-extended distribution vehicle according to claim 1, characterized in that It further includes the step of: identifying whether the current driving section is in a congested state, and if it is in a congested state, aborting the start of the range extender, and if it is not in a congested state, normally starting the range extender.

4. The intersection vehicle meeting control optimization method for the range-extended distribution vehicle according to claim 3, characterized in that The step of identifying whether the current driving section is in a congested state includes: Continuously detecting the current driving speed of the vehicle within a certain period of time; Obtaining the estimated passing time of the current section from the navigation system; If the current driving speed continuously remains lower than a preset low-speed threshold and the estimated passing time is greater than the range extender start time, it is considered that the current driving section is in a congested state; The range extender start time is the time required from receiving the start command to outputting stable power.

5. The intersection meeting vehicle control optimization method for the range-extended distribution vehicle according to claim 4, wherein, The step of aborting the start of the range extender includes: Obtaining the estimated remaining congestion time from the navigation system, and when the estimated remaining congestion time is greater than the sum of the range extender start time and a preset safety time, forcibly shutting down the operation of the range extender.

6. The intersection meeting vehicle control optimization method for the range-extended distribution vehicle according to claim 5, characterized in that After the step of aborting the start of the range extender, it further includes the step of: Obtaining the updated estimated remaining congestion time from the navigation system; Detecting the current driving speed of the vehicle; If the estimated remaining congestion time is less than or equal to the sum of the range extender start time and the preset safety time, or the current driving speed of the vehicle is greater than the preset low-speed threshold, resume starting the range extender.

7. The intersection meeting vehicle control optimization method for the range-extended distribution vehicle according to claim 1, characterized in that The step of calculating the required power value of each of the high-power sections includes: Obtaining the vehicle total mass value at the current moment, and calculating the required power value based on the vehicle total mass value at the current moment, the geometric data calculation of the high-power section, and the estimated vehicle speed.

8. The intersection vehicle meeting control optimization method for the range-extended electric distribution vehicle according to claim 1, characterized in that, It further includes the step of: Obtain the real-time vehicle speed when the vehicle passes through a high-power demand section, correct the demand power value based on the real-time vehicle speed, and adjust the dynamic execution SOC threshold based on the corrected demand power value.

9. An intersection meeting vehicle control system for a range-extended distribution vehicle, characterized in that, It includes: An identification unit for identifying and marking all high-power sections in a predetermined driving route and associating the demand power value of each high-power section; A calculation unit for calculating the demand power value of each high-power section; and obtaining the corresponding dynamic execution SOC threshold for each high-power section based on the demand power value; An execution unit for detecting the real-time SOC threshold of the battery according to the upcoming high-power section, and when the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, controlling the battery to output power according to the associated demand power value before the vehicle enters the high-power section; when the real-time SOC threshold is lower than the corresponding dynamic execution SOC threshold, starting the range extender of the vehicle before the vehicle enters the high-power section, and controlling the range extender to output power independently or together with the battery according to the demand power value.

10. The intersection vehicle meeting control system for range-extended distribution vehicles according to claim 9, characterized in that, It includes: The identification unit is further used to identify the congestion status of the section; The calculation unit includes a calculation module, a query module, a judgment module and a decision module; The calculation module is used to calculate or correct the demand power value. The query module includes a battery performance mapping table and preset values, and is used to query the battery performance mapping table according to the demand power value to obtain the corresponding safety power SOC threshold; the judgment module is used to compare the magnitude of values, including but not limited to comparing the magnitude between the safety power SOC threshold and a preset basic SOC threshold; The decision module makes a decision according to the judgment result of the judgment module, including but not limited to selecting the larger threshold as the dynamic execution SOC threshold; The execution unit is further used to abort or resume the start of the range extender; It further includes an acquisition unit, and the acquisition unit is used to acquire information data, including but not limited to data of the navigation system, vehicle driving speed data, and the total vehicle mass value at the current moment.

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