An intersection merging control optimization method and system for extended-range distribution vehicles

Abstract

The present application relates to an intersection merging control optimization method and system for extended-range distribution vehicles, the steps of which include: identifying and marking all high-power sections in a predetermined driving route; calculating and associating the required power value of each high-power section, and obtaining the dynamic execution SOC threshold corresponding to each high-power section based on the required power value; detecting the real-time SOC threshold of the battery according to the high-power section to be reached, and if 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; if the real-time SOC threshold is lower than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, starting the vehicle's range extender and controlling the range extender to output power according to the required power value independently or together with the battery. The present application has the effect of improving the power performance of the vehicle in specific scenarios.

Description

Technical Field

[0001] The present application relates to energy management and control technology for extended-range electric vehicles, and more specifically, to an intersection merging control optimization method and system for extended-range distribution vehicles. Background Art

[0002] As an important type of electric vehicle, the extended-range distribution vehicle (R&D vehicle) typically has a powertrain consisting of a battery pack and an internal combustion engine generator set serving as a range extender. In practice, the vehicle's energy management system coordinates the operation of the battery and the R&D vehicle to achieve efficient and reliable power output. Existing energy management strategies often control the start and stop of the R&D vehicle based on the battery's current state of charge (SOC). For example, a fixed baseline SOC threshold is set, and the R&D vehicle is activated when the battery charge falls below this threshold.

[0003] However, this reactive control strategy based on a fixed base SOC threshold has limitations in certain driving scenarios. For example, in applications with predetermined routes, such as urban logistics and delivery, vehicles will encounter a variety of road conditions, including those requiring instantaneous high power output, such as merging at intersections and onto ramps.

[0004] In a typical scenario, after completing the low-speed section, the vehicle needs to merge into the highway through a ramp with a limited acceleration distance. During the low-speed driving stage, the vehicle may rely mainly on the battery for power, causing the battery SOC to gradually decrease. When the vehicle approaches the ramp entrance, its battery SOC may be in an intermediate state, such as a state that is higher than the set basic SOC threshold, but not enough to independently support the instantaneous peak power required to merge into the highway. At the same time, there is a certain physical startup delay from the range extender receiving the start command to the stable output of effective power.

[0005] In this scenario, if the energy management system determines whether to activate the range extender based solely on a fixed baseline SOC threshold, the range extender may remain off when the vehicle reaches a ramp entrance requiring high power output. At this point, rapid acceleration is required to safely merge with the main road, and the battery will bear the entire power demand. However, for battery safety and lifespan considerations, the battery management system (BMS) limits its maximum allowable discharge power based on the battery's current SOC, temperature, and other conditions. If the requested peak power exceeds the maximum allowable discharge power in the battery's current state, the BMS will limit output, resulting in insufficient acceleration and the inability to reach the required speed within the limited distance and time. Even if the range extender were activated at this point, its inherent startup delay would prevent it from providing the required additional power in time. This could cause the merge attempt to fail, forcing the vehicle to slow down or even stop, impacting transport efficiency and potentially posing a safety hazard.

[0006] Therefore, the energy management system of existing extended-range distribution vehicles simply relies on a fixed, reactive battery-based SOC threshold for control, resulting in the vehicle facing technical problems of insufficient power in specific scenarios requiring instantaneous high power output.

[0007] In view of the above problems, the existing technology is in urgent need of improvement. Summary of the Invention

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

[0009] On the one hand, the present application provides a method for optimizing intersection merging control for an extended-range distribution vehicle. The technical solution is as follows, and the steps include:

[0010] Identify and mark all high-power sections of the planned driving route;

[0011] Calculate and correlate the required power value of each high-power section, and obtain the dynamic execution SOC threshold corresponding to each high-power section based on the required power value;

[0012] According to the high-power section that is about to be reached, the real-time SOC threshold of the battery is detected, and when the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, the battery is controlled 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, the vehicle's range extender is started, and the range extender is controlled to output power according to the required power value independently or together with the battery.

[0013] Through the above solution, high power demand can be predicted prospectively, and the energy management strategy can be dynamically adjusted based on the prediction results to prepare the required power output in advance, avoiding insufficient power when high power is needed, and improving the vehicle's power performance and safety in specific scenarios.

[0014] Optionally, the present application further proposes that the step of obtaining a dynamic execution SOC threshold corresponding to each high-power road section based on the required power value includes:

[0015] 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 conditions. The battery SOC value corresponding to the required power value in the table is the safe power SOC threshold;

[0016] Compare the safety power SOC threshold with the preset basic SOC threshold, and select the larger threshold as the dynamic execution SOC threshold;

[0017] Through the above solution, a more reasonable SOC threshold can be dynamically determined based on the actual performance and safety requirements of the battery, further optimizing energy distribution.

[0018] Optionally, the present application further proposes the step of identifying whether the current driving section is in a congested state, and if so, terminating the start of the range extender; if not, starting the range extender normally.

[0019] Through the above scheme, the impact of congestion on the start-up of the range extender is taken into account, avoiding the additional fuel consumption and emissions caused by starting the range extender during congestion, and improving the economy and environmental protection of the system.

[0020] Optionally, the present application further proposes that the step of identifying whether the current driving section is in a congested state includes:

[0021] Continuously detect the current speed of the vehicle within a certain period of time;

[0022] Get the estimated travel time for the current road segment from the navigation system;

[0023] If the current driving speed continues to be lower than the preset low-speed threshold and the estimated travel time is longer than the range extender start time, the current driving section is considered to be in a congested state;

[0024] The range extender startup time is the time required from receiving the start command to outputting stable power.

[0025] Through the above solution, a specific method for judging the congestion status is provided, thereby improving the accuracy of congestion identification.

[0026] Optionally, the present application further proposes that the step of stopping starting the range extender includes:

[0027] The estimated remaining congestion time is obtained 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, the range extender is forcibly shut down.

[0028] Through the above solution, a specific strategy for forcibly shutting down the range extender in congested conditions is provided, further optimizing energy management during congestion.

[0029] Optionally, the present application further proposes that, after the step of stopping starting the range extender, the following steps are further included:

[0030] Get updated estimated remaining congestion time from the navigation system;

[0031] Detect the current speed of the vehicle;

[0032] 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 vehicle's current driving speed is greater than the preset low-speed threshold, the range extender will be resumed.

[0033] Through the above solution, a strategy is provided for resuming the start of the range extender after the congestion is relieved, ensuring the flexibility and adaptability of the system when the road conditions change.

[0034] Optionally, the present application further proposes that the step of calculating the required power value of each high-power section includes:

[0035] The current gross vehicle mass is obtained, and the required power is calculated based on the current gross vehicle mass, the geometric data of the high-power road section, and the estimated vehicle speed.

[0036] Through the above solution, a specific method for calculating the required power value is provided, thereby improving the accuracy of the required power prediction.

[0037] Optionally, the present application further proposes the following steps:

[0038] The real-time vehicle speed of the vehicle passing through the high-power demand section is obtained, the demand power value is corrected based on the real-time vehicle speed, and the dynamic execution SOC threshold is adjusted based on the corrected demand power value.

[0039] Through the above scheme, a method for correcting the required power based on real-time speed and dynamically executing the SOC threshold is provided, thereby improving the adaptability and control accuracy of the system.

[0040] On the other hand, the present application also proposes a control system for merging vehicles at intersections for extended-range distribution vehicles, comprising:

[0041] an identification unit, configured to identify and mark all high-power sections in a predetermined driving route, and associate a required power value with each high-power section;

[0042] A calculation unit, configured to calculate a required power value for each high-power section; and obtain a dynamic execution SOC threshold corresponding to each high-power section based on the required power value;

[0043] The execution unit is used to detect the real-time SOC threshold of the battery according to the high-power section that is about to be reached, 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 vehicle's range extender and control the range extender to output power according to the required power value independently or together with the battery.

[0044] Through the above solution, a system structure for implementing the above method is provided, which is convenient for practical application.

[0045] Optionally, the present application also proposes, including:

[0046] The recognition unit is also used to identify the congestion status of the road section;

[0047] 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 a preset numerical value, and is used to query the battery performance mapping table to obtain the corresponding safe power SOC threshold according to the required power value; the judgment module is used to compare the numerical values, including but not limited to comparing the size between the safe power SOC threshold and the preset basic SOC threshold; the decision module makes a decision based on 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 suspend or resume the start of the range extender; and it also includes an acquisition unit, which is used to acquire information data, including but not limited to navigation system data, vehicle speed data, and the total mass value of the vehicle at the current moment.

[0048] Through the above scheme, the specific components of the system and their functions are provided, further improving the system scheme.

[0049] From the above, it can be seen that the present application provides a method and system for optimizing intersection merging control for extended-range distribution vehicles. By proactively predicting high-power demands and dynamically adjusting the energy management strategy based on the dynamic execution SOC threshold, the required power is prepared in advance, and the problem of insufficient power when instantaneous high-power output is required is effectively solved. It has the advantages of being able to proactively predict high-power demands and dynamically adjust the energy management strategy based on the prediction results, prepare the required power output in advance, avoid insufficient power when high power is required, and improve the vehicle's power performance and safety in specific scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 A flow chart of an intersection merging control optimization method for an extended-range distribution vehicle provided in this application.

[0051] Figure 2 A further flow chart of an intersection merging control optimization method for an extended-range distribution vehicle provided in this application.

[0052] Figure 3 A further flow chart of an intersection merging control optimization method for an extended-range distribution vehicle provided in this application.

[0053] Figure 4Schematic diagram of the framework of the intersection merging control system for extended-range distribution vehicles provided in this application. DETAILED DESCRIPTION

[0054] The technical solutions in this application will be clearly and completely described below in conjunction with the drawings in this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all of the embodiments. The components of the present application generally described and shown in the 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 drawings is not intended to limit the scope of the application for which protection is claimed, but merely represents selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of this application.

[0055] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0056] When executing a pre-planned route, the energy management system of existing extended-range electric distribution vehicles typically controls the start and stop of the range extender based on a fixed baseline battery SOC threshold. Specifically, the range extender is activated when the battery SOC falls below the set baseline SOC threshold and is deactivated when the battery SOC exceeds or equals the baseline SOC threshold. This reactive control strategy fails to fully utilize pre-planned route information, particularly for sections with predictable high power demands. When a vehicle approaches such a section in a low SOC state, if the battery SOC exceeds the fixed baseline SOC threshold but is insufficient to independently provide the instantaneous peak power required for that section, and the range extender is deactivated due to not reaching the activation threshold, the vehicle may face insufficient power output when entering the high-power demand section. Furthermore, the range extender has an inherent physical delay from receiving the activation command to stabilizing power output. Even if the range extender is activated immediately upon detecting insufficient power demand, it cannot respond to the instantaneous high power demand in a timely manner, further exacerbating the power shortage.

[0057] For example, consider a range-extended electric distribution vehicle performing urban delivery. The system sets a fixed baseline SOC threshold of 20%. Its planned route includes a low-speed urban section followed by a ramp merging onto an urban expressway with a limited acceleration distance. As the vehicle travels along this urban section, the battery SOC gradually decreases due to its pure electric operation. According to the route plan, the vehicle's estimated SOC at the ramp entrance is 40%, exceeding the baseline SOC threshold of 20%. The ramp merging onto the expressway is identified as a high-power-demand section, requiring the vehicle to accelerate rapidly to match the speed of the expressway traffic. This requires the powertrain to output a transient peak power. However, at 40% SOC, the BMS may limit the battery's maximum discharge power for safety and longevity considerations, making it unable to meet the peak power demand required to merge. Because the SOC is above the baseline threshold, the range extender remains off as the vehicle approaches the ramp. Once the vehicle reaches the ramp entrance, the system detects a suitable merging gap and issues a high-power acceleration command, with the battery carrying the entire power demand. The BMS limits the battery's output power, causing the vehicle's actual acceleration to fall short of expectations and preventing it from merging with other vehicles within the safe interval. Even if the system simultaneously activates the range extender, its inherent startup delay means it won't be able to provide effective assistance at the critical moment when peak power is needed.

[0058] Therefore, when faced with predicted high-power demand sections, extended-range distribution vehicles (ERDVs) may be unable to accelerate within the specified timeframe, merge safely into high-speed traffic, or maintain speed on hills due to the power system's inability to provide sufficient power. This not only impacts vehicle efficiency and mission completion time, but also increases energy consumption and introduces safety risks in the traffic environment. The failure to effectively manage energy output to match predicted high power demand limits the adaptability and reliability of ERDVs in complex urban traffic environments.

[0059] If the range extender is ensured to start before entering a high-power section by raising the basic SOC threshold fixed by the battery, it will cause the range extender to start frequently even in low-power demand sections, increasing fuel consumption and emissions and reducing overall energy efficiency. Therefore, the system needs to be able to identify these high-power sections in advance and decide whether to start the range extender in advance based on the specific power demand of the section. Based on this, the present application proposes a solution that can identify high-power sections in a predetermined route, calculate the power demand of these sections, and dynamically determine an SOC threshold based on this demand to guide whether the range extender needs to be started before entering these sections, thereby ensuring that the vehicle can obtain sufficient power when needed.

[0060] Please refer to Figure 1 On the one hand, the present application proposes a method for optimizing intersection merging control for an extended-range distribution vehicle, the steps of which include:

[0061] S100: Identify and mark all high-power sections along the planned driving route;

[0062] S200: Calculate and correlate the required power value of each high-power section, and obtain a dynamic execution SOC threshold corresponding to each high-power section based on the required power value;

[0063] S300: Based on the high-power section that is about to be reached, the real-time SOC threshold of the battery is detected, and when the real-time SOC threshold is higher than the corresponding dynamic execution SOC threshold, before the vehicle enters the high-power section, the battery is controlled 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, the vehicle's range extender is started, and the range extender is controlled to output power independently or together with the battery according to the associated required power value.

[0064] This application provides a method for optimizing intersection merging control for extended-range distribution vehicles. A high-power road section refers to a road section within a planned route that requires the vehicle's power system to output a higher power. This method can be implemented by identifying specific road section types (e.g., uphill sections, acceleration ramps, and overtaking areas) based on navigation map data or by analyzing peak power demand areas based on historical driving data. It primarily identifies potential power demand bottlenecks during vehicle travel. The required power value refers to the power required when a vehicle passes through a specific high-power road section. This method 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 primarily quantifies the specific power system demands of a high-power road section. The dynamic execution SOC threshold refers to a battery state-of-charge threshold dynamically set based on the power demand value of the upcoming high-power road section. This threshold can be derived from the power demand value using a table lookup, formula calculation, or machine learning model. It primarily serves as a basis for determining whether to initiate the range extender in advance. The real-time SOC threshold refers to the actual current state of charge of the battery. It can be calculated using the battery management system to collect real-time parameters such as battery voltage, current, and temperature. It is mainly used for comparison with the dynamic execution SOC threshold. The range extender refers to the auxiliary power unit used for power generation on the vehicle. It can be implemented by an internal combustion engine generator set or other form of power generation device. It is mainly used to provide electricity or power when the battery is low or additional power is needed.

[0065] This application combines the pre-identified high-power section information with the dynamic execution SOC threshold calculated based on the power demand value of the section. Before the vehicle enters the high-power section, the start and stop of the range extender or the power output of the battery is actively controlled according to the comparison result of the battery's real-time SOC threshold and the dynamic execution SOC threshold, thereby achieving the effect of overcoming the start-up delay of the range extender and ensuring sufficient power at the time of high power demand.

[0066] The solution of this application pre-analyzes the vehicle's planned route, identifies all sections requiring 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 the section and associates this required power value with the corresponding section. Based on the calculated required power value, the system further determines the dynamic execution SOC threshold corresponding to the high-power section. This dynamic execution SOC threshold reflects the state of charge that the battery must reach at this required power level to be able to provide the required power independently or in conjunction with the range extender. When the vehicle is traveling on the planned route and is about to reach a high-power section, the system detects the battery's current real-time SOC threshold. It then compares the real-time SOC threshold 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 battery currently has sufficient charge to independently or primarily support the power requirements of the section. In this case, the system controls the battery to output power according to the associated required power value before the vehicle enters the section. If the real-time SOC threshold falls below the dynamic execution SOC threshold, indicating that the battery's current charge level is insufficient to independently handle the high power demands of that road section, the system will preemptively activate the vehicle's range extender before the vehicle enters that road section, allowing the range extender sufficient time to complete startup and reach a stable output state. This allows the range extender to output power independently or in conjunction with the battery according to the associated power demand when the vehicle enters the high-power section, ensuring sufficient power support during high-power demand moments. This entire process forms a forward-looking, demand-forecasting-based energy management closed loop, effectively resolving the power shortage issue in traditional solutions caused by passive response and delayed range extender startup during high-power demand moments.

[0067] In some preferred embodiments, the present application is implemented as follows: Assume that a vehicle's planned route includes a section of urban road followed by a highway on-ramp. This on-ramp is identified and marked as a high-power section. The system calculates the required power value for navigating the on-ramp based on the vehicle's gross mass, the ramp gradient, and the target merging speed, setting it to a relatively high value. Based on this required power value, the system queries battery performance data or calculates a dynamic execution SOC threshold, such as 45%, that is higher than the conventional range extender activation threshold (e.g., 20%). When the vehicle is traveling on an urban road and approaches the on-ramp, the system monitors the battery's SOC value in real time. If, just before entering the on-ramp, the battery's real-time SOC threshold is 35%, which is lower than the dynamic execution SOC threshold of 45%, the system immediately initiates a command to activate the range extender. Because the range extender has a startup delay, preemptive activation ensures that by the time the vehicle actually enters the on-ramp and requires high-power acceleration, the range extender has already been activated and is able to work 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 activate the range extender, but will instead allow the battery to independently output power on high-power sections of road. This way, the vehicle can obtain sufficient power in a timely manner and successfully complete the merging maneuver in high-power ramp-on scenarios.

[0068] Through the above-mentioned technical solution, this application can effectively solve the problem of insufficient power caused by the failure to combine the predicted information of the high-power demand section ahead and the constraints of the range extender startup delay during the scheduled driving route of the extended-range distribution vehicle. When the vehicle arrives at the section, the battery power state is in an intermediate state that is both higher than the normal startup threshold and insufficient to independently support peak power output. By pre-identifying high-power sections and dynamically adjusting the control strategy based on the required power, sufficient power source is ensured at the time of high power demand, overcoming the impact of the range extender startup delay, and improving the vehicle's power performance and driving safety on critical sections.

[0069] In some of the above-mentioned embodiments of the present application, it is proposed to obtain a dynamic execution SOC threshold corresponding to each high-power section based on the required power value. The dynamic execution SOC threshold corresponding to each high-power section based on the required power value can be obtained by pre-calibrating the SOC value that the battery should reach under different power requirements, and then directly looking up or calculating the corresponding SOC value according to the calculated required power value of the high-power section. In this way, before the vehicle enters the high-power section, it can be decided whether to start the range extender based on the real-time SOC of the battery and the dynamic execution SOC threshold, thereby preparing for high power output in advance.

[0070] Please refer to Figure 2The present application further proposes that the steps of obtaining a dynamic execution SOC threshold corresponding to each high-power road section based on the required power value include:

[0071] S201: Based on 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 conditions. The battery SOC value corresponding to the required power value in the table is the safe power SOC threshold;

[0072] S202: Compare the safety power SOC threshold with the preset basic SOC threshold, and select the larger threshold as the dynamic execution SOC threshold.

[0073] Among them, the battery performance mapping table refers to a data structure that records the maximum power value that the battery can safely output under different operating conditions (such as different states of charge (SOC), different temperatures, different states of health (SOH), etc.). It can be implemented in the form of a lookup table, multidimensional array or mathematical model. 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 minimum battery SOC value required to safely output the required power value, obtained by reverse lookup or calculation in the battery performance mapping table based on the specific required power value. Its purpose is to ensure that the battery's state of charge can meet safety requirements when a specific power output is required; the preset basic SOC threshold refers to the lower limit of the battery power value pre-set by the system for controlling the start and stop of the range extender under normal operating conditions. It can be a fixed value (for example, 20%). Its purpose is to ensure the vehicle's basic endurance and energy management efficiency under normal driving conditions.

[0074] The solution of this application comprehensively considers the impact of the battery's current actual state (SOC, temperature, health status, etc.) on the safe power output capability by introducing a battery performance mapping table. By querying the battery performance mapping table based on the required power value, the minimum SOC value required to safely output the power under the current battery state can be obtained, that is, the safe power SOC threshold. This safe power SOC threshold is compared with the preset basic SOC threshold, and the larger value of the two is selected 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 at high power output (guaranteed by the safe power SOC threshold), but also take into account the vehicle's energy management strategy under normal operating conditions (guaranteed by the basic SOC threshold).

[0075] The intersection merging control optimization method for extended-range distribution vehicles provided in the present application may also include the steps of: after the vehicle leaves the high-power section, dynamically adjusting the SOC threshold to a preset basic SOC threshold.

[0076] When the vehicle leaves the high-power section, the dynamic execution SOC threshold is restored to the preset basic SOC threshold, so that the system can smoothly transition back to the normal energy management mode after the high power demand ends. The dynamic execution SOC threshold determined in this way is applied to the control logic proposed in this application, that is, before the vehicle enters the high-power section, whether to start the range extender is determined based on the comparison result between the real-time SOC of the battery and the dynamic execution SOC threshold. If the real-time SOC is lower than this safer and more reasonable dynamic execution SOC threshold, the range extender is started in advance, and the output of the range extender or the coordinated output with the battery is used to ensure that the vehicle has sufficient power reserve when entering the high-power section, thereby overcoming the problems of insufficient battery power and delay in starting the range extender. This method not only ensures the power performance and vehicle merging success rate of the vehicle in high-power demand scenarios, but also protects the battery and avoids the adverse effects on battery life caused by excessive power.

[0077] In some preferred embodiments, the battery performance map can be a two-dimensional lookup table stored in the vehicle control system's memory, with the horizontal axis representing the battery SOC and the vertical axis representing the battery temperature. The values ​​in the table represent the maximum power the battery can safely output at that SOC and temperature. To determine the safe power SOC threshold, the system first obtains the current battery SOC and temperature. Then, it finds the row of data closest to the current temperature in the table. Within that row, it searches for the power value closest to the required power value. The SOC corresponding to this power value serves as the preliminary safe power SOC threshold, which is then adjusted based on the battery health status. A preset base SOC threshold can be set to a fixed value, such as 25%. After obtaining the safe power SOC threshold, it is compared with the base SOC threshold of 25%, and the larger value is used as the dynamic execution SOC threshold. Once the vehicle determines, via GPS signals or wheel speed sensors, that it has left the predetermined high-power road section, the system immediately switches the current dynamic execution SOC threshold back to the base SOC threshold of 25%.

[0078] Through the above technical solution, the present application can safely and reasonably determine the battery SOC threshold that needs to be reached in high-power sections based on the required power value and the actual state of the battery, thereby avoiding power limitation or safety risks caused by the poor state of the battery during high-power output. At the same time, by comparing the safety power SOC threshold with the basic SOC threshold and taking the larger value, it is ensured that the set threshold meets safety requirements and is not lower than that required for normal operation, thereby improving the flexibility and efficiency of energy management. After the vehicle leaves the high-power section, the dynamic execution SOC threshold is smoothly restored to the basic SOC threshold, avoiding unnecessary energy consumption, taking into account the battery life and system stability, and solving the safety hazards caused by relying solely on the required power value to determine the threshold and the problem of insufficient precision in the threshold switching strategy.

[0079] If the range extender is activated before reaching a high-demand section of road and the vehicle is in congestion, the activated range extender will continue to run while the vehicle is stationary or crawling at low speed, resulting in inefficient fuel consumption.

[0080] In this regard, the present application further proposes a method for optimizing intersection merging control for extended-range distribution vehicles, including the following steps:

[0081] S400: Identify whether the current driving section is in a congested state. If it is in a congested state, stop starting the range extender; if it is not in a congested state, start the range extender normally.

[0082] Among them, identifying whether the current driving section is in a congested state refers to determining whether the traffic conditions on the road where the vehicle is currently located are congested. This 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 traffic data provided by the navigation system, inter-vehicle communication data, and other methods. Its purpose is to obtain real-time traffic status information on the current section. Aborting the start of the range extender refers to preventing the execution of the start process after the control system issues a command to start the range extender, or shutting down the range extender after it starts but has not yet stabilized. Its purpose is to prevent the range extender from operating in a congested state. Normally starting the range extender refers to allowing the range extender to receive the start command and complete the start process according to the preset control logic and process, so that it can output power. Its purpose is to ensure that the range extender can operate as needed in a non-congested state.

[0083] The solution of the present application further introduces the identification of the congestion status of the current driving section when it is determined that the range extender needs to be started based on the power demand 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 decision to start the range extender can be corrected. Specifically, when it is determined that the range extender needs to be started based on the battery SOC, if it is identified that the current section is in a congested state, the start of the range extender is terminated, thereby avoiding the range extender from operating under congested and inefficient 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 prediction of high-power section demand and the judgment of real-time congestion status makes the start of the range extender more intelligent and refined, and can significantly improve energy utilization efficiency and reduce unnecessary emissions and noise while ensuring the vehicle's power performance.

[0084] In some preferred embodiments, the vehicle's energy management system first determines whether the range extender should be activated based on the power demand values ​​for the preset route and the upcoming high-power road section, as well as the battery's real-time SOC threshold. For example, if the battery's real-time SOC threshold is lower than the dynamically calculated SOC threshold for the upcoming uphill road section, the system will issue a command to activate the range extender. At this point, the system will further determine whether the road section currently occupied by the vehicle is congested. This congestion status can be determined by continuously monitoring the vehicle's average speed and combining it with real-time traffic information for that road section provided by the navigation system. For example, if the vehicle's average speed over a period of time has consistently fallen below a preset low-speed threshold, and the navigation system displays a red congestion status for that road section, the current road section is determined to be congested. In this case, even if the system has already issued the range extender activation command, it will immediately abort the activation, for example, by sending a cancel activation signal to the range extender control unit. If the identification result indicates that the current road section is not congested, for example, if the vehicle's speed is normal and the navigation system indicates a clear path, the range extender is allowed to activate normally, preparing for the upcoming high-power road section.

[0085] This technical solution, when determining the need to activate the range extender based on high-power demand, incorporates a consideration of the congestion status of the current travel section. By suspending the range extender in congested conditions, it effectively avoids operating the range extender in congested conditions with low speeds and frequent starts and stops, reducing unnecessary fuel consumption and emissions, and lowering noise pollution. Furthermore, the range extender is activated normally in non-congested conditions, ensuring the vehicle's power performance on high-power demand sections. This solution thus improves energy efficiency and reduces environmental impact while maintaining vehicle performance.

[0086] Please refer to Figure 3 , this application further proposes that the steps of identifying whether the current driving section is in a congested state include:

[0087] S401: Continuously detecting the current speed of the vehicle within a certain period of time;

[0088] S402: Obtaining the estimated travel time of the current road section from the navigation system;

[0089] 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, the current driving section is considered to be in a congested state; the range extender start time is the time required from receiving the start command to outputting stable power.

[0090] Among them, a certain time refers to the time period for continuously observing the vehicle speed, with the purpose of avoiding 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, with the purpose of distinguishing between normal driving and low-speed driving; the navigation system refers to a system that provides vehicle location, route information and road condition data, with the purpose of obtaining external traffic information; the estimated travel time refers to the time required to pass the current section of road predicted by the navigation system based on real-time road conditions, with the purpose of reflecting the overall congestion level of the section of road; the range extender start-up time refers to the time required from receiving the start command to outputting stable power, with the purpose of quantifying the start-up delay of the range extender; the output stable power means that the range extender reaches its designed output power level and can continuously provide power, with the purpose of ensuring that the range extender can effectively participate in driving or charging.

[0091] The solution of this application avoids the one-sidedness of judging congestion based solely on instantaneous speed by continuously monitoring the vehicle's current speed over a certain period of time. This continuous observation can more accurately reflect the vehicle's driving status. Furthermore, by obtaining the estimated travel time for the current road section from the navigation system and combining it with external information, a more comprehensive assessment of congestion conditions can be achieved. The estimated travel time reflects the overall congestion level of the road section, compensating for the shortcomings of relying solely on the vehicle's speed. This application combines vehicle speed and estimated travel time to determine congestion because prolonged low-speed driving is a direct indicator of congestion, while the estimated travel time provides macroscopic information about the overall congestion level of the road section. It is precisely this combination of these two pieces of information that makes congestion determination more accurate. This application only identifies congestion when the vehicle has been traveling at a low speed for an extended period and the estimated travel time exceeds the time required for the range extender to start. This avoids frequent starting and stopping of the range extender due to brief periods of congestion, thereby reducing unnecessary energy consumption. By considering the range extender's startup delay, the range extender's start and stop can be more effectively controlled, avoiding unnecessary energy consumption. This solution is a specific implementation of identifying whether the current driving section is in a congested state, which enables the strategy of controlling the start and stop of the range extender based on the congestion state to be executed more accurately, thereby optimizing the performance of the entire energy management method in congested scenarios.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] In this regard, the present application further proposes that the steps of stopping starting the range extender include:

[0096] 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.

[0097] 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.

[0098] This solution determines whether to forcibly shut down an already operating 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 detects that the vehicle is in congestion and the range extender is operating, it obtains the estimated remaining congestion time for the current road section from the navigation system. The system also knows the time required for the range extender to stabilize from startup to operation, 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, the range extender will not be able to operate effectively until the congestion ends, and continued operation will only consume energy and increase wear. In this case, the system issues a command to forcibly shut down the range extender. This strategy prevents the range extender from operating ineffectively during prolonged congestion, reducing energy waste and mechanical wear. This solution further improves range extender control in congested scenarios, not only preventing unnecessary startups but also dynamically adjusting the range extender based on the duration of the congestion, even if it is already operating, for more refined energy management.

[0099] In one specific embodiment, assume that a vehicle is traveling at high speed when its battery power drops, triggering the activation of the range extender. Subsequently, a serious traffic accident occurs ahead of the vehicle, causing the navigation system to report congestion on the road ahead. The system identifies the congestion and obtains an estimated remaining congestion time from the navigation system, predicting, for example, that the congestion will continue for 15 minutes. The system also knows that the activation time for this model of range extender is 5 seconds, and the preset safety time is 3 seconds. The estimated remaining congestion time (15 minutes, or 900 seconds) is compared with the sum of the range extender activation time (5 seconds) and the preset safety time (3 seconds) (8 seconds). Because 900 seconds is greater than 8 seconds, the system determines that continuing to operate the range extender would result in unnecessary energy consumption and issues a command to forcibly shut down the range extender. During the congestion, the vehicle relies on battery power or coasts until the congestion eases. This approach prevents the range extender from idling or operating inefficiently during a 15-minute jam.

[0100] Through the above technical solution, this solution can intelligently determine whether to forcibly shut down the range extender based on the estimated remaining congestion time when the vehicle is in a congested state and the range extender is already running. This avoids the ineffective operation of the range extender in expected long congestion, significantly reducing unnecessary energy consumption. It also reduces mechanical wear of the range extender in inefficient or no-load states, improving the overall energy efficiency of the system and component life.

[0101] In some of the above-mentioned embodiments of the present application, a scheme for suspending the start of the range extender is proposed. Specifically, the scheme for suspending the start of the range extender can be, when it is identified that the current driving section is in a congested state, by 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. This can avoid unnecessary start-up of the range extender in long-term congestion, thereby reducing energy consumption and emissions. However, in its implementation process, the range extender is only suspended based on the congestion situation, without considering possible changes in the congestion situation, such as the congestion ending early or the vehicle speed increasing unexpectedly, resulting in the range extender being unable to resume start-up in time when needed, affecting the vehicle's power response.

[0102] In this regard, the present application further proposes that after the step of stopping starting the range extender, the following steps are also included:

[0103] Get updated estimated remaining congestion time from the navigation system;

[0104] Detect the current speed of the vehicle;

[0105] 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 vehicle's current driving speed is greater than the preset low-speed threshold, the range extender will be resumed.

[0106] Among them, the preset safety time refers to the additional time margin reserved in the judgment of the estimated remaining congestion time in order to ensure that the range extender can provide power in time when the congestion ends or the vehicle accelerates. Its purpose is to compensate for possible navigation data delays, fluctuations in the range extender startup time or other system response delays, and ensure that the range extender is in working condition when actually needed; the preset low-speed threshold refers to the speed limit used to judge whether the vehicle is out of congestion or whether higher power output is required. Its purpose is to distinguish the low-speed creeping state of the vehicle in congestion from normal driving or acceleration state, and serve as the basis for judging the resumption of starting the range extender.

[0107] The solution of the present application continuously monitors the congestion situation and the vehicle's driving status after terminating the start of the range extender, and dynamically determines whether it is necessary to resume starting the range extender, thereby optimizing the energy management strategy and improving the vehicle's power performance and driving experience. Specifically, the updated estimated remaining congestion time can be obtained 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 the current driving speed of the vehicle can be detected, which can directly reflect whether the vehicle is still in a low-speed driving state, thereby determining whether it is necessary to resume starting the range extender. 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, it means that the congestion is about to end, and the range extender can function 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 left the congestion state and may require a higher power output. In both cases, if either of the conditions is met, the range extender will be resumed to ensure that the vehicle can obtain sufficient power support when needed. This solution, combined with the solution of suspending the start of the range extender in congestion, forms a more complete start-stop control logic for the range extender. It not only avoids unnecessary start-up in congestion and reduces energy waste and emissions, but also can restore the range extender in time according to actual road conditions, ensuring that the vehicle can obtain assistance from the range extender in time when needed. In particular, when facing a high-power demand section, power preparations can be made in advance to avoid insufficient power caused by the range extender not starting in time.

[0108] In some preferred embodiments, the vehicle is traveling on a congested road, and the range extender has been suspended according to a previous solution. The vehicle's control system periodically obtains updated estimated remaining congestion time from the navigation system and monitors the vehicle's current speed in real time. Assume the range extender activation 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 some point, the system receives the estimated remaining congestion time reported by the navigation system as 7 seconds, and this 7 seconds is less than or equal to the sum of the range extender activation time of 5 seconds and the preset safety time of 3 seconds (8 seconds), the resumption condition is met. Alternatively, if, during congestion, the road ahead suddenly clears and the vehicle speed increases to 20 km / h, this 20 km / h is greater than the preset low-speed threshold of 15 km / h, also meeting the resumption condition. In either of these situations, the system immediately issues a command to resume the range extender.

[0109] Through the above technical solution, the present application can, after suspending the start of the range extender, promptly judge and resume the start of the range extender according to the dynamic changes of the congestion situation and the driving status of the vehicle, thereby avoiding the problem of the range extender not being started in time due to the early end of congestion or the increase in vehicle speed, ensuring that the vehicle can obtain assistance from the range extender in time when needed, and improving the vehicle's power response capability and driving experience.

[0110] In some of the aforementioned embodiments of this application, calculation of the required power value for each high-power road section is proposed. This calculation can be performed by analyzing information such as the average speed and slope of the road section, combined with basic vehicle parameters (such as curb weight) to make a preliminary estimate. This provides a basic power requirement reference for subsequent energy management. However, in this implementation, the estimate is based only on limited parameters, and the accuracy of the required power calculation directly affects the effectiveness of subsequent control strategies. If the required power calculation is inaccurate, it may result in insufficient or excessive battery or range extender output power, thereby affecting the vehicle's power performance and energy efficiency.

[0111] In this regard, the present application further proposes that the steps for calculating the required power value of each high-power section include: obtaining the total mass value of the vehicle at the current moment, calculating the required power value based on the total mass value of the vehicle at the current moment, the geometric data of the high-power section, and the estimated vehicle speed.

[0112] Among them, the gross vehicle mass value refers to the total weight of the vehicle, including the vehicle's own weight, load weight and passenger weight, which can be obtained by vehicle sensors, load sensors or user input, etc. Its purpose is to reflect the force required for the vehicle to overcome inertial resistance and slope resistance. Among them, the gross vehicle mass includes the initial gross vehicle mass when the vehicle departs and the gross vehicle mass at the current moment after the goods are delivered during the distribution operation. This application uses the current gross vehicle mass value to calculate the required power value, which is more accurate; the geometric data of the high-power road section refers to the physical form information of the road section, including but not limited to slope, curvature, road surface type, etc., which can be obtained by high-precision map data, on-board sensors ( The estimated vehicle speed refers to the speed that the vehicle is expected to reach or maintain when passing through the high-power section. It can be obtained using speed limit information based on the navigation system, historical driving data, driver behavior models or traffic forecast information. Its purpose is to reflect the vehicle's kinetic energy change rate and air resistance in the section. The required power value refers to the total power required to overcome various driving resistances (including rolling resistance, air resistance, slope resistance, acceleration resistance, etc.) and reach the estimated speed when the vehicle passes through the high-power section. Its purpose is to provide the energy management system with an accurate power output target.

[0113] The solution of this application comprehensively considers the key factors affecting the vehicle's driving power demand by obtaining the current gross vehicle mass, the geometry of the high-power road section, and the estimated vehicle speed. The gross vehicle mass directly affects the inertial and gravitational forces required for vehicle acceleration and climbing; the geometry of the high-power road section (such as the slope) directly affects the power required to overcome gravity; and the estimated vehicle speed determines the power required to overcome air resistance and rolling resistance, as well as the power required to reduce the rate of change of kinetic energy during acceleration. Incorporating these factors into the calculation model creates a power demand calculation method that more closely reflects actual physical processes. This precisely calculated power demand value, used as input in subsequent steps, makes the dynamic execution SOC threshold derived from the power demand more accurate. This, in turn, makes the strategy of controlling the battery or range extender to output power according to the associated power demand value based on the comparison between the real-time battery SOC threshold and the dynamic execution SOC threshold before the vehicle enters the high-power road section more effective. For example, if the calculated power demand is high, the dynamic execution SOC threshold is increased accordingly, enabling the range extender to activate earlier or reserving more battery charge. This ensures sufficient power is available during high-power demand moments, avoiding the power shortage issue described in the background. This combination improves the predictability and robustness of the entire method, ensuring the vehicle has sufficient power reserves at critical moments.

[0114] In some preferred embodiments, the required power value for each high-power road section is calculated as follows: First, the current vehicle gross mass value is obtained through the on-board diagnostic system (OBD) or vehicle bus. This value can be based on the vehicle's factory curb weight plus the passenger and cargo mass estimated using seat pressure sensors or load sensors. Next, detailed geometric data of the upcoming high-power road section is obtained from a high-precision map database or navigation system, such as the average slope angle and major curve curvature of the road section. Simultaneously, based on the navigation-planned route and current traffic information, the target speed or average speed of the vehicle through the road section is estimated. The obtained vehicle gross mass value, road section geometry data, and estimated vehicle speed are then substituted into the vehicle dynamics model to calculate the total tractive force required to overcome rolling resistance, air resistance, grade resistance, and acceleration resistance. This total tractive force is then multiplied by the estimated speed to obtain the required power value for the road section. For example, for an uphill segment, the required power calculation may include the power required to overcome the uphill component of gravity (related to the vehicle's total mass, bank angle, and speed), the power required to overcome rolling resistance (related to the vehicle's total mass and speed), and the power required to overcome air resistance (related to the square of speed).

[0115] The above technical solution comprehensively considers the current vehicle gross mass, the geometry of the high-power section, and the estimated vehicle speed to calculate the required power value. Compared to directly using the initial vehicle gross mass, this calculation method is more comprehensive and accurate, and can more accurately reflect the actual power required by the vehicle on specific high-power sections. The precise required power value serves as input for subsequent energy management strategies, enabling the system to more accurately predict and prepare the required power output, effectively avoiding problems such as insufficient or excessive power caused by inaccurate power demand estimates. This improves the vehicle's power performance and energy efficiency on high-power sections, enhancing its driving capabilities and safety in complex road conditions.

[0116] In some of the above-mentioned embodiments of the present application, it is proposed to adjust the dynamic execution SOC threshold based on the demand power value of the high-power section. The adjustment of the dynamic execution SOC threshold based on the demand power value of the high-power section can specifically be to calculate the demand power by estimating the vehicle speed, and determine the output strategy of the battery or range extender based on the demand power. In this way, energy preparations can be made in advance for the high-power demand section. However, during its implementation, 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 demand power value, which in turn affects the accuracy of the dynamic execution SOC threshold, causing the power output of the battery or range extender to not match the actual demand.

[0117] In this regard, the present application further proposes a method including: obtaining the real-time vehicle speed of the vehicle passing through a high-power demand section, correcting the demand power value based on the real-time vehicle speed, and adjusting the dynamic execution SOC threshold based on the corrected demand power value.

[0118] Among them, the real-time vehicle speed refers to the actual driving speed of the vehicle at the current moment or in a very short time interval. It can be obtained by the vehicle's own speed sensor, wheel speed sensor or GPS module, and its purpose is to obtain the actual driving status of the vehicle; correcting the required power value refers to modifying or adjusting the pre-calculated required power value according to the real-time vehicle speed. It can be achieved by using a preset correction coefficient, a table lookup method or real-time calculation based on a vehicle dynamics model. Its purpose is to eliminate the power demand error caused by speed deviation; adjusting the dynamic execution SOC threshold refers to 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. It can be achieved by consulting the battery performance mapping table, based on preset adjustment rules or by dynamic calculation through an optimization algorithm. Its purpose is to ensure that the dynamic execution SOC threshold matches the actual power demand.

[0119] The solution of the present application obtains the real-time vehicle speed of the vehicle passing through the high-power demand section, no longer relying entirely on the estimated speed, but instead obtains the actual driving status 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 required power value previously calculated based on the estimated speed to obtain a power demand that is closer to the actual situation. In view of this, based on this corrected required 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, the dynamic execution SOC threshold. It is precisely because of this real-time feedback and correction mechanism combined with the pre-planned and calculated solution that an adaptive energy management strategy is formed, which enables the vehicle to obtain more stable and sufficient power support in high-power demand scenarios.

[0120] In some preferred embodiments, a vehicle approaches a ramp junction requiring high power output. The system calculates the required power value for the ramp based on a preset route and estimated speed, and determines a corresponding dynamic execution SOC threshold. As the vehicle enters the ramp, the vehicle's speed sensor continuously acquires the vehicle's real-time speed. The control system adjusts the pre-calculated power demand value based on the acquired real-time vehicle speed, for example, by consulting a preset correction factor table or calculating based on a vehicle dynamics model. If the real-time vehicle speed is lower than the estimated speed, the revised power demand value may increase. The control system then dynamically adjusts the dynamic execution SOC threshold based on the revised power demand value, for example, by consulting a battery performance map or applying preset adjustment rules. If the revised power demand value increases, the dynamic execution SOC threshold may be adjusted to a higher level to ensure the battery can provide the required instantaneous power, or, if the range extender is already activated, its output strategy may be adjusted to meet the revised power demand.

[0121] Through the above technical solution, the real-time vehicle speed of the vehicle passing through the high-power demand section is obtained, and the demand power value is corrected based on the real-time vehicle speed. Then, the dynamic execution SOC threshold is adjusted based on the corrected demand power value, thereby improving the accuracy of the demand power value and the dynamic execution SOC threshold, making the power output of the battery or range extender more closely match the actual demand, and avoiding the occurrence of power shortage or excess.

[0122] Specifically, the step of correcting the required power value based on the real-time vehicle speed includes:

[0123] Obtain multiple actual speed sampling values ​​of the vehicle while driving on a high-power road section;

[0124] Based on multiple actual speed sampling values, a speed representative value is generated for representing the driving state of the vehicle on the high-power road section;

[0125] The power demand information is corrected based on the speed representative value to obtain corrected power demand information.

[0126] By generating a speed representative value from a plurality of actual speed sampling values ​​and correcting the power demand information according to the representative value, the correction result is more accurate.

[0127] In some of the aforementioned embodiments of this application, it is proposed that high power demands be met through the coordinated operation of a battery and a range extender. This coordinated operation can be specifically achieved by setting a fixed basic battery SOC threshold. When the battery charge falls below this threshold, the range extender is activated to charge the battery or to drive the vehicle in a coordinated manner. This can, to a certain extent, ensure the vehicle's endurance. However, in its implementation, relying solely on the basic battery SOC threshold to determine whether to activate the range extender may result in the battery's real-time SOC being higher than the set basic SOC threshold when high power demand arrives, but insufficient to provide the required peak power alone. At the same time, there is a delay in the start-up of the range extender, resulting in a power shortage. Therefore, a control system is needed that can pre-determine high power demands and perform energy management in advance.

[0128] Please refer to Figure 4 On the other hand, the present application proposes an intersection merging control system for extended-range distribution vehicles, including: an identification unit 11, used to identify and mark all high-power sections in a predetermined driving route, and associate a required power value for each high-power section; a calculation unit 12, used to calculate the required power value for each high-power section; and obtain a dynamic execution SOC threshold corresponding to each high-power section based on the required power value; an execution unit 13, used to detect the real-time SOC threshold of the battery according to the high-power section to be reached, 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 vehicle's range extender and control the range extender to output power according to the required power value independently or together with the battery.

[0129] Among them, the identification unit 11 refers to a module or component used to obtain and process the vehicle's scheduled driving route information, which can be implemented by a navigation system, route planning software or preset map data, and its purpose is to determine the sections of the route that require special attention; the calculation unit 12 refers to a module or component used to perform numerical calculations and logical judgments, which can be implemented by an on-board controller, electronic control unit (ECU) or dedicated processor, and its purpose is to quantify energy demand and determine the basis for control strategies; the execution unit 13 refers to a module or component used to send control instructions to the vehicle power system components, which can be implemented by a power control unit, motor controller or range extender controller, and its purpose is to actually regulate the working status of the battery and range extender according to the calculation results.

[0130] The solution of this application overcomes the limitations of prior art, which relies solely on reactive control based on a baseline SOC threshold, by pre-identifying and analyzing high-power sections within a planned route. The identification unit first scans the planned route, marking all known or predicted sections with high power requirements, such as acceleration ramps and long uphill grades. The calculation unit then calculates the power requirements for these sections and, based on these requirements and the battery's performance characteristics, dynamically determines a more proactive dynamic execution SOC threshold. This dynamic execution SOC threshold considers the maximum power the battery can safely and stably deliver at a specific charge level, thus avoiding situations where the battery appears to be fully charged but is actually insufficient. When the vehicle approaches these high-power sections, the execution unit no longer solely references the fixed baseline SOC threshold but instead compares the battery's real-time SOC with the dynamic execution SOC threshold corresponding to that specific section. If the real-time SOC is below the dynamic execution SOC threshold, the system will preemptively activate the range extender, even if it is above the baseline SOC threshold. This is because the system anticipates the impending high power demand and understands that the battery alone may not be able to meet it, while also accounting for the physical delay required for the range extender to activate. By activating the range extender before the vehicle enters a high-power road section, the system ensures that when peak power output is truly needed, the range extender is already in operation, ready to provide sufficient power in conjunction with the battery or independently. This control strategy, based on route prediction and dynamic thresholds, enables the energy management system to shift from a reactive to a predictive approach, effectively resolving the power shortage problem caused by battery power limitations and range extender activation delays in high-power demand scenarios.

[0131] In some preferred embodiments, the identification unit can be a software module integrated into the vehicle's navigation system. This module analyzes pre-set driving route data and automatically marks high-power sections based on a pre-set rule base (e.g., identifying ramps, steep slopes, etc.). It also obtains the required power values ​​for these sections from the calculation unit and stores the section information in association with the power values. The calculation unit can be a separate 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 into the vehicle's powertrain controller and 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 for the section provided by the calculation unit and compares the real-time SOC with the dynamic execution SOC threshold. If the real-time SOC is lower than the dynamic execution SOC threshold, the execution unit sends a start command to the range extender controller in advance, ensuring that the range extender is fully started and 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 prioritize battery power when entering the high-power section.

[0132] Through this technical solution, the system can proactively identify high-power demand points along the route and dynamically adjust energy management strategies based on actual demand. This ensures that the vehicle receives sufficient and timely power support at critical moments requiring high power output, such as when merging at intersections, avoiding power shortages caused by battery power limitations or delayed activation of the range extender.

[0133] The intersection merging control system for extended-range distribution vehicles proposed in this application, the identification unit is also used to identify the congestion status of the road 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 a preset value, and is used to query the battery performance mapping table to obtain the corresponding safety power SOC threshold according to the required power value; the judgment module is used to compare the numerical values, including but not limited to comparing the safety power SOC threshold with the preset basic SOC threshold; the decision module makes a decision based on 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 suspend or resume the start of the range extender;

[0134] It also includes an acquisition unit, which is used to acquire information data, including but not limited to navigation system data, vehicle speed data, and the total mass value of the vehicle at the current moment.

[0135] 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 one responsible for processing the calculation tasks related to the required power value; the query module refers to the one responsible for finding the corresponding value in the pre-stored data structure according to the input parameters, which can be implemented by using a lookup table, database query, etc. It contains a battery performance mapping table and preset values; the battery performance mapping table refers to a data structure that records the correspondence between battery performance parameters and working conditions. The table records the maximum output power of the battery under different SOC, temperature, etc. conditions. According to the required power value of the high-power road section that is about to be reached, the battery performance mapping table is queried to determine the minimum SOC required for the battery to independently meet the power demand, that is, the safe power SOC threshold; the preset value refers to a reference value pre-set in the system, including but not limited to a preset basic SOC threshold, a preset low-speed threshold, a preset safety time, etc.; the judgment module refers to the one responsible for comparing the input values, which can be implemented by using a comparator circuit or software logic judgment, such as comparing the safe power SOC threshold with the preset value. The size between the preset basic SOC threshold; the decision module refers to determining the control parameters or executing the action according to the comparison result of the judgment module, which can be implemented by a state machine, a rule set or a decision tree, for example, the larger of the safety power SOC threshold and the preset basic SOC threshold is selected as the dynamic execution SOC threshold; suspending 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 person responsible for obtaining vehicle operation-related data from the external system or sensor, which can be implemented by a CAN bus interface, a network communication interface or a sensor interface, etc., and is used to obtain information data, including but not limited to navigation system data, vehicle speed data, current vehicle gross mass value and other information or data.

[0136] The solution of the present application obtains multi-source information data through the acquisition unit to provide the system with comprehensive operating status and environmental information. The identification unit uses the acquired data to determine the congestion status of the road section, providing important road condition basis for subsequent energy management decisions. The calculation module, query module, judgment module and decision module inside 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 boundary and actual performance of the battery and is more adaptable than a 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 determined by the identification unit to flexibly control the power output of the battery and the start or termination of the range extender. It is precisely because of the data support provided by the acquisition unit, the judgment of the congestion status by the identification unit, the refined processing of each module of the calculation unit, and the enhancement of the range extender control 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. It avoids insufficient power or unnecessary range extender operation caused by simple threshold judgment and range extender start-up delay, and improves the efficiency of energy management and the vehicle's power response capability at critical moments.

[0137] To illustrate this using a specific example, when a vehicle is about to pass a congested ramp that merges onto an expressway, the acquisition unit uses the navigation system to obtain congestion information and the estimated travel time for the ramp, as well as the vehicle's current speed and gross vehicle mass. The recognition unit determines that the ramp is congested based on the navigation information and vehicle speed data. The calculation module calculates the instantaneous required power for merging based on the vehicle's gross vehicle mass, ramp geometry, and the estimated merging speed. Based on this required power, the query module searches a pre-stored battery performance map for the corresponding safe power SOC threshold. The judgment module compares this safe power SOC threshold with a preset base SOC threshold. The decision module selects the larger of the two as the dynamic execution SOC threshold for the high-power ramp section. As the vehicle approaches the ramp entrance, the execution unit checks the battery's real-time SOC. If the real-time SOC falls below the dynamic execution SOC threshold, the system initiates the range extender. However, because the recognition unit determines that the current section is congested, the execution unit aborts the range extender activation. If the congestion is resolved and the recognition unit determines that the vehicle is in a non-congested state, the execution unit will resume the range extender. If the real-time SOC is higher than the dynamic execution SOC threshold, the execution unit will control the battery to directly output power to meet the needs of the merging vehicles.

[0138] Through this technical solution, the system can identify road congestion and adjust the range extender's start-stop strategy accordingly, avoiding activation during congestion. The calculation module of the calculation unit calculates or corrects the required power value. Through steps such as querying the battery performance mapping table in the query module and comparing thresholds in the judgment module, it obtains a more reasonable dynamic execution SOC threshold, balancing 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 decisions. These improvements enhance the system's adaptability and control precision in complex road conditions, optimizing energy management.

[0139] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A method for optimizing intersection merging control for an extended-range distribution vehicle, comprising the following steps: Identify and mark all high-power sections of the planned driving route; Calculating and associating a required power value of each high-power section, and obtaining a dynamic execution SOC threshold corresponding to each high-power section based on the required power value; Based on a high-power road section that is about to be reached, detecting a real-time SOC threshold of the battery, and if the real-time SOC threshold is higher than a corresponding dynamic execution SOC threshold, controlling the battery to output power according to an associated required power value before the vehicle enters the high-power road section; and if the real-time SOC threshold is lower than a corresponding dynamic execution SOC threshold, activating the vehicle's range extender before the vehicle enters the high-power road section, and controlling the range extender to output power according to the associated required power value independently or in conjunction with the battery; Identify whether the current driving section is in a congested state, and if so, stop starting the range extender; if not, start the range extender normally; 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 conditions. The battery SOC value corresponding to the required power value in the table is the safe power SOC threshold; The safety power SOC threshold is compared with a preset basic SOC threshold, and the larger threshold is selected as the dynamic execution SOC threshold.

2. The intersection merging control optimization method for an extended-range distribution vehicle according to claim 1 is characterized in that: The step of identifying whether the current driving section is in a congested state includes: Continuously detect the current speed of the vehicle within a certain period of time; Get the estimated travel time for the current road segment from the navigation system; 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, the current driving section is deemed to be in a congested state; The range extender startup time is the time required from receiving the startup command to outputting stable power.

3. The intersection merging control optimization method for an extended-range distribution vehicle according to claim 2 is characterized in that: The step of stopping starting the range extender includes: An estimated remaining congestion time is obtained from a navigation system, and when the estimated remaining congestion time is greater than the sum of the start time of the range extender and a preset safety time, the operation of the range extender is forcibly shut down.

4. The intersection merging control optimization method for an extended-range distribution vehicle according to claim 3 is characterized in that: After the step of stopping starting the range extender, the method further includes the following steps: Get updated estimated remaining congestion time from the navigation system; Detect the current 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, the range extender is resumed.

5. The intersection merging control optimization method for an extended-range distribution vehicle according to claim 1 is characterized in that: The step of calculating the required power value of each high-power section includes: The total vehicle mass value at the current moment is obtained, and the required power value is calculated based on the total vehicle mass value at the current moment, the geometric data of the high-power road section, and the estimated vehicle speed.

6. The intersection merging control optimization method for an extended-range distribution vehicle according to claim 1 is characterized in that: Also includes the steps: The real-time vehicle speed of the vehicle passing through the high-power section is obtained, the required power value is corrected based on the real-time vehicle speed, and the dynamic execution SOC threshold is adjusted based on the corrected required power value.

7. A control system for merging vehicles at intersections for extended-range distribution vehicles, characterized in that: The method for optimizing intersection merging control for an extended-range distribution vehicle according to any one of claims 1 to 6 comprises: an identification unit, configured to identify and mark all high-power sections in a predetermined driving route, associate a required power value of each high-power end, and identify a congestion status of the section; a calculation unit comprising a calculation module, a query module, a judgment module, and a decision module; the calculation module being configured to calculate or modify the required power value; the query module comprising a battery performance mapping table and preset values, and being configured to query the battery performance mapping table to obtain a corresponding safe power SOC threshold value based on the required power value; the judgment module being configured to compare values, including but not limited to comparing the safe power SOC threshold value with a preset basic SOC threshold value; and the decision module making a decision based on the judgment result of the judgment module, including but not limited to selecting the larger threshold value as the dynamic execution SOC threshold value; an execution unit, configured to detect a real-time SOC threshold of the battery based on a high-power road section to be reached, and, if the real-time SOC threshold is higher than a corresponding dynamic execution SOC threshold, control the battery to output power according to an associated required power value before the vehicle enters the high-power road section; if the real-time SOC threshold is lower than a corresponding dynamic execution SOC threshold, start the vehicle's range extender before the vehicle enters the high-power road section, and control the range extender to output power according to the required power value independently or together with the battery; and to suspend or resume starting the range extender.

8. The intersection merging control system for extended-range distribution vehicles according to claim 7, characterized in that: include: The acquisition unit is used to acquire information data, including but not limited to navigation system data, vehicle speed data, and the total vehicle mass value at the current moment.

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