A fuel-saving control method for map-based predictive cruise

Abstract

The application discloses an oil-saving control method based on map-based predictive cruise, first, based on the off-line map, the road slope information in front is acquired, and the road condition type is divided according to the same, then the whole journey is divided into a plurality of road sections at a fixed interval; secondly, for each road section, the vehicle driving energy including driving force, kinetic energy change and resistance consumption is calculated; then, the comprehensive cost function with the lowest oil consumption and the stable vehicle speed as the target is constructed, and the optimal target speed of each road section is solved based on the principle of minimizing the total cost; finally, the power consumption of each section is calculated based on the optimal speed, and the energy distribution of the engine and the motor is planned in a forward-looking manner, the battery state of charge (SOC) is dynamically adjusted to maintain in the high efficiency interval (such as 0.2-0.95), so that the optimization of global energy consumption is realized. The application can significantly reduce the fuel consumption of the vehicle, improve the cruising range, and has important economic and environmental value.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle energy-saving control, and particularly to an oil-saving control method based on map-based predictive cruise. BACKGROUND

[0002] With the increasingly severe global energy crisis and environmental pollution problems, energy-saving and emission-reduction technologies in the automotive industry have become the focus of research. For vehicles with multiple energy sources such as hybrid electric vehicles and extended-range electric vehicles, how to efficiently manage energy distribution is the key to achieving low fuel consumption and high endurance. Traditional vehicle energy management strategies, such as constant speed cruise, are mainly based on current instantaneous speed or simple road conditions for feedback control, lacking effective use of road information ahead, and having problems such as control lag and poor adaptability to complex road conditions.

[0003] Existing predictive energy-saving cruise technologies obtain the slope information ahead to some extent through GPS or map data, and adjust the vehicle speed based on it. However, these methods often have the following limitations:

[0004] First, the division of the road is relatively rough, and the road type cannot be identified in detail according to the continuous slope change characteristics (such as continuous uphill, uphill first and downhill later, etc.), resulting in insufficient predictability and pertinence of the control strategy;

[0005] Second, the energy calculation model is not accurate enough, and the comprehensive energy consumption including kinetic energy change, rolling resistance, air resistance and slope resistance cannot be calculated in high enough resolution (for example, every 25 meters), resulting in deviation between the optimization result and the actual energy consumption;

[0006] Third, the optimization objective is relatively single, usually only focusing on the lowest fuel consumption, without considering the vehicle speed stability as an important cost constraint, which may lead to frequent acceleration and deceleration of the vehicle, affecting the driving comfort, and the actual fuel saving effect may not be optimal;

[0007] Fourth, for hybrid power systems, the dynamic planning of the front road condition and the battery state of charge (SOC) is not closely coupled, and the use strategy of oil and electricity cannot be intelligently planned in long-distance driving, making it difficult to maintain the battery energy in an efficient range throughout the entire journey, thereby failing to achieve optimal use of global energy.

[0008] Therefore, there is an urgent need in the art for an oil-saving method that can deeply integrate high-precision map information, perform fine road segmentation and energy modeling, and achieve global optimization control under multi-objective constraints (such as lowest fuel consumption, smooth vehicle speed, and battery SOC maintenance) to overcome the above-mentioned deficiencies of the prior art. SUMMARY

[0009] The technical problem solved by the present application is: in order to solve the problems existing in the above background art, a map-based predictive cruise fuel-saving control method is provided, which introduces the front slope information through offline map to carry out path minimum energy planning and power consumption change calculation, so as to optimize the energy consumption of the engine, realize vehicle fuel-saving control, reduce the use cost, and effectively protect the environment.

[0010] The technical solution adopted by the present application to solve its technical problems is: a map-based predictive cruise fuel-saving control method, comprising the following steps:

[0011] Step 1, divide the road into several road condition types; based on the distance and corresponding slope information within 30km in front of the vehicle machine offline map, determine the road condition type of the road in front of 30km;

[0012] Step 2, according to the road condition type determined in step 1, divide the whole journey into multiple segments with an interval of 100m;

[0013] Step 3, for each segment divided in step 2, calculate the energy consumed by the vehicle driving, the calculation formula is:

[0014] + (1)

[0015] In formula (1), the meanings of various symbols are as follows:

[0016] represents the driving force of the vehicle wheel end;

[0017] represents the distance of each segment;

[0018] represents the kinetic energy change;

[0019] represents the energy consumed by the vehicle resistance;

[0020] The calculation formula of is:

[0021] (2)

[0022] In formula (2), the meanings of various symbols are as follows:

[0023] represents the final speed of each distance;

[0024] represents the initial speed of each distance;

[0025] The calculation formula of is:

[0026] (3)

[0027] In the formula (3), the meanings of various symbols are as follows:

[0028] denotes the total mass of the vehicle;

[0029] denotes the road friction coefficient;

[0030] denotes the slope angle of each section;

[0031] denotes the air resistance coefficient;

[0032] denotes the air density;

[0033] denotes the windward area;

[0034] denotes the gravitational acceleration;

[0035] Step 4, based on the cost evaluation of Step 3, the evaluation is performed according to two constraint conditions;

[0036] Step 5, based on the total cost calculated in Step 3 , the optimal vehicle speed of each section is determined to minimize the total cost, thereby determining the optimal energy consumption;

[0037] Step 6, for each small section divided in Step 2, the consumed vehicle electric quantity is calculated;

[0038] Step 7, for each small section divided in Step 2, the engine consumed energy is calculated in combination with the total energy consumption and electric quantity consumption of each section obtained in Step 3 and Step 6, and the formula is:

[0039] (4)

[0040] In the formula (4), the meanings of various symbols are as follows:

[0041] denotes the consumed vehicle electric quantity;

[0042] denotes the engine consumed energy.

[0043] Further, in the above technical solution, in the first step, the road condition types include one of continuous uphill, continuous downhill, uphill first and then downhill, downhill first and then uphill, and flat road.

[0044] Further, in the fourth step, the cost evaluation method comprises the following steps:

[0045] In the forty-first step, unnecessary acceleration and deceleration are avoided to reduce fuel consumption, and the calculation formula of the cost 1 is:

[0046] (5)

[0047] In the formula (5), the meanings of various symbols are as follows:

[0048] The cost 1 is based on the minimum fuel consumption cost;

[0049] The vehicle wheel end driving force of each section is represented by

[0050] In the forty-second step, the vehicle speed is close to the set speed, and the speed fluctuation is reduced, and the calculation formula of the cost 2 is:

[0051] (6)

[0052] In the formula (6), the meanings of various symbols are as follows:

[0053] The cost 2 is based on the optimal stable speed cost;

[0054] The target speed is represented by

[0055] In the forty-third step, the total cost is calculated, and the calculation formula of the total cost is:

[0056] (7)

[0057] In the formula (7), the meanings of various symbols are as follows:

[0058] The total cost is the weighted sum of the cost 1 and the cost 2;

[0059] The weight coefficient 1 is represented by

[0060] The weight coefficient 2 is represented by

[0061] The kinetic energy change amount of the first section is represented by

[0062] The kinetic energy change amount of the second section is represented by ​Segment kinetic energy change amount.

[0063] Further, in the sixth step, the consumed vehicle power is The calculation is as follows:

[0064] In the 61st step, input data is acquired, including the current vehicle speed, the current SOC, and the 301 slope point information.

[0065] In the 62nd step, the slope data is calculated.

[0066] In the 63rd step, the maximum speed limit of the slope calculation corresponding road segment is calculated.

[0067] In the 64th step, the reference vehicle speed is adjusted according to the slope.

[0068] In the 65th step, the required power of each position of the future road segment is calculated, including the rolling resistance, the air resistance, and the slope resistance. According to the relationship between the required power and the maximum power of the engine, four cases are handled:

[0069] When the required power is greater than 0 and greater than the maximum power of the engine, the motor auxiliary drive is calculated, the power difference of the road segment is calculated, the driving power and the electrical accessory power are converted into discharge power (KWh) together, and further converted into SOC difference.

[0070] When the required power is greater than 0 but not greater than the maximum power of the engine, the pure oil driving is calculated, the motor does not need to charge and discharge in this road segment, only the discharge power of the electrical accessory power is calculated, and further converted into SOC difference.

[0071] When the required power is less than or equal to 0 and greater than the maximum negative power of the motor, the brake energy is recovered: when the absolute value of the required power is not greater than the electrical accessory power, the required power and the electrical accessory power are calculated together to calculate the discharge power of the road segment, and further converted into SOC difference; when the absolute value of the required power is greater than the electrical accessory power, the required power and the electrical accessory power are calculated together to calculate the charging power of the road segment, and further converted into SOC difference.

[0072] When the required power is less than or equal to 0 and not greater than the maximum negative power of the motor, the charging power of the road segment is calculated according to the maximum negative power of the motor and the electrical accessory power, and further converted into SOC difference.

[0073] According to the distance order from the current position of the vehicle to 30km, the SOC difference of the next road segment is gradually added to calculate the limit SOC.

[0074] In various cases, if the limit SOC of the next road segment is within the range of 0.2-0.95, recalculation is performed; if it is out of the range, corresponding charging and discharging adjustment is performed; if all road segments are within the range, the power is maintained, and the final SOC prediction value at the next time is output.

[0075] The beneficial effects of the present application are: by fusing high-precision map information and multi-objective optimization algorithm, the global optimal management of vehicle energy consumption is realized. Specifically, first, by classifying and segmenting the front road in detail, and combining with a comprehensive energy consumption model, the accuracy of energy demand prediction is significantly improved; second, the multi-objective cost function with the core of the lowest fuel consumption and stable speed is introduced, which effectively avoids unnecessary acceleration and deceleration, reduces energy consumption while ensuring driving smoothness; finally, by planning the road energy consumption and battery SOC in advance, the oil-electric energy distribution strategy is intelligently optimized, ensuring that the battery maintains in the high efficiency interval throughout the journey. The present application ultimately realizes significant fuel saving effect, effectively reduces the vehicle use cost, and reduces emissions, which has important environmental protection and economic value. BRIEF DESCRIPTION OF DRAWINGS

[0076] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, a brief introduction will be given below to the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments described in the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0077] Figure 1 is a schematic diagram of determining the optimal energy consumption and the optimal vehicle speed of each interval in the fifth step in the present application;

[0078] Figure 2 is a calculation flowchart of the consumed vehicle electric quantity in the sixth step in the present application . DETAILED DESCRIPTION

[0079] In order to make the technical problems solved by the present application, the technical solutions and beneficial effects more clearly, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0080] See Figure 1 , ost n is the cost n, All-cost is the total cost, and K is the Kth distance.

[0081] See Figure 1 and 2 , which is an oil saving control method based on map predictive cruise, including the following steps:

[0082] Step 1, divide the road into several road condition types; based on the distance and corresponding slope information within 30km ahead sent by the off-line map of the vehicle, determine the road condition type of the road within 30km ahead;

[0083] Step 2, according to the road condition type determined in Step 1, divide the whole journey into multiple segments with an interval of 100m;

[0084] Step 3, for each segment divided in Step 2, calculate the energy consumed by the vehicle driving, the calculation formula is:

[0085] + (1)

[0086] In formula (1), the meanings of various symbols are as follows:

[0087] represents the driving force at the wheel end of the vehicle;

[0088] represents the distance of each segment;

[0089] represents the change in kinetic energy;

[0090] represents the energy consumed by the vehicle resistance;

[0091] The calculation formula of is:

[0092] (2)

[0093] In formula (2), the meanings of various symbols are as follows:

[0094] represents the final speed of each distance;

[0095] represents the initial speed of each distance;

[0096] The calculation formula of is:

[0097] (3)

[0098] In formula (3), the meanings of various symbols are as follows:

[0099] represents the total mass of the vehicle;

[0100] represents the road friction coefficient;

[0101] indicates the slope angle of each section;

[0102] indicates the air resistance coefficient;

[0103] indicates the air density;

[0104] indicates the windward area;

[0105] indicates the gravity acceleration;

[0106] Step 4, based on Step 3, cost evaluation is performed according to two constraint conditions;

[0107] Step 5, according to the total cost calculated in Step 3 , the optimal vehicle speed of each section interval is determined to minimize the total cost, thereby determining the optimal energy consumption;

[0108] Step 6, for each small section divided in Step 2, the consumed vehicle electric quantity is calculated;

[0109] Step 7, for each small section divided in Step 2, the engine consumed energy is calculated by combining the total energy consumption and electric quantity consumption of each section obtained in Step 3 and Step 6, and the formula is:

[0110] (4)

[0111] In formula (4), the meanings of various symbols are as follows:

[0112] indicates the consumed vehicle electric quantity;

[0113] indicates the engine consumed energy.

[0114] In Step 1, the road condition types include one of continuous uphill, continuous downhill, uphill first and then downhill, downhill first and then uphill, and flat road.

[0115] In Step 4, the cost evaluation method includes the following steps:

[0116] Step 41, with the minimization of the driving force and braking force at the wheel end of the vehicle as the goal, unnecessary acceleration and deceleration are avoided, thereby reducing fuel consumption, and the calculation formula of cost 1 is:

[0117] (5)

[0118] In formula (5), the meanings of various symbols are as follows:

[0119] denotes cost 1, i.e. the cost based on the minimum fuel consumption;

[0120] denotes the vehicle wheel end driving force of each section;

[0121] Step 42, the cost 2 is calculated for the purpose of approaching the set speed and reducing the speed fluctuation, and the calculation formula of the cost 2 is:

[0122] (6)

[0123] In the formula (6), the meanings of each symbol are as follows:

[0124] denotes cost 2, i.e. the cost based on the optimal stable speed;

[0125] denotes the target (set) speed;

[0126] Step 43, the total cost is calculated, and the calculation formula of the total cost is:

[0127] (7)

[0128] In the formula (7), the meanings of each symbol are as follows:

[0129] denotes the total cost, i.e. the weighted sum of the cost 1 and the cost 2;

[0130] denotes the weight coefficient 1;

[0131] denotes the weight coefficient 2;

[0132] denotes the kinetic energy change amount of the first section;

[0133] denotes the kinetic energy change amount of the first section. In Step 6, the consumed vehicle electric quantity is calculated as follows:

[0134] Step 61, start to acquire the input data, including the current speed, the current SOC and the 301 slope point information;

[0135] Step 62, calculate the slope data;

[0136] Step 63, calculate the maximum speed limit of the slope calculation corresponding section;

[0137] Step 64, calculate the maximum speed limit of the slope calculation corresponding section; ​

[0138] Step 64, adjust the reference vehicle speed according to the slope;

[0139] Step 65, calculate the required power at each position of the future road section, including rolling resistance, air resistance and slope resistance; according to the relationship between the required power and the maximum power of the engine, it is divided into four cases for processing:

[0140] When the required power > 0 and is greater than the maximum power of the engine, the motor auxiliary drive is calculated, the power difference of the road section is calculated, the driving power and the electrical accessory power are converted into the discharge amount (KWh) together, and further converted into the SOC difference;

[0141] When the required power > 0 but is not greater than the maximum power of the engine, the pure oil travels, the motor does not need to charge and discharge in this road section, only the discharge amount of the electrical accessory power is calculated, and further converted into the SOC difference;

[0142] When the required power ≤ 0 and is greater than the maximum negative power of the motor, the braking energy is recovered: when the absolute value of the required power is not greater than the electrical accessory power, the required power and the electrical accessory power are calculated together to calculate the discharge amount of the road section, and further converted into the SOC difference; when the absolute value of the required power is greater than the electrical accessory power, the required power and the electrical accessory power are calculated together to calculate the charging amount of the road section, and further converted into the SOC difference;

[0143] When the required power ≤ 0 and is not greater than the maximum negative power of the motor, the charging amount of the road section is calculated according to the maximum negative power of the motor and the electrical accessory power, and further converted into the SOC difference;

[0144] According to the distance from the current position of the vehicle to 30km, the SOC difference of the next road section is calculated step by step to calculate the limit SOC;

[0145] In various cases, if the limit SOC of the next road section is in the range of 0.2-0.95, recalculate; if it is out of the range, adjust the corresponding charging and discharging; if all road sections are not out of the range, maintain the power, and finally output the SOC prediction value at the next time.

[0146] Specifically, it is described as follows:

[0147] I. When the required power > 0 and the required power is greater than the maximum power of the engine:

[0148] The system enters the motor auxiliary driving mode.

[0149] 1. Calculate the power difference (required power - maximum power of the engine), and convert the power difference and the electrical accessory power into the discharge amount of the battery (unit: kWh) together;

[0150] 2、Convert the discharge amount into the SOC difference, and the calculation formula is: SOC difference = amount of change / total battery capacity; (here the amount is reduced, and the SOC difference is negative)

[0151] II. When demand power > 0 and demand power ≤ engine maximum power:

[0152] The system enters the pure oil driving mode, the motor does not need to charge and discharge, only the accessory power is calculated to discharge the battery, and the SOC difference is converted, and the calculation formula is: SOC difference = amount of change / total battery capacity (here the amount is reduced, and the SOC difference is negative).

[0153] III. When demand power ≤ 0 and demand power > motor maximum negative power:

[0154] The system enters the brake energy recovery mode

[0155] 1. When the absolute value of demand power is less than the electrical accessory power, the discharge amount is calculated according to the demand power and the electrical accessory power, and the discharge amount is converted into the SOC difference, and the calculation formula is: SOC difference = amount of change / total battery capacity (here the amount is reduced, and the SOC difference is negative);

[0156] 2. When the absolute value of demand power is greater than or equal to the electrical accessory power, the charge amount is calculated according to the demand power and the electrical accessory power, and the charge amount is converted into the SOC difference, and the calculation formula is: SOC difference = amount of change / total battery capacity (here the amount is increased, and the SOC difference is positive);

[0157] IV. When demand power ≤ 0 and the absolute value of demand power is ≤ the absolute value of the maximum negative power of the motor:

[0158] The system enters the brake energy recovery mode, the charge amount is calculated according to the maximum negative power of the motor and the electrical accessory power, and the charge amount is converted into the SOC difference, and the calculation formula is: SOC difference = amount of change / total battery capacity (here the amount is increased, and the SOC difference is positive);

[0159] V. Predict the limit SOC value of the future section: take the current SOC as the initial value, and the current position of the vehicle as the starting point, and calculate the limit SOC of the future section by adding the SOC difference of each section in the order of distance;

[0160] 1. The next section limit SOC = current section SOC + SOC difference (since the SOC difference is negative for discharge and positive for charge, here the current section SOC should be added to the SOC difference);

[0161] 2. According to the predicted limit SOC value, make a judgment and adjustment:

[0162] If the next segment limit SOC is between 0.2 and 0.95, and the next segment is not the last 30km segment, then the limit SOC is taken as the initial value to continue calculating the next segment limit SOC;

[0163] If the next segment limit SOC is not between 0.2 and 0.95, and the limit value is > 0.95, then discharge adjustment is performed: next time SOC = current SOC - (limit SOC - 0.95), and output this predicted value;

[0164] If the next segment limit SOC is not between 0.2 and 0.95, and the limit value is < 0.2, then charging adjustment is performed: next time SOC = current SOC + (0.2 - limit SOC), and output this predicted value;

[0165] If the next segment limit SOC is between 0.2 and 0.95, and the next segment is the last 30km segment, then power maintenance is performed, and the SOC is set to 0.45, and this predicted value is output.

[0166] The oil-saving control method of the map-based predictive cruise of the application has the following beneficial effects:

[0167] More accurate prediction: By dividing the road ahead into specific types such as continuous uphill and downhill, and segmenting at a resolution of 100 meters, the energy planning is more in line with the actual road conditions, greatly improving the foresight and accuracy of energy consumption prediction.

[0168] More optimized and stable control: Using a dual cost function that combines driving force minimization (fuel saving) and speed deviation minimization (smoothness) for optimization, it can reduce fuel consumption while effectively suppressing speed fluctuations, improving driving comfort, and avoiding energy waste caused by frequent acceleration or braking.

[0169] More intelligent and global energy management: By including battery consumption (Batt) in the overall energy calculation, it realizes foresighted intelligent switching of engine and motor working modes (such as auxiliary driving, pure oil driving, brake energy recovery, etc.), and dynamically adjusts the battery SOC to maintain it in the high-efficiency interval of 0.2-0.95, thereby achieving global energy optimal consumption throughout the journey, with significant fuel saving effect.

[0170] More comprehensive benefits: Ultimately, the above-mentioned technologies work together to achieve the comprehensive benefits of reducing fuel consumption, reducing use cost and exhaust emission.

[0171] The above merely describes preferred embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can make equivalent replacements or changes within the technical scope disclosed by the present application and according to the technical solutions and inventive concept of the present application, which should be covered within the protection scope of the present application.

Claims

1. A fuel-saving control method for map-based predictive cruise, characterized by, Comprising the following steps: Step 1, divide the road into several road condition types; based on the distance and corresponding slope information within 30km in front sent by the off-line map of the vehicle, determine the road condition type to which the road within 30km in front belongs; Step 2, according to the road condition type determined in step 1, divide the whole journey into multiple dry sections with an interval of 100m; Step 3, for each small section divided in step 2, calculate the energy consumed by the vehicle driving, and the calculation formula is: + （1） In formula (1), the meanings of various symbols are as follows: represents the vehicle wheel end driving force; represents the distance of each segment; represents the kinetic energy change amount; energy representing the vehicle resistance consumption; The calculation formula is: （2） In formula (2), the meanings of various symbols are as follows: terminal velocity representing the distance of each section; denotes the initial velocity for each segment distance; The calculation formula is: （3） In formula (3), the meanings of various symbols are as follows: Indicates the total mass of the vehicle; denotes the road friction coefficient; denotes the slope angle of each segment; represents the air resistance coefficient; represents the air density; represents the windward area; g represents the gravitational acceleration; Step 4, based on step 3, perform cost evaluation according to two constraint conditions; the cost evaluation method comprises the following steps: Step 41, taking the minimization of the driving force and braking force at the wheel end of the vehicle as the target, avoid unnecessary acceleration and deceleration, thereby reducing fuel consumption, and the calculation formula of cost 1 is: （5） In formula (5), the meanings of various symbols are as follows: denotes the cost 1, i.e. the cost based on the minimum fuel consumption; represents the vehicle wheel end driving force for each segment; Step 42, taking the target of approaching the set vehicle speed and reducing the vehicle speed fluctuation, the calculation formula of cost 2 is: （6） In formula (6), the meanings of various symbols are as follows: denotes the cost 2, i.e. the cost based on the steady speed optimum; Vtarget represents the target vehicle speed; Step 43, calculate the total cost, and the calculation formula of the total cost is: （7） In formula (7), the meanings of various symbols are as follows: represents the total cost, i.e. a weighted sum of cost 1 and cost 2; denotes the weight coefficient 1; denotes the weight coefficient 2; represents the first segment kinetic energy change amount; represents the first segment kinetic energy change amount; Step 5, total cost calculated according to step 3 determining the optimal energy consumption by determining the optimal vehicle speed for each section interval to minimize the total cost; Step 6, for each segment divided in Step 2, calculate the consumed vehicle electricity ; Step 7, for each small section divided in step 2, combine the total energy consumption and the electric quantity consumption of each section obtained in steps 3 and 6 to calculate the energy consumed by the engine, and the formula is: （4） In formula (4), the meanings of various symbols are as follows: represents the consumed vehicle electrical quantity; represents the energy consumed by the engine.

2. The fuel-saving control method of map-based predictive cruise according to claim 1, characterized by: In the first step, the several road condition types include one of continuous uphill, continuous downhill, uphill first and then downhill, downhill first and then uphill, and flat road.

3. The method of claim 1, wherein the method is characterized by: The vehicle electric power consumed in the 6th step This is calculated as follows: Step 61, start to obtain input data, including the current vehicle speed, the current SOC, and the 301 slope point information; Step 62, calculate the slope data; Step 63, calculate the maximum speed limit of the road section corresponding to the slope calculation; Step 64, adjust the reference vehicle speed according to the slope; Step 65, calculate the required power of each position of the future road section, including the rolling resistance, air resistance, and slope resistance; according to the relationship between the required power and the maximum power of the engine, four cases are processed: When the required power is greater than 0 and greater than the maximum power of the engine, the motor assists driving, the power difference of the road section is calculated, the driving power and the electrical accessory power are converted into the discharge quantity (KWh) together, and further converted into the SOC difference value; When the required power is greater than 0 but not greater than the maximum power of the engine, the vehicle travels purely on oil, the motor does not need to charge and discharge in this road section, only the discharge quantity of the electrical accessory power is calculated, and further converted into the SOC difference value; When the required power is less than or equal to 0 and greater than the maximum negative power of the motor, the braking energy is recovered: when the absolute value of the required power is not greater than the electrical accessory power, the discharge quantity of the road section is calculated together with the required power and the electrical accessory power, and further converted into the SOC difference value; when the absolute value of the required power is greater than the electrical accessory power, the charging quantity of the road section is calculated together with the required power and the electrical accessory power, and further converted into the SOC difference value; When the required power is less than or equal to 0 and is not greater than the maximum negative power of the motor, the charging amount of the section is calculated according to the maximum negative power of the motor and the power of the electrical accessories, and is further converted into a SOC difference value; According to the distance sequence from the current position of the vehicle to 30 km, the SOC difference value of the next section is calculated step by step to obtain the limit SOC; In various cases, if the limit SOC of the next section is within the range of 0.2-0.95, recalculation is performed; If the limit SOC is out of the range, corresponding charging and discharging adjustment is performed; If all the sections are within the range, the power is maintained, and the SOC prediction value at the next time is finally output.

Images