Vehicle control method and system, and chip, controller, vehicle and storage medium

Abstract

A vehicle control method, a vehicle control system, a chip, a controller, a vehicle, and a computer-readable storage medium. The vehicle control method comprises: acquiring an intended travel route of a vehicle, wherein the intended travel route is divided into k road segments, k being an integer greater than 1 (101); determining target SOCs for the k road segments, wherein a target SOC for an ith road segment is related to road condition information of road segments before and / or after the ith road segment, and i=2, 3, 4,…, k-1 (102); and when the vehicle travels on the intended travel route, controlling at least one of an engine and an electric motor of the vehicle on the basis of an actual SOC of a power battery of the vehicle and a target SOC for the road segment where the vehicle is located (103).

Description

Vehicle control method, system, chip, controller, vehicle and storage medium Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle control system, a chip, a controller, a vehicle, and a computer-readable storage medium. Background Art

[0002] Current hybrid electric vehicle (HEV) energy management strategies primarily prioritize meeting power requirements, maintaining the battery's state of charge (SOC), and ensuring the efficiency of the powertrain. During vehicle operation, these strategies rationally allocate power to each power source based on its efficiency characteristics to improve the system's driving efficiency. However, these energy management strategies, which rely solely on the vehicle's operating conditions to manage energy, often result in wasted energy.

[0003] Summary of the Invention

[0004] The present application aims to solve one of the technical problems in the related art at least to a certain extent.

[0005] To achieve the above objectives, a first embodiment of the present application provides a vehicle control method, comprising:

[0006] Obtaining a pre-travel route of the vehicle, where the pre-travel route is divided into k sections, where k is an integer greater than 1;

[0007] Determine target SOCs for k road segments, where the target SOC for the i-th road segment is related to road condition information of road segments before and / or after the i-th road segment, where i = 2, 3, 4, ..., k-1;

[0008] When the vehicle is traveling on the pre-driving route, at least one of the vehicle's engine and motor is controlled according to the actual SOC of the vehicle's power battery and the target SOC of the road section where the vehicle is located.

[0009] This method divides the vehicle's planned driving route into sections, comprehensively considers the road condition information of multiple sections, and determines the target SOC corresponding to each section. When the vehicle is driving on each section, it operates according to the target SOC of the section, and the vehicle can travel on the planned driving route with lower energy consumption.

[0010] In addition, the vehicle control method according to the above embodiment of the present application may also have the following additional technical features:

[0011] According to one embodiment of the present application, determining target SOCs for k road sections includes:

[0012] Determining predicted required energy consumption for at least k-1 road sections based on traffic condition information for at least k-1 consecutive road sections;

[0013] Determine the target SOC of k road sections based on the predicted required energy consumption of at least k-1 road sections.

[0014] According to one embodiment of the present application, determining target SOCs for k road sections based on predicted required energy consumptions of at least k-1 road sections includes: determining predicted SOC changes for corresponding road sections based on the predicted required energy consumptions;

[0015] The target SOCs of the k road sections are determined based on the predicted SOC changes of at least k-1 road sections.

[0016] According to one embodiment of the present application, determining target SOCs for k road sections based on predicted SOC changes for at least k-1 road sections includes:

[0017] Determining a predicted SOC range of the vehicle at the end of k road sections based on the predicted SOC changes of at least k-1 road sections;

[0018] Based on the predicted SOC ranges of the k road sections, the target SOCs of the k road sections are determined.

[0019] According to one embodiment of the present application, determining target SOCs for the k road sections based on predicted SOC ranges for the k road sections includes:

[0020] Based on the predicted SOC ranges of k road sections, multiple candidate SOC sequences are determined;

[0021] A target SOC sequence is determined among a plurality of candidate SOC sequences, wherein the target SOC sequence is one of the plurality of candidate SOC sequences that can enable the vehicle to have the lowest equivalent fuel consumption when operating on the pre-travel route.

[0022] According to one embodiment of the present application, a method for determining a candidate SOC sequence includes:

[0023] An SOC is selected from the predicted SOC ranges of the k road sections respectively to obtain a candidate SOC sequence from a plurality of candidate SOC sequences.

[0024] According to one embodiment of the present application, the predicted SOC range at the end of the first section of the pre-travel route is determined based on the vehicle's initial SOC on the pre-travel route and the predicted SOC change of the first section;

[0025] The predicted SOC range at the end of the non-first section of the planned driving route is determined based on the predicted SOC change of the non-first section and the predicted SOC range at the end of the section before the non-first section.

[0026] According to one embodiment of the present application, the predicted SOC change includes a first predicted SOC change and a second predicted SOC change; the upper limit of the predicted SOC range for the first section of the planned driving route is determined based on the initial SOC and the first predicted SOC change for the first section, the first predicted SOC change being the SOC change when the vehicle travels at the maximum allowed generated power on the corresponding section;

[0027] The lower limit of the predicted SOC range for the first road section is determined based on the initial SOC and a second predicted SOC change for the first road section, where the second predicted SOC change is the SOC change for the vehicle traveling at the maximum allowable discharge power on the corresponding road section. The upper limit of the predicted SOC range for non-first road sections of the planned travel route is determined based on the first predicted SOC change for the non-first road section and the upper limit of the predicted SOC range for the road section immediately preceding the non-first road section.

[0028] The lower limit value of the predicted SOC range of the non-first road section is determined based on the second predicted SOC change amount of the non-first road section and the lower limit value of the predicted SOC range of the road section before the non-first road section.

[0029] According to one embodiment of the present application, the predicted SOC range of the target section in the pre-travel route is determined based on a first predicted SOC range of the target section and a second predicted SOC range of the target section;

[0030] In the case where the target section is the first section of the pre-travel route, the first predicted SOC range of the target section is determined based on the initial SOC of the vehicle in the pre-travel route and the predicted SOC change of the target section;

[0031] In the case where the target section is not the first section of the planned driving route, the first predicted SOC range of the target section is determined based on the first predicted SOC range of a section preceding the target section and the predicted SOC change of the target section;

[0032] When the target section is the last section of the pre-travel route, the second predicted SOC range of the target section is the end SOC of the power battery when the vehicle reaches the end of the pre-travel route;

[0033] When the target section is not the last section of the pre-travel route, the second predicted SOC range of the target section is determined based on the second predicted SOC range of the next section and the predicted SOC change amount of the next section.

[0034] According to one embodiment of the present application, the predicted SOC range of the target road section is the intersection of the first predicted SOC range of the target road section and the second predicted SOC range of the target road section.

[0035] According to one embodiment of the present application, the predicted SOC change of the target section is determined based on the charge and discharge power range corresponding to the target section; the charge and discharge power range is obtained based on at least one of the following:

[0036] The predicted energy consumption required for the vehicle to travel on the corresponding road section is determined based on the road condition information of the corresponding road section;

[0037] The vehicle's engine noise, vibration and harshness (NVH) limits power;

[0038] The maximum charge and discharge power of the power battery.

[0039] According to one embodiment of the present application, the predicted required energy consumption of the target road section is obtained based on the road condition information and energy consumption impact information of the target road section, wherein the energy consumption impact information includes at least one of the user's driving style information and vehicle condition information.

[0040] According to one embodiment of the present application, the predicted SOC range includes only one value, which is recorded as the target value; based on the predicted SOC ranges of k road sections, determining the target SOC of the k road sections includes:

[0041] The target values ​​of the predicted SOC ranges of the k road sections are determined as the target SOCs of the k road sections.

[0042] According to one embodiment of the present application, a method for determining the predicted SOC ranges of k road sections includes:

[0043] Determine the final SOC of the power battery when the vehicle reaches the end of the pre-travel route;

[0044] The target values ​​for k sections are determined based on the predicted SOC changes and the endpoint SOC of at least k-1 sections. According to one embodiment of the present application, the target value for the kth section is the endpoint SOC, and the target value for the j-1th section is calculated based on the target value for the jth section and the predicted SOC change for the jth section, where j = 2, 3, 4, ..., k.

[0045] According to one embodiment of the present application, the endpoint SOC is determined based on the initial SOC of the vehicle's power battery on the pre-driving route.

[0046] According to one embodiment of the present application, when the initial SOC is greater than or equal to the first preset threshold, the endpoint SOC is the second preset threshold;

[0047] When the initial SOC is less than the first preset threshold, the end SOC is the first preset threshold; wherein the second preset threshold is greater than the first preset threshold.

[0048] According to one embodiment of the present application, a method for determining the predicted SOC ranges of k road sections includes:

[0049] Obtaining the initial SOC of the vehicle's power battery on the pre-driving route;

[0050] The target values ​​of the k road sections are determined based on the predicted SOC changes and the initial SOC of at least k-1 road sections.

[0051] According to one embodiment of the present application, the target value of the first section is calculated based on the initial SOC and the predicted SOC change of the first section, and the target value of the jth section is calculated based on the target value of the j-1th section and the predicted SOC change of the jth section, where j = 2, 3, 4,…, k.

[0052] According to one embodiment of the present application, road condition information includes road type, congestion level and distance length; the predicted required energy consumption of the target section in the pre-driving route is determined based on the unit distance power consumption and distance length of the target section, and the unit distance power consumption of the target section is determined based on the road type and congestion level of the target section. The predicted required energy consumption of the target section is used as the predicted SOC change of the target section.

[0053] According to one embodiment of the present application, the road condition information includes the road type, the congestion level and the time required for passage; the predicted energy consumption requirement of the target section in the pre-driving route is determined based on the SOC change rate of the target section and the time required for passage, the SOC change rate of the target section is determined based on the road type and congestion level of the target section, and the predicted energy consumption requirement of the target section is used as the predicted SOC change amount of the target section.

[0054] According to one embodiment of the present application, the power consumption per unit distance of the target road section is obtained by querying a preset table based on the road type and congestion level of the target road section, wherein the preset table stores the correspondence between the road type, congestion level and power consumption per unit distance.

[0055] According to one embodiment of the present application, after the vehicle travels a preset distance, the power consumption per unit distance in the preset table is updated based on the actual power consumption per unit distance of the vehicle on the preset distance. According to one embodiment of the present application, the power consumption per unit distance in the preset table is updated to the actual power consumption per unit distance;

[0056] Alternatively, the unit trip power consumption to be updated in the preset table is updated to the target unit trip power consumption, which is calculated based on the unit trip power consumption to be updated, the first weight corresponding to the unit trip power consumption to be updated, the actual unit trip power consumption and the second weight corresponding to the actual unit trip power consumption.

[0057] According to one embodiment of the present application, controlling at least one of an engine and a motor of a vehicle based on an actual SOC of a vehicle power battery and a target SOC of a road section on which the vehicle is located includes:

[0058] According to the actual SOC and the target SOC, the vehicle is controlled to travel in pure electric mode or hybrid mode, wherein the motor works in pure electric mode and at least one of the engine and the motor works in hybrid mode.

[0059] According to one embodiment of the present application, controlling a vehicle to travel in a pure electric mode or a hybrid mode based on an actual SOC and a target SOC includes: when the vehicle speed is greater than or equal to a preset speed threshold:

[0060] When the difference between the actual SOC and the target SOC is greater than or equal to the preset difference, the vehicle is controlled to travel in pure electric mode;

[0061] When the difference between the actual SOC and the target SOC is less than a preset difference, the vehicle is controlled to travel in hybrid mode. According to one embodiment of the present application, when the vehicle speed is less than a speed threshold, the vehicle is controlled to travel in pure electric mode.

[0062] According to one embodiment of the present application, the vehicle speed threshold is positively correlated with the actual SOC.

[0063] According to one embodiment of the present application, the road condition information includes: at least one of: road type, road name, road traffic signs, road speed limit, congestion level, distance length, travel time, average speed, slope, traffic light information and weather information.

[0064] According to one embodiment of the present application, the k road sections are obtained by dividing according to at least one of road type and average vehicle speed.

[0065] According to one embodiment of the present application, the distance length of the road segment is greater than or equal to a preset distance threshold.

[0066] According to one embodiment of the present application, controlling at least one of an engine and a motor of a vehicle based on an actual SOC of a vehicle power battery and a target SOC of a road section on which the vehicle is located includes:

[0067] Determine the category coefficient of the target section according to the road condition information of the target section in the pre-travel route; determine the equivalent factor corresponding to the target section according to the target SOC of the target section and the category coefficient of the target section;

[0068] Using the equivalent factor and the equivalent fuel consumption minimum strategy ECMS, the first instantaneous output power of the vehicle's power battery at each moment of operation on the target road section is determined;

[0069] The engine and motor of the vehicle are controlled according to the actual SOC and the first instantaneous output power.

[0070] According to one embodiment of the present application, the equivalent factor corresponding to the target road section is obtained by looking up the table based on the category coefficient and target SOC of the target road section. According to one embodiment of the present application, the first instantaneous output power of the power battery running on the target road section is calculated according to the following formula:

[0071] argH(u,SOC(t),t)=argmeng(u,t)+s(t)*SOC(t),

[0072] Wherein, H(u, SOC(t), t) is the Hamiltonian function established according to ECMS, argH(u, SOC(t), t) is the first instantaneous output power of the power battery at time t, meng(u, t) is the vehicle's engine fuel consumption, s(t) is the equivalent factor at time t, SOC(t) is the SOC of the power battery at time t, SOC(t) is the SOC change rate, and u is the vehicle's engine fuel consumption rate.

[0073] According to one embodiment of the present application, controlling the engine and the motor of the vehicle according to the actual SOC and the first instantaneous output power includes:

[0074] Get the required power of the vehicle at time t;

[0075] Determine the second instantaneous output power of the engine at time t and the third instantaneous output power of the power battery at time t based on the actual SOC, the required power, the first instantaneous output power of the power battery at time t, and the NVH limit power of the engine;

[0076] controlling the power battery to drive the motor according to the third instantaneous output power;

[0077] The engine is controlled based on the second instantaneous output power.

[0078] According to one embodiment of the present application, the method further includes: if the following conditions are met, re-determining the target SOC, the conditions including at least one of the following:

[0079] When the vehicle is running on the target road section, the difference between the actual SOC of the vehicle power battery and the target SOC of the target road section is greater than the set threshold;

[0080] The position of the vehicle deviates from the planned driving route; when the vehicle is running on the target section, the road condition of the target section changes.

[0081] According to one embodiment of the present application, the pre-travel route is at least a portion of the road passed by the navigation route determined by the user in a map application.

[0082] To achieve the above objectives, a second embodiment of the present application provides a vehicle control system, the system comprising:

[0083] Motor;

[0084] engine;

[0085] Power battery, used to power the motor;

[0086] A controller is directly or indirectly connected to the motor and the engine, and is used to obtain a pre-driving route of the vehicle, where the pre-driving route is divided into k sections, where k is an integer greater than 1; determine target SOCs for the k sections, where the target SOC of the i-th section is related to road condition information of sections before and / or after the i-th section, where i = 2, 3, 4, ..., k-1; and when the vehicle is traveling on the pre-driving route, control at least one of the engine and the motor of the vehicle based on the actual SOC of the vehicle's power battery and the target SOC of the section where the vehicle is located.

[0087] According to one embodiment of the present application, the system further includes:

[0088] A generator for generating electricity to charge the power battery;

[0089] The controller is also directly or indirectly connected to the generator, and is used to control the operating status of the vehicle's engine, motor and generator according to the actual SOC and the target SOC of the road section where the vehicle is located when the vehicle is traveling on the pre-driving route.

[0090] According to one embodiment of the present application, the system further includes:

[0091] Positioning system, used to locate the vehicle and obtain vehicle location information;

[0092] The controller is used to:

[0093] Determine the road section where the vehicle is located based on the vehicle position information.

[0094] According to one embodiment of the present application, the system further includes:

[0095] A sensor for obtaining the vehicle's speed;

[0096] The controller is used to:

[0097] When the vehicle speed is greater than or equal to the preset speed threshold:

[0098] When the difference between the actual SOC and the target SOC is greater than or equal to the preset difference, the motor is controlled to operate;

[0099] When the difference between the actual SOC and the target SOC is less than a preset difference, controlling at least one of the motor, the engine, and the generator to operate;

[0100] When the vehicle speed is less than the vehicle speed threshold, the motor is controlled to operate.

[0101] In this system, the controller divides the vehicle's planned driving route into sections, comprehensively considers the road condition information of multiple sections, and determines the target SOC corresponding to each section. When the vehicle is driving on each section, the motor is controlled according to the target SOC of the section, allowing the vehicle to travel on the planned driving route with lower energy consumption.

[0102] To achieve the above-mentioned purpose, the third embodiment of the present application also proposes a chip, including a processor, which is used to call and run a computer program from a memory so that a vehicle equipped with the chip can execute the vehicle control method of the first embodiment mentioned above.

[0103] According to the chip of the embodiment of the present application, based on the above-mentioned vehicle control method, the vehicle can pass on the pre-driving route with lower energy consumption.

[0104] To achieve the above-mentioned purpose, the fourth embodiment of the present application also proposes a controller, including a processor, which is used to call and run a computer program from a memory so that a vehicle equipped with the controller executes the vehicle control method of the first embodiment mentioned above.

[0105] According to the controller of the embodiment of the present application, based on the above-mentioned vehicle control method, the vehicle can pass through the pre-driving route with lower energy consumption.

[0106] To achieve the above-mentioned objectives, the fifth embodiment of the present application also proposes a vehicle, including a memory, a processor, and a computer program stored in the memory and runnable on the processor. When the computer program is executed by the processor, the vehicle control method of the first embodiment mentioned above is implemented.

[0107] According to the vehicle of the embodiment of the present application, based on the above-mentioned vehicle control method, the vehicle can travel on the pre-driving route with lower energy consumption.

[0108] In order to achieve the above-mentioned purpose, the sixth embodiment of the present application further proposes a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the vehicle control method of the first embodiment mentioned above is implemented.

[0109] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0110] The above and other purposes, features, and advantages of the present application will become more apparent through a more detailed description of the embodiments of the present application in conjunction with the accompanying drawings. The accompanying drawings are intended to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the drawings, the same reference numerals generally represent the same components or steps.

[0111] FIG1 is a flow chart of a vehicle control method according to an embodiment of the present application;

[0112] FIG2 is a schematic diagram of road segment division according to an embodiment of the present application;

[0113] FIG3 is a schematic diagram of a predicted SOC range according to one embodiment of the present application;

[0114] FIG4 is a schematic diagram of another predicted SOC range according to one embodiment of the present application;

[0115] FIG5 is a block diagram of a vehicle control system according to one embodiment of the present application;

[0116] FIG6 is a block diagram of another vehicle control system according to one embodiment of the present application;

[0117] FIG7 is a block diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0118] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0119] The following describes the vehicle control method, vehicle control system, chip, controller, vehicle and computer-readable storage medium proposed in the embodiments of the present application with reference to the accompanying drawings.

[0120] Current hybrid vehicle energy management strategies primarily prioritize meeting power requirements, maintaining battery SOC, and maintaining powertrain efficiency. During vehicle operation, these energy management strategies rationally allocate power among power sources based on their efficiency characteristics to improve the system's driving efficiency. However, these energy management strategies rely solely on the vehicle's operating conditions, failing to consider the impact of road conditions on overall vehicle energy consumption, leading to wasted energy. To address these issues, this application proposes a vehicle control method.

[0121] As shown in FIG1 , the vehicle control method according to an embodiment of the present application may include:

[0122] Step 101: Obtain a pre-travel route of the vehicle. The pre-travel route is divided into k sections, where k is an integer greater than 1.

[0123] Step 102 : determining target SOCs of k road sections, wherein the target SOC of the i-th road section is related to the road condition information of the road sections before and / or after the i-th road section, i=2, 3, 4, ..., k-1.

[0124] Step 103 : When the vehicle is traveling on the pre-travel route, at least one of the engine and the motor of the vehicle is controlled according to the actual SOC of the vehicle's power battery and the target SOC of the road section where the vehicle is located.

[0125] Specifically, the pre-travel route is the road that the vehicle will travel. For example, the vehicle's departure point is location A, and the vehicle's destination is location E. There are three roads from location A to location E, including a first road, a second road, and a third road. If the driver of the vehicle plans to take the second road, at least part of the second road is the pre-travel route in the embodiment of the present application. The pre-travel route includes at least one road segment. As shown in Figure 2, after the pre-travel route is segmented, four road segments are obtained, namely, Section 1, Section 2, Section 3, and Section 4. The starting point of Section 1 is the starting point of the pre-travel route, and the end point of Section 4 is the end point of the pre-travel route. Adjacent road segments are connected end to end.

[0126] The pre-travel route is divided into k sections. When the vehicle arrives at the departure point, the target SOC for each of these k sections can be determined. Following the preset travel direction of the pre-travel route, the first of these k sections is the first section the vehicle will traverse, and the kth section is the last section the vehicle will traverse.

[0127] In one achievable approach, the target SOC for the i-th road segment is related to the road condition information of the road segment preceding the i-th road segment. For example, the target SOC for the second road segment is related to the road condition information of the first road segment, and the target SOC for the third road segment is related to the road condition information of both the first and second road segments.

[0128] In one achievable approach, the target SOC for the i-th road segment is correlated with the road condition information for the road segment following the i-th road segment. For example, the target SOC for the k-2-th road segment is correlated with the road condition information for the k-1-th road segment and the road condition information for the k-th road segment, and the target SOC for the k-1-th road segment is correlated with the road condition information for the k-th road segment.

[0129] In one achievable approach, the target SOC of the i-th road segment is correlated with the road condition information of the road segments before and after the i-th road segment. For example, the target SOC of the third road segment is correlated with the road condition information of the first road segment, the second road segment, and the road condition information of the fourth to k-th road segments.

[0130] Before the vehicle departs, it determines the target SOC for k road sections. After departure, the vehicle controls at least one of its engine and motor based on the target SOC for the road section it is on and the vehicle's actual SOC during travel. For example, if the vehicle is currently traveling on the third road section, the vehicle controls at least one of its engine and motor based on the power battery's actual SOC at that moment and the target SOC for the third road section. By comprehensively considering road condition information for multiple road sections and determining the target SOC for each road section, the vehicle controls the motor's operation based on the target SOC for each road section, enabling the vehicle to travel along the planned route with lower energy consumption.

[0131] In some embodiments, obtaining a pre-travel route may include obtaining a navigation route determined by a user in a map application and determining at least a portion of the roads traversed by the navigation route as the pre-travel route. Specifically, the pre-travel route may be determined based on a start point and an end point selected by the user in the map. After the user selects the start point and the end point, the map may recommend at least one navigation route to the user. In embodiments of the present application, at least a portion of the roads traversed by the navigation route determined by the user may be determined as the pre-travel route.

[0132] In some embodiments, the method of obtaining the pre-travel route may include: predicting and determining the pre-travel route of the vehicle based on the current location and travel direction of the vehicle, which can be specifically set according to actual conditions.

[0133] In some embodiments, a road section may correspond to a target SOC. Based on this, the target SOC is the battery SOC that the vehicle expects to reach at the end of driving on a road section. During driving, the vehicle can control the remaining battery power by switching the driving mode according to the target SOC. A road section may also correspond to at least two target SOCs. Based on this, a road section can be divided into multiple intervals, each interval corresponding to a target SOC. When the vehicle is driving in an interval, the remaining battery power can be controlled by switching the driving mode according to the target SOC of the interval. Among them, the driving mode includes pure electric mode and hybrid mode.

[0134] In some embodiments, the k road segments of the pre-travel route are divided based on at least one of road type and average vehicle speed. For example, roads of the same road type are divided into one segment, or roads of the same average vehicle speed are divided into one segment, or roads of the same road type and the same average vehicle speed are divided into one segment. It should be noted that the average vehicle speed refers to the average speed of vehicles historically traveling along the road. The same average vehicle speed means that the average vehicle speeds are within the same speed range.

[0135] In some embodiments, the distance length of the road segment is greater than or equal to a preset distance threshold. By constraining the distance length of each road segment, it is possible to ensure that the number of divided road segments is not too large, thereby reducing the situation where the amount of calculation is too large.

[0136] In some embodiments, determining the target SOC of k road sections includes: determining the predicted required energy consumption of at least k-1 road sections based on road condition information of at least k-1 consecutive road sections; and determining the target SOC of the k road sections based on the predicted required energy consumption of at least k-1 road sections.

[0137] Map applications can be used to obtain road condition information for each road section. Based on this information, the predicted energy consumption requirement for each road section can be determined. The predicted energy consumption requirement can be the predicted energy consumption required for the entire vehicle traveling on that road section, or it can be the predicted power consumption required for the vehicle traveling on that road section. Since the vehicle's initial SOC at the departure point is known, the target SOC for k sections of the planned route can be determined based on the predicted energy consumption requirements for at least k-1 sections. The vehicle can then control driving based on this target SOC, making the vehicle's driving mode (pure electric mode, hybrid mode) more suitable for the corresponding road section and reducing the vehicle's energy consumption.

[0138] In some embodiments, the above-mentioned determination of the target SOC of k road sections based on the predicted required energy consumption of at least k-1 road sections includes: determining the predicted SOC change of the corresponding road section based on the predicted required energy consumption; determining the target SOC of the k road sections based on the predicted SOC change of at least k-1 road sections.

[0139] The predicted SOC change refers to the predicted change in the vehicle's SOC from the starting point to the end point of a road section. For any road section, if the predicted energy consumption requirement for that section is available, the predicted SOC change for that section can be determined based on that predicted energy consumption requirement. Since the vehicle's initial SOC at the departure point is known, the target SOC for k sections can be determined based on the predicted SOC change for at least one section.

[0140] In some embodiments, the above-mentioned determination of the target SOC of k road sections based on the predicted SOC changes of at least k-1 road sections includes: determining the predicted SOC range of the vehicle at the end of k road sections based on the predicted SOC changes of at least k-1 road sections; and determining the target SOC of the k road sections based on the predicted SOC range of the k road sections.

[0141] The predicted SOC range is the predicted range of the vehicle's power battery SOC at the end of a road section. For example, if the battery SOC is predicted to be between 50% and 60% after the vehicle completes the second road section, the predicted SOC range at the end of the second road section is 50% to 60%. If the vehicle's initial SOC at the departure point is known, the predicted SOC range at the end of k sections can be calculated based on the predicted SOC changes for at least k-1 sections. The target SOC for each k section can be determined using the SOC ranges for these k sections.

[0142] In some embodiments, based on the predicted SOC ranges of the k road sections, the target SOCs of the k road sections are determined, including: determining multiple candidate SOC sequences based on the predicted SOC ranges of the k road sections; determining a target SOC sequence among the multiple candidate SOC sequences, wherein the target SOC sequence is the one among the multiple candidate SOC sequences that can enable the vehicle to operate with the lowest equivalent fuel consumption on the pre-driving route.

[0143] Among them, multiple candidate SOC sequences can be determined based on the predicted SOC range, where each candidate SOC sequence includes a group of SOCs; among the multiple candidate SOC sequences, the candidate SOC sequence that can minimize the equivalent fuel consumption of the vehicle when running on the predicted driving route is determined as the target SOC sequence; and the SOC included in the target SOC sequence is determined as the target SOC for each road section.

[0144] In some embodiments, the method of determining the candidate SOC sequence includes: selecting an SOC from the predicted SOC ranges of k road sections respectively to obtain a candidate SOC sequence from a plurality of candidate SOC sequences.

[0145] Specifically, a random SOC is selected from the predicted SOC range for each road section to obtain a set of SOCs, which is a candidate SOC sequence. After determining multiple candidate SOC sequences from the predicted SOC range, a target SOC sequence is determined that minimizes the vehicle's equivalent fuel consumption along the predicted route.

[0146] For example, a simulation model may be used to determine which candidate SOC sequence among multiple candidate SOC sequences can minimize the equivalent fuel consumption of the vehicle when operating on the pre-driving route.

[0147] Specifically, as shown in Figure 3, the initial SOC of point A is F. Assuming that point H is selected as the target SOC value within the battery predicted SOC range [I, G], point K is selected as the target SOC value within the battery predicted SOC range [L, J], point N is selected as the target SOC value within the battery predicted SOC range [Q, M], and point T is selected as the target SOC value within the battery predicted SOC range [X, R], then FHKNT is a candidate SOC sequence.

[0148] In some embodiments, a target SOC sequence that minimizes the vehicle's equivalent fuel consumption when operating along the pre-travel route from multiple candidate SOC sequences can be determined using methods such as dynamic programming algorithms and Pontryagin's minimum principle (PMP) algorithms. These algorithms use the predicted SOC range for each road section as the feasible domain of the state variable. For numerical calculations, the feasible domain needs to be discretized, that is, the predicted SOC range for each road section is discretized. Specifically, the discretization is performed at equal intervals. If the difference between the maximum and minimum SOC values ​​of a section is greater than 0.005, the SOC is discretized at intervals of 0.005; if the difference between the maximum and minimum SOC values ​​of a section is less than 0.005, the SOC is discretized into three equal intervals. The control variables are the operating mode and the engine operating point (torque, speed), where the operating modes include pure electric, series, and parallel. To reduce computing power requirements and accelerate the calculation process, the feasible domain of the engine operating point can be simplified. In the series and parallel modes, the engine operating point adopts the control line calculated based on the optimal system efficiency. Optimizing the engine operating point requires considering NVH constraints. NVH constraints are simplified to simply a speed-dependent constraint line that constrains engine speed. Solving the optimization problem within the feasible region yields a target SOC sequence that minimizes equivalent fuel consumption. The SOC included in this target SOC sequence can be used as the target SOC for each section of the pre-travel route.

[0149] In some embodiments, the predicted SOC range at the end of the first segment of the predicted travel route is determined based on the vehicle's initial SOC for the predicted travel route and a predicted SOC change for the first segment;

[0150] The predicted SOC range at the end of the non-first section of the planned driving route is determined based on the predicted SOC change of the non-first section and the predicted SOC range at the end of the section before the non-first section.

[0151] Specifically, the predicted SOC range of the vehicle at the end of the first section of the pre-driving route is determined based on the initial SOC and the predicted SOC change of the first section of the pre-driving route; for each section in the pre-driving route except the first section, the predicted SOC range of the vehicle at the end of the section is determined based on the predicted SOC change of the section and the predicted SOC range at the end of the previous section of the section.

[0152] That is, based on the predicted SOC change for the vehicle on the first segment and the vehicle's initial battery SOC on the first segment, the predicted SOC range for the vehicle at the end of the first segment is predicted. Based on the predicted SOC range at the end of the first segment and combined with the predicted SOC change for the second segment, the predicted SOC change for the vehicle at the end of the second segment is calculated. This process is repeated for each segment in the planned route.

[0153] In some embodiments, the predicted SOC change includes a first predicted SOC change and a second predicted SOC change; the upper limit value of the predicted SOC range of the first section of the pre-driving route is determined based on the initial SOC and the first predicted SOC change of the first section, and the first predicted SOC change is the SOC change when the vehicle travels at the maximum allowable power generation in the corresponding section; the lower limit value of the predicted SOC range of the first section is determined based on the initial SOC and the second predicted SOC change of the first section, and the second predicted SOC change is the SOC change when the vehicle travels at the maximum allowable discharge power in the corresponding section; the upper limit value of the predicted SOC range of the non-first section of the pre-driving route is determined based on the first predicted SOC change of the non-first section and the upper limit value of the predicted SOC range of the previous section of the non-first section; the lower limit value of the predicted SOC range of the non-first section is determined based on the second predicted SOC change of the non-first section and the lower limit value of the predicted SOC range of the previous section of the non-first section.

[0154] Specifically, the maximum power generation and maximum discharge power allowed for a vehicle on a corresponding road section are related to the vehicle's required energy consumption for that section. Taking the road section division shown in Figure 3 as an example, the first section is Section 1, corresponding to Section AB. As shown in Figure 3, the vehicle's initial SOC at point A is F. Assuming the vehicle is in hybrid mode, meaning it uses all fuel on Section 1 from point A to point B, with the battery in a charging state, the upper limit of the SOC at point B is G, i.e., the upper limit of the predicted SOC range for Section 1 is G. Assuming the vehicle is in pure electric mode, meaning it uses all electricity on Section 1 from point A to point B, with the battery in a discharging state, the lower limit of the SOC at point B is I, i.e., the lower limit of the predicted SOC range for Section 1 is I. Therefore, the predicted SOC range for Section 1 is [I, G]. Assuming the upper limit G of the battery SOC at point B is 75% and the lower limit I is 65%, the predicted SOC range for Section 1 is [65%, 75%]. The slope of line segment FG is related to the maximum power generation allowed by the vehicle on road segment 1, and the slope of line segment FI is related to the maximum power discharge allowed by the vehicle on road segment 1.

[0155] Next, assuming that segment BC is segment 2, the upper limit of the predicted SOC range for the vehicle at the end of segment 2 is determined based on the first predicted SOC change for segment 2 and the upper limit of the predicted SOC range corresponding to segment 1, the segment immediately preceding segment 2. The lower limit of the predicted SOC range for the vehicle at the end of segment 2 is determined based on the second predicted SOC change for segment 2 and the lower limit of the predicted SOC range corresponding to segment 1. First, using segment 1's battery SOC upper limit G as the initial battery SOC for segment 2, the upper limit of the SOC at point C is determined to be J based on G and the first predicted SOC change for segment 2. This is the upper limit of the predicted SOC range for segment 2. Then, using segment 1's battery SOC lower limit I as the initial battery SOC for segment 2, the lower limit of the SOC at point C is determined to be L based on I and the second predicted SOC change for segment 2. This is the lower limit of the predicted SOC range for segment 2. Consequently, the predicted SOC range for segment 2 is determined to be [L, J].

[0156] In some embodiments, the predicted SOC range of the target section in the pre-driving route is determined based on the first predicted SOC range of the target section and the second predicted SOC range of the target section; when the target section is the first section of the pre-driving route, the first predicted SOC range of the target section is determined based on the initial SOC of the vehicle in the pre-driving route and the predicted SOC change of the target section; when the target section is not the first section of the pre-driving route, the first predicted SOC range of the target section is determined based on the first predicted SOC range of the previous section of the target section and the predicted SOC change of the target section; when the target section is the last section of the pre-driving route, the second predicted SOC range of the target section is the end SOC of the power battery when the vehicle reaches the end of the pre-driving route; when the target section is not the last section of the pre-driving route, the second predicted SOC range of the target section is determined based on the second predicted SOC range of the next section of the target section and the predicted SOC change of the next section of the target section.

[0157] In the embodiment of the present application, the first predicted SOC range of the first section is determined based on the initial SOC of the vehicle in the pre-travel section and the predicted SOC change of the first section. The first predicted SOC range of the second section is determined based on the first predicted SOC range of the first section and the predicted SOC change of the second section. The second predicted SOC range of the k-th section is the end point SOC of the power battery when the vehicle reaches the end point of the pre-travel section. The second predicted SOC range of the k-1-th section is determined based on the second predicted SOC range of the k-th section and the predicted SOC change of the k-th section.

[0158] In some embodiments, the predicted SOC range of the target segment is the intersection of the first predicted SOC range of the target segment and the second predicted SOC range of the target segment. Specifically, for any segment in the pre-travel route, the first predicted SOC range of the segment and the second predicted SOC range of the segment can be intersected to obtain the predicted SOC range at the end of the segment, where the predicted SOC range at the end of the last segment is the end SOC of the pre-travel route. Figure 4 shows the final predicted SOC range, where the initial SOC of the pre-travel route is F and the end SOC of the pre-travel route is U. For example, in Figure 4, the first segment is segment 1 corresponding to segment AB, and the second segment is segment 2 corresponding to segment BC. Assuming that the first predicted SOC range of segment 1 is [65%, 75%] and the second predicted SOC range of segment 1 is [60%, 70%], after taking the intersection, the predicted SOC range at the end of segment 1 is [65%, 70%].

[0159] In some embodiments, the predicted SOC change of the target road section is determined based on a charge and discharge power range corresponding to the target road section; the charge and discharge power range is obtained based on at least one of the following:

[0160] The predicted energy consumption required for the vehicle to travel on the corresponding road section is determined based on the road condition information of the corresponding road section;

[0161] The vehicle's engine's noise, vibration, and harshness (NVH) limits power;

[0162] The maximum charge and discharge power of the power battery.

[0163] The NVH limited power is a power threshold value after the engine power is restricted to a certain extent, considering that the NVH performance of the engine needs to meet certain indicators.

[0164] In the embodiment of the present application, for any road section A, the predicted required energy consumption of the vehicle traveling on road section A can be predicted based on the road condition information of road section A. Considering that the road condition information, initial SOC, predicted required energy consumption, the NVH limit power of the vehicle's engine, and the maximum charge and discharge power of the power battery all affect the charge and discharge power of the power battery, the charge and discharge power range of road section A can be determined based on at least one of the road condition information, initial SOC, predicted required energy consumption, the NVH limit power of the vehicle's engine, and the maximum charge and discharge power of the power battery.

[0165] In some embodiments, when the vehicle is at the starting point of the pre-travel route, the actual SOC of the power battery is the above-mentioned initial SOC.

[0166] As shown in Figure 2, the pre-travel route includes Sections 1, 2, 3, and 4. The starting point of the pre-travel route is Section 1's starting point A. This means that when the vehicle reaches Point A, the actual SOC of the power battery is the initial SOC of the pre-travel route. Road condition information is used to reflect the road conditions of the corresponding road section. When a vehicle travels on a certain road section, it uses the power battery's charge based on the target SOC for that section, so that when the vehicle completes the section, the remaining power battery charge is close to the target SOC. In this way, by managing the vehicle's power battery charge based on the road conditions of each section, the vehicle's energy consumption can be effectively reduced.

[0167] In some embodiments, the final SOC of the power battery when the vehicle reaches the end of the pre-travel route is determined based on the initial SOC. Due to battery characteristics, the remaining charge of the power battery must remain within a certain range, such as 20%-30%, when the vehicle reaches the end of the pre-travel route. Based on this, the final SOC of the power battery when the vehicle reaches the end of the pre-travel route can be determined based on the initial SOC.

[0168] In some embodiments, the predicted required energy consumption of the target road segment is obtained based on road condition information and energy consumption impact information of the target road segment, wherein the energy consumption impact information includes at least one of user driving style information and vehicle condition information.

[0169] Specifically, after the road condition information and energy consumption impact information of the target section are input into the target energy consumption prediction model, the target energy consumption prediction model outputs the predicted required energy consumption of the target section. The target energy consumption prediction model is determined from multiple preset energy consumption prediction models based on the road condition information of the target section and the user's driving style information.

[0170] Based on the road condition information of the road section and the user's driving style information, a target energy consumption prediction model is determined from multiple preset energy consumption prediction models; the road condition information and energy consumption impact information of the road section are input into the target energy consumption prediction model to obtain the predicted required energy consumption of the road section output by the target energy consumption prediction model.

[0171] Specifically, road condition information includes road type, average vehicle speed, congestion level, slope, altitude, traffic light information, and weather information. A target energy consumption prediction model can be determined based on the road type of road section A and the driver's driving style. Then, the road type, average vehicle speed, congestion level, slope, altitude, traffic light information, weather information, and driving style information are input into the target energy consumption prediction model to generate the model's output, which is the predicted required energy consumption for road section A.

[0172] Optionally, the aforementioned road condition information, driving style information, vehicle condition, and the user's vehicle setting habits can be input into the target energy consumption prediction model to generate the predicted required energy consumption for the road section, thereby improving the accuracy of the prediction results. Vehicle conditions include vehicle weight, drag coefficient, rolling resistance coefficient, tire pressure, etc. Vehicle setting habits can include air conditioning setting habits.

[0173] In some embodiments, the predicted SOC range includes only one value, which is recorded as the target value; based on the predicted SOC ranges of k road sections, determining the target SOC of k road sections includes: determining the target value of the predicted SOC ranges of k road sections as the target SOC of k road sections.

[0174] In this embodiment of the present application, the predicted required energy consumption may be the predicted power consumption. The predicted SOC range determined based on the predicted power consumption may include only one value. For example, if the predicted SOC range is [65%, 65%], the range includes only one value, 65%. For any road section, the target value of the predicted SOC range for that road section may be determined as the target SOC for that road section.

[0175] In some embodiments, the method of determining the predicted SOC range of k road sections includes: determining the end SOC of the power battery when the vehicle reaches the end point of the pre-driving route; and determining the target value of the k road sections based on the predicted SOC change and the end point SOC of at least k-1 road sections.

[0176] Among them, the end point SOC is the target value of the kth section. According to the predicted SOC changes and the end point SOC of the 2nd to kth sections, the target values ​​of the 1st to k-1th sections can be calculated, thereby obtaining a predicted SOC range that only includes one target value.

[0177] In some embodiments, the target value of the kth section is the terminal SOC, and the target value of the j-1th section is calculated based on the target value of the jth section and the predicted SOC change of the jth section, where j = 2, 3, 4, ..., k.

[0178] Specifically, assuming k = 5, since the endpoint SOC has been determined based on the initial SOC, the endpoint SOC can be directly used as the target SOC for the 5th section. After the target SOC for the 5th section is determined, the target SOC for the 4th section can be calculated based on the target SOC for the 5th section and the predicted SOC change for the 5th section. Then, the target SOC for the 3rd section can be calculated based on the target SOC for the 4th section and the predicted SOC change for the 4th section. Similarly, the target SOCs for the 3rd section, the 2nd section, and the 1st section can be calculated. For example, if the target SOC for the 4th section is 40% and the predicted SOC change for the 4th section is 5%, then the target SOC for the 3rd section = the target SOC for the 4th section - the predicted SOC change for the 4th section = 40% - 5% = 35%.

[0179] In some embodiments, the endpoint SOC is determined based on the initial SOC of the vehicle's power battery during the pre-travel route. If the initial SOC is greater than or equal to a first preset threshold, the endpoint SOC is a second preset threshold; if the initial SOC is less than the first preset threshold, the endpoint SOC is the first preset threshold; wherein the second preset threshold is greater than the first preset threshold.

[0180] The second preset threshold value may be a pre-calibrated battery-preserving SOC of 30%, and the first preset threshold value may be a pre-calibrated minimum allowable SOC of 20%. It should be understood that the 30% and 20% values ​​herein are merely examples, and the specific values ​​may be adjusted based on actual conditions. If the initial SOC of the planned route is greater than or equal to 20%, the SOC at the end of the planned route is determined to be 30%. If the initial SOC of the planned route is less than 20%, the SOC at the end of the planned route is determined to be 20%.

[0181] In some embodiments, the method of determining the predicted SOC range of k road sections includes: obtaining the initial SOC of the vehicle's power battery on the pre-driving route; and determining the target values ​​of the k road sections based on the predicted SOC changes and initial SOC of at least k-1 road sections.

[0182] Specifically, the target values ​​of the 1st to kth road sections can be calculated based on the predicted SOC changes and the initial SOC of the 1st to kth road sections, thereby obtaining a predicted SOC range that includes only one target value.

[0183] In some embodiments, the target value of the 1st segment is calculated based on the initial SOC and the predicted SOC change of the 1st segment, and the target value of the jth segment is calculated based on the target value of the j-1th segment and the predicted SOC change of the jth segment, where j = 2, 3, 4,…, k.

[0184] Specifically, assuming k = 5, the target SOC for the first segment can be calculated based on the initial SOC and the predicted SOC change for the first segment. The target SOC for the second segment can be calculated based on the target SOC for the first segment and the predicted SOC change for the second segment. Similarly, the target SOCs for the third, fourth, and fifth segments can be calculated. For example, if the target SOC for the third segment is 40% and the predicted SOC change for the fourth segment is 5%, then the target SOC for the fourth segment = the target SOC for the third segment + the predicted SOC change for the fourth segment = 40% + 5% = 45%.

[0185] In some embodiments, road condition information includes road type, congestion level and distance length; the predicted required energy consumption of the target section in the pre-driving route is determined based on the unit distance power consumption and distance length of the target section, and the unit distance power consumption of the target section is determined based on the road type and congestion level of the target section. The predicted required energy consumption of the target section is used as the predicted SOC change of the target section.

[0186] Specifically, the power consumption per unit distance can be calculated using the vehicle's historical data. For example, if a vehicle has previously traveled on road section B, the actual power consumption per unit distance during the trip was a. If the road type of road section A in the planned route is the same as that of road section B, and the congestion level of road section A is also the same as that of road section B, the power consumption per unit distance for road section A can be determined as a. Multiplying the power consumption per unit distance by the length of the road section yields the predicted energy consumption requirement for that section.

[0187] In some embodiments, the power consumption per unit distance of the target road section is obtained by querying a preset table based on the road type and congestion level of the target road section.

[0188] The preset table stores the correspondence between road type, congestion level and power consumption per unit distance. Based on this correspondence, the corresponding power consumption per unit distance can be found according to the road type and congestion level of the road section.

[0189] In some embodiments, after the vehicle travels a preset distance on a road, the power consumption per unit distance to be updated in the preset table is updated according to the actual power consumption per unit distance of the vehicle on the preset distance.

[0190] Specifically, each time the vehicle travels a road of a preset length, the actual power consumption of the vehicle on the road of the preset length can be obtained; based on the actual power consumption and the preset distance length, the actual unit distance power consumption is obtained; and based on the actual unit distance power consumption, the unit distance power consumption to be updated in the preset table is updated.

[0191] For example, the preset distance may be 1 kilometer. For every kilometer traveled by a vehicle, the actual power consumption of the vehicle on that 1-kilometer road can be obtained, thereby obtaining the actual power consumption per unit distance. In the preset table, the power consumption per unit distance corresponding to the road type and congestion level of the 1-kilometer road is the power consumption per unit distance to be updated. In this embodiment of the present application, the power consumption per unit distance to be updated in the preset table can be updated based on the actual power consumption per unit distance.

[0192] In some embodiments, the power consumption per unit distance to be updated in the preset table is updated to the actual power consumption per unit distance.

[0193] Assume that the unit trip power consumption to be updated in the preset table corresponds to road type 1 and congestion level 1. After the update, the unit trip power consumption corresponding to road type 1 and congestion level 1 in the preset table is the actual unit trip power consumption.

[0194] In some embodiments, the unit trip power consumption to be updated in the preset table is updated to the target unit trip power consumption, which is calculated based on the unit trip power consumption to be updated, the first weight corresponding to the unit trip power consumption to be updated, the actual unit trip power consumption and the second weight corresponding to the actual unit trip power consumption.

[0195] Specifically, the sum of the first and second weights is equal to 1. The power consumption per unit trip to be updated is multiplied by the first weight to obtain a first product, and the actual power consumption per unit trip is multiplied by the second weight to obtain a second product. The sum of the first and second products is used as the target power consumption per unit trip. Assuming that the power consumption per unit trip to be updated in the preset table corresponds to road type 1 and congestion level 1, after the update, the power consumption per unit trip corresponding to road type 1 and congestion level 1 in the preset table becomes the target power consumption per unit trip.

[0196] In some embodiments, road condition information includes road type, congestion level and time required for travel; the predicted energy consumption requirement of the target section in the pre-driving route is determined based on the SOC change rate of the target section and the time required for travel, the SOC change rate of the target section is determined based on the road type and congestion level of the target section, and the predicted energy consumption requirement of the target section is used as the predicted SOC change amount of the target section.

[0197] Specifically, the SOC change rate can be determined using historical vehicle data. For example, if a vehicle has previously traveled on road section B, and the actual SOC change rate during travel was a. If the road type of road section A and road section B in the planned route are the same, and the congestion level of road section A and road section B is also the same, then the SOC change rate of road section A can be determined as a. Multiplying the SOC change rate by the travel time of the road section yields the predicted energy consumption requirement for that section.

[0198] In some embodiments, the above-mentioned step of controlling at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road section where the vehicle is located includes: controlling the vehicle to travel in pure electric mode or hybrid mode based on the actual SOC and the target SOC.

[0199] In pure electric mode, the electric motor operates, while in hybrid mode, at least one of the engine and the electric motor operates. Specifically, in pure electric mode, the power battery discharges, the drive motor operates, and the engine does not drive the vehicle. In hybrid mode, the engine and electric motor can serve as a combined power source, or only one of them can serve as a power source.

[0200] In some embodiments, the step of controlling the vehicle to travel in pure electric mode or hybrid mode based on the actual SOC and the target SOC includes:

[0201] When the vehicle speed is greater than or equal to the preset speed threshold: when the difference between the actual SOC and the target SOC is greater than or equal to the preset difference, the vehicle is controlled to travel in pure electric mode; when the difference between the actual SOC and the target SOC is less than the preset difference, the vehicle is controlled to travel in hybrid mode.

[0202] In the embodiment of the present application, taking into account the engine characteristics, when the vehicle speed is less than the speed threshold, the engine is not allowed to start. Based on this, assuming the preset difference is 2%, when the vehicle speed is greater than or equal to the preset speed threshold:

[0203] (a) When the actual SOC minus the target SOC is ≥ 2%, the vehicle is controlled to switch to pure electric mode and the engine is shut down; (b) When the actual SOC minus the target SOC is ≤ 2%, the engine is controlled to start and the vehicle is switched to hybrid mode. Hybrid mode includes series mode and parallel mode. In the embodiment of the present application, when the vehicle switches to hybrid mode, parallel mode operation is prioritized. If the vehicle does not meet the requirements for parallel mode operation, it will operate in series mode.

[0204] In some embodiments, when the vehicle speed is less than a speed threshold, the vehicle is controlled to operate in pure electric mode. Specifically, taking into account engine characteristics, the engine is not allowed to start when the vehicle speed is less than the speed threshold. Therefore, if the vehicle speed is less than the speed threshold, the vehicle is directly switched to pure electric mode.

[0205] In some embodiments, the vehicle speed threshold is positively correlated with the actual SOC of the power battery. That is, the higher the actual SOC of the power battery, the higher the corresponding vehicle speed threshold, and the lower the actual SOC of the power battery, the lower the corresponding vehicle speed threshold. The vehicle speed threshold can be obtained through experimental calibration.

[0206] In some embodiments, if the planned travel route includes only one road segment, the step of controlling at least one of the vehicle's engine and motor based on the actual SOC of the vehicle's power battery and the target SOC of the road segment the vehicle is on includes: determining the predicted required energy consumption of the vehicle for traveling on the road segment based on road condition information of the road segment; when the initial SOC is greater than the final SOC: if the SOC difference is greater than or equal to the predicted required energy consumption, controlling the vehicle to operate in pure electric mode; if the SOC difference is less than the predicted required energy consumption, first controlling the vehicle to operate in hybrid mode to maintain the actual SOC of the power battery at the initial SOC, and then controlling the vehicle to operate in pure electric mode. When the initial SOC is less than or equal to the final SOC, controlling the vehicle to operate in hybrid mode.

[0207] The SOC difference is the difference between the initial SOC and the final SOC. If the SOC difference is greater than or equal to the predicted energy consumption requirement, the user's energy consumption requirement can be met using only the battery charge. Therefore, the vehicle can be controlled to operate in pure electric mode along the planned route. If the SOC difference is less than the predicted energy consumption requirement, the user's energy consumption requirement cannot be met using only the battery charge. Therefore, the vehicle can be controlled to operate in hybrid mode along the planned route to maintain the actual SOC of the power battery at the initial SOC, and then control the vehicle to operate in pure electric mode.

[0208] In some embodiments, the step of controlling at least one of the engine and the motor of the vehicle based on the actual SOC of the vehicle's power battery and the target SOC of the road section on which the vehicle is located includes:

[0209] When the target SOC of the target section is less than the starting SOC of the target section: when the actual SOC of the power battery is greater than the minimum allowable SOC or the target SOC of the target section, the vehicle is controlled to operate in pure electric mode on the target section; when the actual SOC of the power battery is equal to the minimum allowable SOC or the target SOC of the target section, the vehicle is controlled to maintain the actual SOC of the power battery unchanged in hybrid mode.

[0210] When the target SOC of the target section is greater than the starting SOC of the target section: when the actual SOC of the power battery is less than the maximum allowable SOC or the target SOC of the target section, the vehicle is controlled to operate in hybrid mode on the target section; when the actual SOC of the power battery is equal to the maximum allowable SOC or the target SOC of the target section, the vehicle is controlled to maintain the actual SOC of the power battery unchanged in hybrid mode; when the actual SOC of the power battery is greater than the maximum allowable SOC or the target SOC of the target section, the vehicle is controlled to operate in pure electric mode on the target section.

[0211] In some embodiments, the above-mentioned step of controlling at least one of the engine and the motor of the vehicle based on the actual SOC of the vehicle power battery and the target SOC of the road section where the vehicle is located includes: determining the category coefficient of the target section based on the road condition information of the target section in the pre-driving route; determining the equivalent factor corresponding to the target section based on the target SOC of the target section and the category coefficient of the target section; using the equivalent factor and the equivalent fuel consumption minimum strategy (ECMS) to determine the first instantaneous output power of the vehicle power battery at each moment of operation in the target section; and controlling the engine and the motor of the vehicle based on the actual SOC and the first instantaneous output power.

[0212] Among them, the category coefficient indicates the road condition category of the road section. For example, if the road type of a road section is a highway and the congestion level is medium, the category coefficient of the road section is 1, that is to say, the category coefficient 1 indicates that the road type of the road section is a highway and the congestion level is medium. For a road section A, the equivalent factor corresponding to the road section A can be determined based on the target SOC of the road section A and the category coefficient of the road section A. It should be noted that the equivalent factor is the equivalent factor in the ECMS, and reference can be made to the explanation in the ECMS, which will not be repeated here. Using the equivalent factor and ECMS, the first instantaneous output power of the vehicle's power battery at each moment can be determined. Since each road section corresponds to its own equivalent factor, when the vehicle is traveling on road section A, the first instantaneous output power of the power battery at each moment during the time period when the vehicle is traveling on road section A is determined based on the equivalent factor corresponding to the road section A and ECMS.

[0213] In some embodiments, the equivalent factor corresponding to the target road section is obtained by looking up a table according to the category coefficient and target SOC of the target road section.

[0214] Specifically, a target SOC corresponding to a target road section can be obtained, where the target road section is any road section in the planned travel route; based on the category coefficient and target SOC of the target road section, an equivalent factor corresponding to the target road section can be obtained by looking up the table. Specifically, the equivalent factor corresponding to the category coefficient and target SOC of the target road section can be found by looking up the table. The table stores the correspondence between the category coefficient, target SOC, and equivalent factor.

[0215] In some embodiments, the first instantaneous output power of the power battery when operating on the target road section is calculated according to the following formula:

[0216] argH(u,SOC(t),t)=argmeng(u,t)+s(t)*SOC(t),

[0217] Wherein, H(u, SOC(t), t) is the Hamiltonian function established according to ECMS, argH(u, SOC(t), t) is the first instantaneous output power of the power battery at time t, meng(u, t) is the vehicle's engine fuel consumption, s(t) is the equivalent factor at time t, SOC(t) is the SOC of the power battery at time t, SOC(t) is the SOC change rate, and u is the vehicle's engine fuel consumption rate.

[0218] Specifically, after the equivalence factor is obtained, the first instantaneous output power of the hybrid vehicle battery corresponding to the equivalence factor can be obtained using the ECMS, thereby controlling the hybrid vehicle according to the first instantaneous output power of the power battery. Time t can be any time.

[0219] In some embodiments, the above-mentioned steps of controlling the engine and motor of the vehicle based on the actual SOC and the first instantaneous output power include: obtaining the required power of the vehicle at time t; determining the second instantaneous output power of the engine at time t and the third instantaneous output power of the power battery at time t based on the actual SOC, the required power, the first instantaneous output power of the power battery at time t and the NVH limited power of the engine; controlling the power battery to drive the motor based on the third instantaneous output power; and controlling the engine based on the second instantaneous output power.

[0220] The vehicle's required power at time t can be determined based on the vehicle's speed and the depth of the driver's accelerator pedal depression. The engine's second and third instantaneous output power at time t are determined based on the actual SOC, the required power, the first instantaneous output power of the power battery at time t, and the engine's NVH limit. Specifically, the engine's second instantaneous output power should be lower than the NVH limit.

[0221] In this way, the output power can be obtained based on the equivalent factor of real-time optimization, and the optimal energy management of the entire road in the entire time domain can be achieved, thereby reducing energy consumption.

[0222] In some embodiments, the target SOC is re-determined if the following conditions are met, the conditions including at least one of the following:

[0223] When the vehicle is running on the target road section, the difference between the actual SOC of the vehicle power battery and the target SOC of the target road section is greater than the set threshold;

[0224] The vehicle's position deviates from the planned driving route;

[0225] When the vehicle runs on the target road section, the road condition of the target road section changes.

[0226] Taking into account that some emergencies may occur when the vehicle is traveling on the pre-driving route, based on this, when the vehicle is running on the target section, if the difference between the actual SOC of the vehicle's power battery and the target SOC of the target section is greater than the set threshold, the target SOC is re-determined.

[0227] When the vehicle's position deviates from the planned driving route, the target SOC is re-determined.

[0228] When the vehicle is running on the target section, if the road conditions of the target section change, the target SOC is re-determined.

[0229] Specifically, the target section can be any section in the pre-driving route. For example, the vehicle is currently running on section A. If the difference between the actual SOC of the vehicle's power battery and the target SOC of section A is greater than a set threshold, the target SOC of section A and subsequent sections will be re-determined. If the vehicle's position deviates from the pre-driving route, the vehicle's pre-driving route changes. At this time, a new pre-driving route and the target SOC of the new pre-driving route can be determined. If the road conditions of section A change, such as a sudden traffic jam, the target SOC of section A and subsequent sections will be re-determined. In this way, some emergencies that may occur on the pre-driving route can be dealt with and the vehicle's energy consumption can be reduced.

[0230] In summary, according to the vehicle control method of the embodiment of the present application, by dividing the vehicle's pre-driving route into sections, the corresponding target SOC is determined for each section, so that when the vehicle is traveling on each section, the motor and engine are controlled according to the target SOC of the section, so that the vehicle can pass through the pre-driving route with lower energy consumption, and ultimately achieve the global optimization of the user's driving conditions.

[0231] Corresponding to the above embodiments, the present application also proposes a vehicle control system.

[0232] As shown in Figure 5, the vehicle control system includes: a motor; an engine; a power battery for powering the motor; a controller directly or indirectly connected to the motor and the engine, and used to obtain the vehicle's pre-driving route, where the pre-driving route is divided into k sections, where k is an integer greater than 1; determining the target SOCs of the k sections, where the target SOC of the i-th section is related to the road condition information of the sections before and / or after the i-th section, i = 2, 3, 4, ..., k-1; when the vehicle is traveling on the pre-driving route, at least one of the vehicle's engine and motor is controlled according to the actual SOC of the vehicle's power battery and the target SOC of the section where the vehicle is located.

[0233] In the embodiments of the present application, there may be one or more controllers, and the number of controllers is not limited herein. The motor may be an electric motor for driving the vehicle's wheels. The power battery may output current to the motor, causing the motor rotor to rotate. The controller is directly or indirectly connected to the motor and the engine. For example, the controller may be connected to the motor via a motor inverter. The pre-travel route is the road the vehicle will travel. For example, the vehicle's departure point is location A, and its destination is location E. There are three roads from location A to location E: a first road, a second road, and a third road. If the driver of the vehicle plans to take the second road, at least a portion of the second road constitutes the pre-travel route in the embodiments of the present application. The pre-travel route includes at least one road segment. As shown in Figure 2, the pre-travel route is segmented into four sections: Section 1, Section 2, Section 3, and Section 4. The starting point of Section 1 is the starting point of the pre-travel route, and the end point of Section 4 is the end point of the pre-travel route. Adjacent sections are connected end to end. The technical content of the embodiments of the present application can be referred to in the description of the other embodiments described above and will not be repeated here.

[0234] As shown in FIG6 , the vehicle control system further includes:

[0235] A generator for generating electricity to charge the power battery;

[0236] The controller is also directly or indirectly connected to the generator, and is used to control the operating status of the vehicle's engine, motor and generator according to the actual SOC and the target SOC of the road section where the vehicle is located when the vehicle is traveling on the pre-driving route.

[0237] The engine uses fuel to drive the vehicle's wheels and also drives the generator to generate electricity. The electricity generated by the generator is then charged into the power battery. The controller controls the operating states of the motor, engine, and generator based on the target SOC for each section of the planned route. Specifically, these operating states include start / stop status and output power.

[0238] In some embodiments, the vehicle control system further includes a positioning system. For example, the positioning system may be a Global Positioning System (GPS). The positioning system is installed on the vehicle and is used to locate the vehicle's location information. Based on the vehicle's location information, the controller can determine the road section the vehicle is currently on and use that road section as the target road section. While the vehicle is traveling on the target road section, the actual SOC of the power battery can be obtained in real time. Based on the actual SOC and the target SOC of the target road section, the operating status of the motor, engine, and generator can be controlled.

[0239] In some embodiments, the vehicle control system further includes a sensor. The sensor is used to obtain the vehicle speed. For example, the sensor may be a wheel speed meter, an inertial measurement unit (IMU), or the like. The controller is used to: when the vehicle speed is greater than or equal to a preset speed threshold; when the difference between the actual SOC and the target SOC is greater than or equal to the preset difference, control the motor to operate; when the difference between the actual SOC and the target SOC is less than the preset difference, control the motor, engine, and generator to operate. When the vehicle speed is less than the speed threshold, control the motor to operate.

[0240] In some embodiments, the vehicle control system further includes a display terminal that can display the fuel savings achieved during a trip after the vehicle reaches the end of the pre-traveled route. The fuel savings are calculated as the difference between the cumulative energy consumption from executing the aforementioned vehicle control method and the cumulative energy consumption based on a simulated calibration value without executing the aforementioned vehicle control method. The simulated calibration value is pre-simulated based on the road segment type and stored in the vehicle controller for easy access. If navigation is enabled but the aforementioned vehicle control method is not executed, the pre-simulated data in the vehicle controller's memory will be updated.

[0241] In summary, the system divides the vehicle's planned driving route into sections and determines the corresponding target SOC for each section. When the vehicle is driving on each section, the system controls the working status of the motor, generator, and engine according to the target SOC of the section, allowing the vehicle to travel on the planned driving route with lower energy consumption.

[0242] Corresponding to the above embodiment, the present application further proposes a computer-readable storage medium. The computer-readable storage medium of the embodiment of the present application stores a computer program, which implements the above vehicle control method when executed by a processor.

[0243] According to the computer-readable storage medium of the embodiment of the present application, based on the above-mentioned vehicle control method, the vehicle can pass through the pre-driving route with lower energy consumption.

[0244] Corresponding to the above embodiment, the present application also proposes a chip, which can enable a vehicle to execute the vehicle control method as described above.

[0245] Corresponding to the above embodiment, the present application also proposes a controller, including a processor, which is used to call and run a computer program from a memory so that a vehicle equipped with the controller executes the vehicle control method as described above.

[0246] Corresponding to the above embodiment, the present application also proposes a vehicle, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, the vehicle control method as described above is implemented.

[0247] As shown in FIG7 , the vehicle 100 of the embodiment of the present application includes a memory 110 , a processor 120 , and a vehicle computer program stored in the memory 110 and executable on the processor 120 . When the processor 120 executes the computer program, the above-mentioned vehicle control method is implemented.

[0248] For example, the processor 120 may be configured to execute the above method embodiments according to instructions in the computer program.

[0249] In some embodiments of the present application, the processor 120 may include but is not limited to:

[0250] General-purpose processor, Digital Signal Processor (DSP), Application Specific Integrated Circuit (ASIC), Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, etc.

[0251] In some embodiments of the present application, the memory 110 includes, but is not limited to, volatile memory and / or non-volatile memory. The non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct RAM bus random access memory (DRRAM).

[0252] In some embodiments of the present application, the computer program may be divided into one or more modules, which are stored in the memory 110 and executed by the processor 120 to implement the method provided by the present application. The one or more modules may be a series of computer program instruction segments capable of implementing specific functions, and the instruction segments are used to describe the execution process of the computer program in the vehicle 100.

[0253] As shown in FIG7 , the vehicle 100 may further include:

[0254] The transceiver 130 may be connected to the processor 120 or the memory 110 .

[0255] The processor 120 may control the transceiver 130 to communicate with other devices. Specifically, the processor 120 may send information or data to other devices or receive information or data sent by other devices. The transceiver 130 may include a transmitter and a receiver. The transceiver 130 may further include one or more antennas.

[0256] It should be understood that the various components of the vehicle 100 are connected via a bus system, wherein the bus system includes not only a data bus but also a power bus, a control bus, and a status signal bus.

[0257] According to the vehicle of the embodiment of the present application, based on the above-mentioned vehicle control method, the vehicle can travel on the pre-driving route with lower energy consumption.

[0258] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic device), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or otherwise processing it in a suitable manner if necessary, and then storing it in a computer memory.

[0259] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0260] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0261] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0262] In this application, unless otherwise specified or limited, the terms "mounted," "connected," "connect," "fixed," and the like should be interpreted broadly. For example, they may refer to fixed or removable connections, or integration; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0263] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle control method, characterized in that: include: Acquire a pre-travel route of the vehicle, where the pre-travel route is divided into k sections, where k is an integer greater than 1; Determine the target state of charge SOC of the k sections, wherein the target SOC of the i-th section is related to the road condition information of the sections before and / or after the i-th section, i=2, 3, 4, ..., k-1; When the vehicle is traveling on the pre-driving route, at least one of the engine and the motor of the vehicle is controlled according to the actual SOC of the vehicle's power battery and the target SOC of the road section where the vehicle is located.

2. The method according to claim 1, characterized in that The determining the target SOC of the k road sections includes: Based on the road condition information of at least k-1 consecutive road sections, the predicted required energy consumption of the at least k-1 road sections is determined; and according to the predicted required energy consumption of the at least k-1 road sections, the target SOC of the k road sections is determined.

3. The method according to claim 2, characterized in that The step of determining the target SOC of the k road sections according to the predicted required energy consumption of the at least k-1 road sections includes: Determining a predicted SOC change of a corresponding road section according to the predicted required energy consumption; The target SOCs of the k road sections are determined according to the predicted SOC changes of the at least k-1 road sections.

4. The method according to claim 3, characterized in that The step of determining the target SOC of the k sections according to the predicted SOC changes of the at least k-1 sections includes: Determining a predicted SOC range of the vehicle at the end of the k road sections according to the predicted SOC changes of the at least k-1 road sections; Based on the predicted SOC ranges of the k road sections, target SOCs of the k road sections are determined.

5. The method according to claim 4, characterized in that The step of determining the target SOC of the k road sections based on the predicted SOC ranges of the k road sections includes: Determining a plurality of candidate SOC sequences based on the predicted SOC ranges of the k road sections; A target SOC sequence is determined among the multiple candidate SOC sequences, wherein the target SOC sequence is one of the multiple candidate SOC sequences that can enable the vehicle to run with the lowest equivalent fuel consumption on the pre-driving route.

6. The method according to claim 5, characterized in that The method of determining the candidate SOC sequence includes: selecting a SOC in the predicted SOC ranges of the k road sections respectively to obtain a candidate SOC sequence among the multiple candidate SOC sequences.

7. The method according to any one of claims 4 to 6, characterized in that The predicted SOC range at the end of the first section of the predicted driving route is determined based on the initial SOC of the vehicle in the predicted driving route and the predicted SOC change of the first section; The predicted SOC range at the end of the non-first section of the predicted driving route is determined according to the predicted SOC change of the non-first section and the predicted SOC range at the end of a section preceding the non-first section.

8. The method according to claim 7, characterized in that The predicted SOC change amount includes a first predicted SOC change amount and a second predicted SOC change amount; The upper limit value of the predicted SOC range of the first section of the planned driving route is determined according to the initial SOC and a first predicted SOC change amount of the first section, wherein the first predicted SOC change amount is an SOC change amount when the vehicle travels at the maximum allowed power generation power in the corresponding section; The lower limit value of the predicted SOC range of the first road section is determined according to the initial SOC and a second predicted SOC change amount of the first road section, wherein the second predicted SOC change amount is an SOC change amount when the vehicle travels at the maximum discharge power allowed on the corresponding road section; The upper limit value of the predicted SOC range of the non-first section of the predicted driving route is determined according to the first predicted SOC change amount of the non-first section and the upper limit value of the predicted SOC range of the previous section of the non-first section; The lower limit value of the predicted SOC range of the non-first road section is determined according to the second predicted SOC change amount of the non-first road section and the lower limit value of the predicted SOC range of a previous road section of the non-first road section.

9. The method according to any one of claims 4 to 8, characterized in that The predicted SOC range of the target section in the pre-driving route is determined according to a first predicted SOC range of the target section and a second predicted SOC range of the target section; In the case where the target section is the first section of the pre-travel route, the first predicted SOC range of the target section is determined according to the initial SOC of the vehicle in the pre-travel route and the predicted SOC change of the target section; In the case where the target road section is not the first road section of the planned driving route, the target road section The first predicted SOC range of the target road segment is determined according to the first predicted SOC range of a previous road segment of the target road segment and the predicted SOC change of the target road segment; In the case where the target section is the last section of the pre-driving route, the second predicted SOC range of the target section is the terminal SOC of the power battery when the vehicle travels to the terminal of the pre-driving route; When the target section is not the last section of the planned driving route, the second predicted SOC range of the target section is determined according to the second predicted SOC range of a section subsequent to the target section and the predicted SOC change amount of the section subsequent to the target section.

10. The method according to claim 9, characterized in that The predicted SOC range of the target road section is an intersection of a first predicted SOC range of the target road section and a second predicted SOC range of the target road section.

11. The method according to claim 9, characterized in that The predicted SOC change of the target section is determined according to the charge and discharge power range corresponding to the target section; the charge and discharge power range is obtained according to at least one of the following: The predicted energy consumption required for the vehicle to travel on the corresponding road section, wherein the predicted energy consumption required is determined based on the road condition information of the corresponding road section; The noise, vibration and harshness (NVH) limiting power of the vehicle's engine; the maximum charge and discharge power of the power battery.

12. The method according to claim 11, characterized in that The predicted required energy consumption of the target road section is obtained based on the road condition information and energy consumption impact information of the target road section, wherein the energy consumption impact information includes at least one of the user's driving style information and the vehicle condition information.

13. The method according to any one of claims 4 to 12, characterized in that The predicted SOC range includes only one value, which is recorded as the target value; Determining the target SOC of the k road sections based on the predicted SOC ranges of the k road sections includes: determining the target value of the predicted SOC range of the k road sections as the target SOC of the k road sections.

14. The method according to claim 13, characterized in that The method of determining the predicted SOC ranges of the k road sections includes: Determining an end SOC of the power battery when the vehicle reaches an end point of the pre-travel route; Determine the predicted SOC change of at least k-1 road sections and the terminal SOC The target values ​​of k road segments.

15. The method according to claim 14, characterized in that The target value of the kth section is the terminal SOC, and the target value of the j-1th section is calculated based on the target value of the jth section and the predicted SOC change of the jth section, where j=2, 3, 4, ..., k.

16. The method according to claim 9 or 14, characterized in that: The endpoint SOC is determined based on an initial SOC of the power battery of the vehicle on the pre-driving route.

17. The method according to claim 16, characterized in that When the initial SOC is greater than or equal to the first preset threshold, the end SOC is the second preset threshold; When the initial SOC is less than the first preset threshold, the endpoint SOC is the first preset threshold; wherein the second preset threshold is greater than the first preset threshold.

18. The method according to claim 13, characterized in that The method of determining the predicted SOC ranges of the k road sections includes: obtaining an initial SOC of the power battery of the vehicle on the predicted driving route; The target values ​​of the k road sections are determined according to the predicted SOC changes of the at least k-1 road sections and the initial SOC.

19. The method according to claim 18, characterized in that The target value of the first section is calculated based on the initial SOC and the predicted SOC change of the first section, and the target value of the jth section is calculated based on the target value of the j-1th section and the predicted SOC change of the jth section, where j=2, 3, 4,…, k.

20. The method according to claim 13, characterized in that The road condition information includes road type, congestion level and distance length; the predicted required energy consumption of the target section in the pre-driving route is determined based on the unit distance power consumption and distance length of the target section, the unit distance power consumption of the target section is determined based on the road type and congestion level of the target section, and the predicted required energy consumption of the target section is used as the predicted SOC change of the target section.

21. The method according to claim 13, characterized in that The road condition information includes road type, congestion level and time required for travel; the predicted energy consumption requirement of the target section in the pre-driving route is determined based on the SOC change rate of the target section and the time required for travel, the SOC change rate of the target section is determined based on the road type and congestion level of the target section, and the predicted energy consumption requirement of the target section is used as the predicted SOC change amount of the target section.

22. The method according to claim 20, characterized in that The power consumption per unit distance of the target road section is obtained by querying a preset table according to the road type and congestion level of the target road section, wherein the preset table stores the correspondence between the road type, congestion level and power consumption per unit distance.

23. The method according to claim 22, characterized in that After the vehicle travels on a road of a preset distance length, the power consumption per unit distance to be updated in the preset table is updated according to the actual power consumption per unit distance of the vehicle on the road of the preset distance length.

24. The method according to claim 23, characterized in that The power consumption per unit distance to be updated in the preset table is updated to the actual power consumption per unit distance; Alternatively, the unit distance power consumption to be updated in the preset table is updated to the target unit distance power consumption, and the target unit distance power consumption is calculated based on the unit distance power consumption to be updated, the first weight corresponding to the unit distance power consumption to be updated, the actual unit distance power consumption and the second weight corresponding to the actual unit distance power consumption.

25. The method according to any one of claims 1 to 24, characterized in that The controlling at least one of the engine and the motor of the vehicle according to the actual SOC of the vehicle power battery and the target SOC of the road section where the vehicle is located comprises: The vehicle is controlled to travel in a pure electric mode or a hybrid mode according to the actual SOC and the target SOC, wherein the motor works in the pure electric mode and at least one of the engine and the motor works in the hybrid mode.

26. The method according to claim 25, characterized in that The controlling the vehicle to travel in a pure electric mode or a hybrid mode according to the actual SOC and the target SOC includes: when the vehicle speed is greater than or equal to a preset vehicle speed threshold: When the difference between the actual SOC and the target SOC is greater than or equal to a preset difference, controlling the vehicle to travel in a pure electric mode; When the difference between the actual SOC and the target SOC is less than the preset difference, the vehicle is controlled to travel in a hybrid mode.

27. The method according to claim 26, characterized in that When the vehicle speed is less than the vehicle speed threshold, the vehicle is controlled to travel in a pure electric mode.

28. The method according to claim 26 or 27, characterized in that The vehicle speed threshold is positively correlated with the actual SOC.

29. The method according to any one of claims 1 to 28, characterized in that The road condition information includes: at least one of road type, road name, road traffic signs, road speed limit, congestion level, journey length, travel time, average vehicle speed, slope, traffic light information and weather information.

30. The method according to any one of claims 1 to 29, characterized in that The k road sections are obtained by dividing according to at least one of road type and average vehicle speed.

31. The method according to claim 30, characterized in that The distance length of the road section is greater than or equal to a preset distance threshold.

32. The method according to any one of claims 1 to 31, characterized in that The controlling at least one of the engine and the motor of the vehicle according to the actual SOC of the vehicle power battery and the target SOC of the road section where the vehicle is located comprises: Determining a category coefficient of a target road section according to road condition information of the target road section in the predicted driving route; Determining an equivalent factor corresponding to the target section according to the target SOC of the target section and the category coefficient of the target section; Determine the first instantaneous output power of the vehicle power battery at each time when the vehicle is running on the target road section by using the equivalent factor and the equivalent fuel consumption minimum strategy ECMS; An engine and a motor of the vehicle are controlled according to the actual SOC and the first instantaneous output power.

33. The method according to claim 32, characterized in that The equivalent factor corresponding to the target road section is obtained by looking up a table according to the category coefficient and the target SOC of the target road section.

34. The method according to claim 32, characterized in that The first instantaneous output power of the power battery when running on the target road section is calculated according to the following formula: argH(u,SOC(t),t)=argmeng(u,t)+s(t)*SOC(t), Wherein, H(u, SOC(t), t) is the Hamiltonian function established according to ECMS, argH(u, SOC(t), t) is the first instantaneous output power of the power battery at time t, meng(u, t) is the engine fuel consumption of the vehicle, s(t) is the equivalent factor at time t, SOC(t) is the SOC of the power battery at time t, SOC(t) is the SOC change rate, and u is the engine fuel consumption rate of the vehicle.

35. The method according to claim 32, characterized in that The controlling the engine and the motor of the vehicle according to the actual SOC and the first instantaneous output power includes: Obtaining the required power of the vehicle at time t; Determining a second instantaneous output power of the engine at time t and a third instantaneous output power of the power battery at time t according to the actual SOC, the required power, the first instantaneous output power of the power battery at time t, and the NVH limited power of the engine; The power battery is controlled to drive the motor according to the third instantaneous output power; and the engine is controlled according to the second instantaneous output power.

36. The method according to any one of claims 1 to 35, characterized in that The method further comprises: If a condition is met, the target SOC is re-determined, and the condition includes at least one of the following: when the vehicle is running on the target section, the difference between the actual SOC of the vehicle power battery and the target SOC of the target section is greater than a set threshold; The position of the vehicle deviates from the planned travel route; When the vehicle is running on the target road section, the road condition of the target road section changes.

37. The method according to any one of claims 1 to 36, characterized in that The pre-travel route is at least a portion of the road that the navigation route determined by the user in the map application passes through.

38. A vehicle control system, characterized in that: The system comprises: Motor; engine; A power battery, used to supply power to the motor; A controller is directly or indirectly connected to the motor and the engine, and is used to obtain a pre-driving route of the vehicle, wherein the pre-driving route is divided into k sections, where k is an integer greater than 1; determine target SOCs of the k sections, wherein the target SOC of the i-th section is related to road condition information of sections before and / or after the i-th section, i=2, 3, 4, ..., k-1; and when the vehicle is traveling on the pre-driving route, control at least one of the engine and the motor of the vehicle according to the actual SOC of the vehicle's power battery and the target SOC of the section where the vehicle is located.

39. The vehicle control system according to claim 38, characterized in that: The system further comprises: A generator, used to generate electricity to charge the power battery; The controller is also directly or indirectly connected to the generator, and is used to control the vehicle to travel along the pre-travel route according to the actual SOC and the target SOC of the road section where the vehicle is located. The operating status of the vehicle's engine, motor and generator.

40. The vehicle control system according to claim 39, characterized in that: The system further comprises: A positioning system, used to locate the vehicle and obtain vehicle position information; The controller is used to: The road section where the vehicle is located is determined according to the vehicle position information.

41. The vehicle control system according to claim 40, characterized in that: The system further comprises: A sensor, used for obtaining the speed of the vehicle; The controller is used to: When the vehicle speed is greater than or equal to a preset vehicle speed threshold: When the difference between the actual SOC and the target SOC is greater than or equal to a preset difference, controlling the motor to operate; When the difference between the actual SOC and the target SOC is less than the preset difference, controlling at least one of the motor, the engine and the generator to operate; When the vehicle speed is less than the vehicle speed threshold, the motor is controlled to operate.

42. A chip, characterized in that: It includes a processor, which is used to call and run a computer program from a memory so that a vehicle equipped with the chip executes a vehicle control method as described in any one of claims 1-37.

43. A controller, characterized in that: It includes a processor, which is used to call and run a computer program from a memory so that a vehicle equipped with the controller executes a vehicle control method as described in any one of claims 1-37.

44. A vehicle, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, the vehicle control method as claimed in any one of claims 1 to 37 is implemented.

45. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a processor, the vehicle control method as described in any one of claims 1-37 is implemented.

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