CN114368320A - Control method and system for actively managing SOC of whole vehicle according to weather forecast - Google Patents
Control method and system for actively managing SOC of whole vehicle according to weather forecast Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 230000001133 acceleration Effects 0.000 claims abstract description 14
- 238000012937 correction Methods 0.000 claims abstract description 11
- 238000007599 discharging Methods 0.000 claims abstract description 8
- 238000004364 calculation method Methods 0.000 claims description 11
- 230000007613 environmental effect Effects 0.000 claims description 9
- 108700041286 delta Proteins 0.000 claims description 7
- 238000006243 chemical reaction Methods 0.000 claims description 3
- 238000001816 cooling Methods 0.000 claims description 3
- 230000003993 interaction Effects 0.000 claims description 3
- 238000010248 power generation Methods 0.000 claims description 3
- 101150114085 soc-2 gene Proteins 0.000 claims description 2
- 101100257262 Caenorhabditis elegans soc-1 gene Proteins 0.000 claims 1
- 238000010438 heat treatment Methods 0.000 abstract description 7
- 238000004422 calculation algorithm Methods 0.000 abstract description 2
- 238000005265 energy consumption Methods 0.000 abstract description 2
- 238000004088 simulation Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 2
- 229910052744 lithium Inorganic materials 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000006185 dispersion Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000007429 general method Methods 0.000 description 1
- GELKBWJHTRAYNV-UHFFFAOYSA-K lithium iron phosphate Chemical compound [Li+].[Fe+2].[O-]P([O-])([O-])=O GELKBWJHTRAYNV-UHFFFAOYSA-K 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/13—Maintaining the SoC within a determined range
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/60—Navigation input
- B60L2240/66—Ambient conditions
- B60L2240/662—Temperature
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a control method and a system for actively managing the SOC of a whole vehicle according to weather forecast. The invention adopts the correction algorithm to improve the electric quantity of the battery in the driving process to ensure that the charging and discharging power of the battery reaches the target value after the next power-on process, at the moment, the requirements of engine starting and basic acceleration of a driver in the driving process can be met, and meanwhile, the battery heating system can be reduced or even not started on the premise of enough electric quantity, thereby achieving the purpose of reducing energy consumption.
Description
Technical Field
The invention relates to the technical field of electric vehicle control, in particular to a control method and a system for actively managing the SOC of a whole vehicle according to weather forecast.
Background
For a hybrid vehicle, if the ambient temperature is too low, the discharging power and the charging power of a battery in a low-temperature environment after the hybrid vehicle is parked overnight are severely attenuated, and particularly the charging and discharging power may be limited to 0 under the working condition of low SOC, so that most vehicle types can improve the battery capacity by heating the battery during the starting process, and meanwhile, for the hybrid vehicle, the driving energy can be provided by an engine when the battery is severely attenuated.
The scheme of heating the battery needs time for heating, if the SOC is low, the battery cannot output large power or even no power within a period of time due to large limitation of charging and discharging power in the heating process, the vehicle type started by the P1 motor may cause the result that an engine cannot be started, and meanwhile, the acceleration performance of the whole vehicle is obviously influenced; the scheme of heating the battery can consume a part of energy at the same time, so that the endurance mileage is shortened.
Disclosure of Invention
The weather of the recent days can be recognized in advance through the method, the correction algorithm is adopted to improve the electric quantity of the battery in the driving process, the charging and discharging power of the battery reaches the target value after the next power-on process, the basic acceleration requirements of the engine start and the driver in the driving process can be met, meanwhile, the battery heating system can be reduced or even not started on the premise of enough electric quantity, and the purpose of reducing energy consumption is achieved. The specific technical scheme is as follows.
As a first aspect, the present invention provides a control method for actively managing SOC of a whole vehicle according to weather forecast, the steps including:
s1, collecting weather information of the current day and the previous N days, and judging whether to execute an active management SOC program according to the weather information;
s2, if judging to execute, starting to calculate the target SOC meeting the required state of the vehicle;
s3, selecting and correcting the target SOC by identifying the current parameters of the whole vehicle to obtain a corrected target SOC needing power conservation in the current driving;
and S4, keeping the actual SOC of the whole vehicle within the range of the corrected target SOC according to the energy management strategy.
With reference to the first aspect, a first case in any one of the cases that may occur is that the step S1 includes:
s11, acquiring weather temperatures of N days, respectively marking the weather temperatures as T1, T2, T3,. cndot.TN, calculating to obtain the latest N balance average temperature Tp ═ (T1+ T2 +. cndot.). cndot)/N, and calculating the variance Sp ═ T1-Tp ^2+ (T2-Tp) ^2+ (T3-Tp) ^2+ (TN-Tp) ^2]/N of the temperature of the latest N days;
s12, judging the condition that the active management SOC needs to be started is as follows:
the average temperature Tp is less than or equal to a preset temperature value Ta;
the temperature variance Sp is more than or equal to a preset temperature difference Tb & the temperature in any day of the last N days is less than or equal to a preset temperature value c;
ta is the temperature value at which the discharge capacity of the battery is reduced by half;
tb is the temperature difference value of rapid cooling occurring in the last N days;
tc is a temperature value obtained by calculating the variance of the lowest temperature in the last N days;
if yes, the active management SOC condition is established.
In combination with the first case, a second case in any one of the cases that may occur is that the step S2 includes:
s21, acquiring the required power P of the engine;
s22, determining the charging and discharging power Pm of the corresponding battery of the BMS at different temperatures and different SOCs according to the performance parameters of different batteries;
and S23, inputting Pm, input P/n and average temperature Tp into a preset model to calculate the target SOC, wherein n represents the conversion efficiency from the battery end to the motor end.
In combination with the above second case, a third case in any one of the cases that may occur is that the step S3 includes:
s31, obtaining a correction proportion coefficient lambda 1 of the environmental temperature difference, wherein the calculation logic is as follows:
λ 1 ═ daily ambient temperature T1 — most recent N-day average temperature Tp | × T0/Tp | current ambient temperature T0 — daily ambient temperature T1 |;
s32, acquiring preset proportionality coefficients lambda 2 corresponding to different operation modes and preset gain coefficients delta 1 finely adjusted according to different environment temperatures;
and S33, judging whether to correct the target SOC according to a preset judgment condition, and if necessary, correcting according to the following logic: the corrected target SOC is the target SOC λ 1 λ 2+ Δ 1.
In combination with the third situation, the fourth situation in any one of the possible situations is that the target SOCs are divided into a target SOC1 meeting the engine starting requirement and a target SOC2 meeting the dynamic requirement, and the corresponding required power P of the engine is divided into a maximum value P1 of the engine starting required power at different temperatures of the environmental chamber and a power P2 provided by the battery meeting the basic acceleration requirement of the whole vehicle;
obtaining a target SOC1 according to the Pm, the input P1/n and the average temperature Tp;
and obtaining a target SOC2 according to the Pm, the input P2/n and the average temperature Tp.
With reference to the fourth case, a fifth case in any one of the cases that may occur is to determine whether to perform target SOC correction according to a preset determination condition: when the oil quantity or the vehicle speed is lower than a preset value, correcting the target SOC, and adjusting the target SOC to be 1; when the oil amount or the vehicle speed exceeds a preset value, the target SOC is corrected and adjusted to 2.
With reference to the first aspect and any one of the first to fifth cases, in a sixth case that may occur, the energy management policy in the method is:
when the actual SOC is more than or equal to the corrected target SOC plus the preset error upper limit SOC, the engine is started after the required power of the whole vehicle exceeds the battery capacity, or the engine is not started;
when the corrected target SOC + the preset error upper limit SOC is larger than or equal to the actual SOC and larger than or equal to the corrected target SOC-the preset error SOC, starting the engine to enter a series power generation mode, and generating power by the engine according to requirements to ensure that the SOC of the whole vehicle is always kept in the range of the corrected target SOC;
and when the actual SOC is less than or equal to the corrected target SOC and the preset error SOC, the engine is started for a long time, and the SOC can be ensured to reach the corrected target SOC range.
As a second aspect, the present invention discloses a control system for actively managing a vehicle SOC according to weather forecast, the system comprising a PAD system and a VCU system, wherein:
the VCU system is used for managing and controlling the SOC of the whole vehicle according to the temperature information of N days;
and the PAD system is used for acquiring the temperature information of N days for the VCU system to analyze and use, receiving the information fed back by the VCU system and providing a man-machine interaction function.
As a third aspect, the present invention provides a computer readable storage medium storing one or more programs, wherein the one or more program instructions are stored on the computer readable storage medium and when executed by a processor, perform any of the methods described above.
As a fourth aspect, the present invention provides an electric vehicle characterized in that the vehicle is equipped with the above-described system and the above-described computer-readable storage medium storing program instructions for the system to operate.
The invention has the beneficial effects that:
the method can effectively utilize the information of weather forecast to estimate the SOC required to be kept when the vehicle is used next time, is suitable for the cold weather in the north, and can reduce the risk that the engine cannot be started and the acceleration of the driving process is weak after the hybrid vehicle is placed outdoors overnight. Meanwhile, on the premise of not increasing the cost of the whole vehicle, the energy-saving effect is realized through a specific control logic.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a system flow diagram of the present invention;
FIG. 2 is a table of power parameters corresponding to rolling resistance coefficients during operation of a vehicle type;
FIG. 3 is a table of parameters of uniform power demand during operation of a vehicle type;
FIG. 4 is a discharge parameter table of a ternary lithium battery carried on a certain vehicle type;
FIG. 5 is a table of power parameters required for starting an engine of a vehicle;
FIG. 6 is a diagram of target SOC ranges meeting start-up and endurance conditions;
FIG. 7 is a target SOC range for meeting acceleration conditions;
FIG. 8 is target SOC calculation logic
FIG. 9 is a conditional determination of target SOC correction;
FIG. 10 is a table showing the relationship between target SOC and temperature obtained by simulation;
FIG. 11 is a target SOC correction calculation result;
fig. 12 is a system configuration diagram of the present invention.
Detailed Description
The technical scheme of the invention is further specifically described by the following embodiments and the accompanying drawings. It is obvious that the described embodiments are only some of the embodiments of the invention.
Example 1
As shown in fig. 1, the present embodiment discloses a control method for actively managing SOC of a whole vehicle according to weather forecast, and the general method flow thereof is as follows:
step S1: after the whole vehicle is powered on, PAD (multimedia) collects the weather forecast information of the latest 7 days and feeds the information back to VCU for function starting logic judgment;
the VCU respectively calculates and processes the weather temperatures of the last 7 days, namely T1 (the current day), T2, T3, T4, T5, T6 and T7 to obtain the average temperature Tp of the last 7 balances (T1+ T2+ T3+ T4+ T5+ T6+ T7)/7;
the variance of the temperature for the last 7 days (temperature stabilization) was also calculated: sp ═ [ (T1-Tp) ^2+ (T2-Tp) ^2+ (T3-Tp) ^2+ (T4-Tp) ^2+ (T5-Tp) ^2+ (T6-Tp) ^2+ (T7-Tp) ^2 ]/7.
The conditions for the VCU to judge that the active management SOC needs to be started are as follows:
calculating the average temperature Tp not more than Ta (temperature value influencing the discharge capacity of the battery);
temperature variance Sp is more than or equal to Tb (the temperature difference is more than a certain range) & & temperature is less than or equal to Tc (temperature value influencing the discharge capacity of the battery) in any day of the last 7 days;
ta is the temperature value of which the discharge capacity of the battery is reduced by half, the temperature of the ternary lithium battery is about 0 ℃, and the temperature of the lithium iron phosphate battery is about 5 ℃;
tb judges whether the temperature difference range of rapid cooling appears in the last 7 days, and generally, Tb is considered to be stronger in the dispersion type of about 10 temperatures;
tc-the lowest temperature present in the last 7 days leads to a decrease in the discharge capacity of the cell, and Tc is 5 ℃ calculated on the basis of the variance.
As shown in fig. 2, after the active management SOC condition is satisfied, the VCU recognizes that the current driving condition is READY state, the gear of the entire vehicle is P gear, and no vehicle speed is currently used to send a pop frame to the PAD on the premise of ensuring driving safety, and prompts the user whether to select active management SOC.
PAD feeds back the driver's selection and defaults to disallow if the driver does not select for a long time.
Step S2: after the driver selects the VCU to actively manage the SOC, the VCU starts to calculate the SOC value which meets the next power-on starting and acceleration;
calculating the required power P1 for starting the engine, wherein the P1 takes the maximum value according to the required power for starting the engine at different temperatures of the environmental chamber; calculating the power P2 required by the battery to meet the basic acceleration requirement of the whole vehicle, and calculating the difference between the power P2 calculated according to acceleration and the power limited by NVH after the engine is started, wherein specific parameters can refer to FIG. 2 and FIG. 3.
The data of fig. 4 can be referred to specifically when the charging and discharging power Pm, Pm of the corresponding battery is determined according to the performance parameters of different batteries at different temperatures and different SOCs in the BMS.
According to the result of table lookup of the Pm comparison map 4, the values of P1/n and P2/n and the average temperature Tp calculated in the step 1 are input into a preset model, and a battery target SOC1 meeting the starting of the engine and a battery target SOC2 meeting the dynamic demand are calculated; where n represents the battery-side to motor-side conversion efficiency.
The specific calculation logic is shown in fig. 6, and the calculation logic which meets the starting target SOC1 (shown in fig. 5) of a certain vehicle model and the target SOC2 with the constant speed of 100km/h (required power of 17.2kw) under the circulation condition is used for analyzing the environmental temperature through simulation data and correcting the target SOC according to the environmental temperature when the environmental temperature is lower than 0 ℃.
If the acceleration performance of 0-100 kilometers under the low-temperature working condition needs to be met, the power P2 requirement obtained by calculation of a certain vehicle type is shown in the following table:
the acceleration performance requirement of a driver of a certain vehicle type is met, the acceleration performance of 0-100 kilometers can be met when the SOC2 is 15% and the temperature is 9 ℃ according to the simulation result, and the simulation result (shown in figure 7) shows that the values of the SOC2 corresponding to different temperatures are different.
Step S3: the VCU selects and corrects the target SOC calculated in the step S2 by identifying various parameters of the current finished automobile to obtain an SOC value needing power conservation in the current driving process, and meanwhile identifies that working conditions are enabling of effectiveness without adopting calculated values;
the current conditions that need to be considered for correction are shown in fig. 8, the target SOC is corrected according to the environmental temperature difference, and the calculation logic of the corrected proportionality coefficient λ 1 is as follows:
The target SOC is corrected according to the proportional coefficient of different operation modes (ECO/NORMAL/SPORT), and the proportional coefficient corresponding relation is that lambda 2 is obtained by table lookup according to different operation modes;
the target SOC is corrected according to the current environment temperature, and the corresponding relation of the gain coefficient delta 1 is obtained by performing fine adjustment according to different environment temperatures and performing coefficient table lookup;
as shown in fig. 8, the conditions of the oil amount and the vehicle speed are used as the conditions for determining whether to perform the correction, and the determination of whether to perform the correction is performed according to the determination logic shown in fig. 9. When the oil quantity or the vehicle speed is low, adjusting the target SOC to meet the starting SOC1 for preventing the engine from being started and stopped frequently, and when the oil quantity or the vehicle speed exceeds the target value, adjusting the target SOC to meet the power demand SOC 2;
the user may select different operating modes (EV (pure electric), HEV (hybrid electric), FHEV (fuel)) to distinguish the logic of the target SOC correction calculation, and the EV and FHEV modes do not respond to the target calculation, but only respond in the HEV mode.
The corrected target SOC value is target SOC λ 1 λ 2+ Δ 1.
The relation between the target SOC obtained by simulation and the temperature, which meets the requirement of dynamic property P2, is shown in FIG. 10, and after the target SOC is obtained by calculation, the SOC is corrected according to different operating habits of a driver and the actual state of the whole vehicle. The corrected target SOC is shown in fig. 11, where λ 1 is 0.95, λ 2 is 0.95, and Δ 1 is 5%.
And 4, step 4: obtaining the corrected target SOC condition and the enabling signal through the step 3, and then keeping the SOC of the whole vehicle in a target SOC value range through an energy management strategy of the VCU, wherein the energy management strategy is adopted in the following mode:
when the actual SOC is more than or equal to the corrected target SOC plus the preset error upper limit SOC, the engine is started after the required power of the whole vehicle exceeds the battery capacity, or the engine is not started;
when the corrected target SOC + the preset error upper limit SOC is larger than or equal to the actual SOC and larger than or equal to the corrected target SOC-the preset error SOC, starting the engine to enter a series power generation mode, and generating power by the engine according to requirements to ensure that the SOC of the whole vehicle is always kept in the range of the corrected target SOC;
and when the actual SOC is less than or equal to the corrected target SOC and the preset error SOC, the engine is started for a long time, and the SOC can be ensured to reach the corrected target SOC range.
By the method, the SOC required to be kept when the vehicle is used next time can be estimated by effectively utilizing the information of the weather forecast, the method is suitable for the northern cold weather, and the risks that the engine cannot be started and the acceleration of the driving process is weak after the hybrid vehicle is placed outdoors overnight can be reduced. Meanwhile, on the premise of not increasing the cost of the whole vehicle, the energy-saving effect is realized through a specific control logic.
Example 2
As shown in fig. 12, the present embodiment provides a system, which implements the technical effects of the present invention by applying the above-described method.
The embodiment provides a control system for actively managing the SOC of a whole vehicle according to weather forecast, which comprises a PAD system and a VCU system, wherein:
the VCU system is used for managing and controlling the SOC of the whole vehicle according to the temperature information of N days;
and the PAD system is used for acquiring the temperature information of N days for the VCU system to analyze and use, receiving the information fed back by the VCU system and providing a man-machine interaction function.
It should be understood that the above examples are only for illustrating the present invention and are not intended to limit the scope of the present invention. It should also be understood that various changes and modifications can be made by one skilled in the art after reading the disclosure of the present invention, and equivalents fall within the scope of the invention as defined by the appended claims.
Claims (10)
1. A control method for actively managing the SOC of a whole vehicle according to weather forecast is characterized by comprising the following steps:
s1, collecting weather information of the current day and the previous N days, and judging whether to execute an active management SOC program according to the weather information;
s2, if judging to execute, starting to calculate the target SOC meeting the required state of the vehicle;
s3, selecting and correcting the target SOC by identifying the current parameters of the whole vehicle to obtain a corrected target SOC needing power conservation in the current driving;
and S4, keeping the actual SOC of the whole vehicle within the range of the corrected target SOC according to the energy management strategy.
2. The control method for actively managing the SOC of the whole vehicle according to the weather forecast as claimed in claim 1, wherein said step S1 includes:
s11, acquiring weather temperatures of N days, respectively marking the weather temperatures as T1, T2, T3,. cndot.TN, calculating to obtain the latest N balance average temperature Tp ═ (T1+ T2 +. cndot.). cndot)/N, and calculating the variance Sp ═ T1-Tp ^2+ (T2-Tp) ^2+ (T3-Tp) ^2+ (TN-Tp) ^2]/N of the temperature of the latest N days;
s12, judging the condition that the active management SOC needs to be started is as follows:
the average temperature Tp is less than or equal to a preset temperature value Ta;
the temperature variance Sp is more than or equal to a preset temperature difference Tb & the temperature in any day of the last N days is less than or equal to a preset temperature value c;
ta is the temperature value at which the discharge capacity of the battery is reduced by half;
tb is the temperature difference value of rapid cooling occurring in the last N days;
tc is a temperature value obtained by calculating the variance of the lowest temperature in the last N days;
if yes, the active management SOC condition is established.
3. The control method for actively managing the SOC of the whole vehicle according to the weather forecast as claimed in claim 2, wherein said step S2 includes:
s21, acquiring the required power P of the engine;
s22, determining the charging and discharging power Pm of the corresponding battery of the BMS at different temperatures and different SOCs according to the performance parameters of different batteries;
and S23, inputting Pm, input P/n and average temperature Tp into a preset model to calculate the target SOC, wherein n represents the conversion efficiency from the battery end to the motor end.
4. The control method for actively managing the SOC of the whole vehicle according to the weather forecast as claimed in claim 3, wherein said step S3 includes:
s31, obtaining a correction proportion coefficient lambda 1 of the environmental temperature difference, wherein the calculation logic is as follows:
λ 1 ═ daily ambient temperature T1 — most recent N-day average temperature Tp | × T0/Tp | current ambient temperature T0 — daily ambient temperature T1 |;
s32, acquiring preset proportionality coefficients lambda 2 corresponding to different operation modes and preset gain coefficients delta 1 finely adjusted according to different environment temperatures;
and S33, judging whether to correct the target SOC according to a preset judgment condition, and if necessary, correcting according to the following logic: the corrected target SOC is the target SOC λ 1 λ 2+ Δ 1.
5. The control method for actively managing the SOC of the whole vehicle according to the weather forecast as claimed in claim 4, wherein the target SOCs are divided into a target SOC1 meeting the engine starting requirement and a target SOC2 meeting the dynamic requirement, and the corresponding required power P of the engine is divided into a maximum power P1 required for the engine starting at different temperatures of the environmental chamber and a power P2 required by the battery meeting the basic acceleration requirement of the whole vehicle;
inquiring a preset parameter comparison table according to the Pm, the input P1/n and the average temperature Tp to obtain a target SOC 1;
and inquiring a preset parameter comparison table according to the Pm, the input P2/n and the average temperature Tp to obtain the target SOC 2.
6. The control method for actively managing the SOC of the whole vehicle according to the weather forecast as claimed in claim 5, wherein the judgment of whether the target SOC is corrected according to the preset judgment condition is: when the oil quantity or the vehicle speed is lower than a preset value, correcting the target SOC, and adjusting the target SOC to be 1; when the oil amount or the vehicle speed exceeds a preset value, the target SOC is corrected and adjusted to 2.
7. The control method for actively managing SOC of a whole vehicle according to weather forecast as recited in any one of claims 1-6, wherein the energy management policy is:
when the actual SOC is more than or equal to the corrected target SOC plus the preset error upper limit SOC, the engine is started after the required power of the whole vehicle exceeds the battery capacity, or the engine is not started;
when the corrected target SOC + the preset error upper limit SOC is larger than or equal to the actual SOC and larger than or equal to the corrected target SOC-the preset error SOC, starting the engine to enter a series power generation mode, and generating power by the engine according to requirements to ensure that the SOC of the whole vehicle is always kept in the range of the corrected target SOC;
and when the actual SOC is less than or equal to the corrected target SOC and the preset error SOC, the engine is started for a long time, and the SOC can be ensured to reach the corrected target SOC range.
8. A control system for actively managing vehicle SOC according to weather forecast, the system comprising a PAD system and a VCU system, wherein:
the VCU system is used for managing and controlling the SOC of the whole vehicle according to the temperature information of N days;
and the PAD system is used for acquiring the temperature information of N days for the VCU system to analyze and use, receiving the information fed back by the VCU system and providing a man-machine interaction function.
9. A computer readable storage medium storing one or more programs, the computer readable storage medium storing one or more program instructions, which when executed by a processor, perform a method according to any one of claims 1 to 7.
10. An electric vehicle characterized in that the vehicle is equipped with the system of claim 8.
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