How to save fuel and electricity for hybrid vehicles?

How to save fuel and electricity for hybrid vehicles? When automakers analyze their models, they often talk about one word driving style. Important processing must take the form of sports. Propaganda that fuel-saving is not a small ecological form. SUV four-wheel drive form, hybrid power model form, pure electric form, hybrid form, pure oil power form and side oil power side power generation form, etc. Regarding traditional powered cars, these forms are easy to choose. The fun to be controlled is naturally the form of sports, and the pursuit of economy is necessary for ecology and ecology+, and off-road in all directions; what about hybrid cars? How do you find so many chaotic forms? How to save fuel and use electricity to the maximum? You will definitely dismiss it, this is also a problem, Xiaobai knows badly. To run a high-speed engine, it must be purely electric at the second ring road of the imperial city. As for what else appears while the engine is running, is this the system software preset to maintain a certain level of power? But you know, in the engineer team, There are three or two lunatics who want the numbers to look better, even if it is only 1%. Viktor Larsson, a PhD in electrical engineering from Chalmers University of Technology in Gothenburg, Switzerland, talked about this in a doctoral thesis. Of course, as the research topic of the doctoral dissertation, it is necessary not to go to the speed of the highway engine, the peak battery rhythm, but to have a bigger point. Larsson uses a series of mathematical algorithms such as hierarchical algorithms, convex programming, and Hamilton functions to mathematically model the working conditions of hybrid electric vehicles to obtain power distribution with lower fuel consumption. Then, Dr. Larson compiled these algorithms into a program. As we all know, the fuel consumption of plug-in hybrid vehicles is much lower than that of traditional cars. The Toyota Prius can only get 2.6 liters of fuel per 100 kilometers. The program first calculates daily driving data and calculates the daily path of the vehicle. When a vehicle is driving on a given road, it can identify the specific location of the vehicle on the road, and then balance the power output of the battery and engine in real time based on the calculated data. Larson expects the software to be determined to control the more fuel-efficient form and automatically switch to the corresponding form, so the software does not need to know how long the journey is, but also know the corresponding conditions, for example, if it is uphill, the less obvious engine can be. Get more power, more fuel-efficient, use the battery to consume too fast. The software has sensing capabilities, not only extracting vehicle control data, but also navigation data. The software uploads the driving data and road data of the vehicle to the server, and presets the power allocation for the road. In this way, the software can do the homework appropriately with regard to the daily progress, as long as the time data is read. On Monday morning, all you have to do is find your way of working. Larsson built an algorithm model on Volvo V60 to test it. In the V60 plug-in version, the motor drives the rear wheels and the engine drives the front wheels. When needed, the engine can also drive the generator to charge the battery so that the battery can be refilled. Therefore, in this model, there are two degrees of freedom. Suppose you have a 100-kilometer journey, and you expect to have 60% of the power left halfway through, and a little bit after two-thirds of the journey. Then just input this into the program, the program will automatically assign drivers according to the route, which is very fuel efficient. I'm considering making it a mobile application, but as we all know, the key to its success lies in whether automakers are willing to open up car data to me. More importantly, the current plug-in hybrid vehicles have already saved fuel very well, and the 10% increase is not attractive enough for users. I estimate that they may not save $100 a year with this software. Larson expects that the audience for the software will be very narrow, either those who are obsessed with fuel consumption, or the managers of some large hybrid vehicle teams, because the base is large, the end use of fuel efficiency will be more interesting. In fact, as Larsson believes, the software has limitations, especially in the aftermarket. The program not only reads the data of the vehicle, but also involves the power control system of the vehicle to control the operation of the engine and electric motor. If only the vehicle protocol is cracked, how to ensure safety? In addition, different hybrid modes have different battery capacities and hybrid modes, so the software may be inclusive, and different brands and models may have different versions. However, Larsson alone was unable to complete the adaptation and testing tasks. Disclaimer: Some pictures and content of the articles published on this site are from the Internet, if there is any infringement, please contact to delete. Previous: Precautions for the design of lithium battery custom pack structure