KR102056212B1 - Equivalent factor calculation method for hybrid electric vehicle considering electric load - Google Patents

Abstract

Disclosed is an equivalent factor calculation method for a hybrid electric vehicle considering an electric load. The equivalent factor calculation method for a hybrid electric vehicle comprises: a step of receiving a power distribution ratio value for an engine and a drive motor assisting power of the engine; a step of using the power distribution ratio value to calculate a fuel consumption rate and an SOC change amount for a given driving cycle; a step of calculating an optimal route in which an SOC of a battery in accordance with the SOC change amount satisfies an SOC constraint condition and the fuel consumption rate is minimized in a time-SOC grid; and a step of using an accumulation cost at a grid point included in the optimal route to calculate an equivalent factor which is a fuel energy conversion parameter of electric energy for each time step of preset intervals. The step of calculating the SOC change amount uses consumption power consumed by an electric load of the hybrid electric vehicle to calculate the SOC change amount.

Description

EQUIVALENT FACTOR CALCULATION METHOD FOR HYBRID ELECTRIC VEHICLE CONSIDERING ELECTRIC LOAD}

The present invention relates to a method for calculating an equivalent factor of a hybrid vehicle, and more particularly, to a method for calculating an equivalent factor of a hybrid vehicle in consideration of electric load.

Equivalent Consumption Minimization Strategy (ECMS) is a method that reduces the global optimization problem to instantaneous optimization problem, and can be applied in real time. Equivalent consumption minimization strategy starts with the concept that all energy generated from a hybrid vehicle is ultimately generated from fuel, and controls power distribution by considering not only fuel energy but also electric energy converted into fuel energy in the price function.

Here, the parameter for converting electrical energy into fuel energy is an equivalent factor.

The equivalent consumption minimization strategy in a hybrid vehicle uses a price function (J) as shown in [Equation 1] to minimize the cost, that is, to minimize the equivalent energy consumption of the engine and the battery. The power distribution ratio for the assisting drive motor can be determined.

은 연료 소비율, S는 등가 인자, P_e는 엔진에서 소비되는 연료 에너지, P_elec는 배터리에서 소비되는 전기 에너지를 나타낸다.Where H _lhv is the low calorific value of the fuel,

Is the fuel consumption rate, S is the equivalent factor, P _e is the fuel energy consumed in the engine, and P _elec is the electrical energy consumed in the battery.

As a related prior art, Korean Patent Application Publication No. 2018-0019195 and non-patent literature disclose "Optimum Control of Fuel Cell Hybrid Vehicle, Chung Chun Hwa, Young Il Park, Executive Ceremony, Cha Seok Won, Transactions of KSAE, Vol. 20, No. pp. 135-140 (2012).

The present invention is to provide a method that can calculate the equivalent factor of a hybrid vehicle in consideration of the electrical load.

According to an embodiment of the present invention for achieving the above object, the step of receiving a power distribution ratio value for the engine and a drive motor to assist the power of the engine; Calculating a fuel consumption rate and SOC variation amount for a given driving cycle using the power distribution ratio value; Calculating an optimal path in a time-SOC grid in which the SOC of the battery according to the SOC variation amount satisfies an SOC constraint and minimizes the fuel consumption rate; And calculating an equivalent factor, which is a fuel energy conversion parameter of electric energy, for each time step at a predetermined interval, using the cumulative cost at grid points included in the optimum path, and calculating the SOC variation amount. Provided is a method for calculating an equivalent factor of a hybrid vehicle that calculates the SOC change amount by using power consumption generated in the electric load of the hybrid vehicle.

In addition, according to another embodiment of the present invention for achieving the above object, the step of receiving a power distribution ratio value for the engine and a drive motor to assist the power of the engine; Calculating a fuel consumption rate and SOC variation amount for a given driving cycle using the power distribution ratio value; Calculating an optimal path in a time-SOC grid in which the SOC of the battery according to the SOC variation amount satisfies an SOC constraint and minimizes the fuel consumption rate; And calculating an equivalent factor, which is a fuel energy conversion parameter of electrical energy, by a predetermined time step, using the cumulative cost at grid points included in the optimal path, wherein calculating the equivalent factor comprises: For the non-compliant SOC of the optimal path that does not correspond to the grid point of the SOC grid, the equivalent factor is calculated using the cumulative cost at grid points adjacent to the non-compliant SOC, wherein the time-SOC grid is A grid point determined by a time interval and a SOC at a predetermined interval, wherein the optimum path is provided, the method for calculating the equivalent factor of the hybrid vehicle representing the path to the SOC for each time step.

According to the present invention, since the SOC change amount is calculated in consideration of power consumption generated in the electric load of the hybrid vehicle, an equivalent factor reflecting the electric power consumption of the electric load can be calculated.

In addition, according to the present invention, through the analysis of the tendency of the optimum equivalent factor that changes according to the electric load of the vehicle, it is possible to develop an equivalent consumption minimization strategy reflecting this.

In addition, according to the present invention, for a given driving cycle, time and cost consumed to derive an optimal equivalent factor can be reduced.

1 is a view for explaining an equivalent factor calculation apparatus of a hybrid vehicle according to an embodiment of the present invention.
2 is a diagram for describing a dynamic programming method for calculating an optimal path.
3 is a view for explaining an equivalent factor calculation method of a hybrid vehicle according to an embodiment of the present invention.
4 is a diagram for describing a method of calculating an equivalent factor of a hybrid vehicle according to another exemplary embodiment of the present invention.
5 is a diagram illustrating an equivalent factor calculation result of a hybrid vehicle according to an exemplary embodiment of the present invention.

As the invention allows for various changes and numerous embodiments, particular embodiments will be illustrated in the drawings and described in detail in the written description. However, this is not intended to limit the present invention to specific embodiments, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. In describing the drawings, similar reference numerals are used for similar elements.

Hereinafter, an equivalent factor calculation method for a 48V mild hybrid vehicle is described as an embodiment, but the hybrid vehicle basically includes a driving motor for assisting engine power and a battery for providing electric power to the driving motor. It will be apparent to those skilled in the art that the present invention can be applied to other types such as a full hybrid vehicle.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view for explaining an equivalent factor calculation apparatus of a hybrid vehicle according to an embodiment of the present invention, Figure 2 is a view for explaining a dynamic planning method for calculating the optimum route.

Referring to FIG. 1, an equivalent factor calculation apparatus according to an embodiment of the present invention includes a vehicle state analyzer 110, a control value determiner 120, and an equivalent factor calculator 130.

The vehicle condition analyzer 110 analyzes the state of the hybrid vehicle with respect to the control input value, and the control value determiner 120 determines an optimal control input value using the analysis result. Here, the control input value includes a power distribution ratio value u for the engine and the drive motor assisting the engine's power.

The vehicle state analyzer 110 calculates a fuel consumption rate and SOC variation amount for a driving cycle given as a vehicle state using a power distribution ratio value. Here, the driving cycle represents a relationship between the time given for the vehicle state analysis and the driving speed, and may be set to reflect various driving patterns.

When the hybrid vehicle travels according to the driving speed in the driving cycle, various state variables of the vehicle change according to the traveling speed. The vehicle state analyzer 110 estimates the state variable at a preset sampling time period and finally fuels the fuel. The consumption rate and the SOC variation can be calculated.

According to an exemplary embodiment, the vehicle condition analyzer 110 may calculate fuel consumption rate and SOC variation using a quasi-static vehicle model for a given hybrid vehicle, or calculate fuel consumption ratio and SOC variation in actual hybrid vehicles. have.

The SOC change amount is determined according to the power consumption of the hybrid vehicle. In order to calculate the SOC change amount, the vehicle state analyzer 110 according to the present invention not only consumes power generated by the driving motor, but also the electric load of the hybrid vehicle, for example, an air conditioner. Power consumption from navigation, headlights, and electronic power steering.

The control value determiner 120 provides various preset control inputs to the vehicle state analyzer 110, and among the various control inputs using the fuel consumption rate and the SOC change amount provided from the vehicle state analyzer 110. The optimum control input value that minimizes the fuel consumption rate of the vehicle is determined, and the optimal path that minimizes the fuel consumption rate is calculated in the time-SOC grid.

In this case, the control value determiner 120 determines an optimal control input value at which the fuel consumption rate is minimized while the SOC of the battery satisfies a predetermined SOC constraint according to the SOC change amount of the battery. As an example, the SOC constraint is a condition in which the SOC is the same at the beginning and the end of the driving cycle, and may include a minimum value and a maximum value range condition.

The control value determiner 120 may calculate an optimal control input value and an optimal path in which the cost of a cost function including fuel consumption is minimized by using a dynamic programming algorithm as an example. Here, the optimal path is a path for minimizing the cumulative cost, that is, the cumulative fuel consumption in the time-SOC grid, and represents a path for the SOC for which the cumulative cost for each time step is minimized according to the optimum control input value.

The time-SOC grid may be given as shown in FIG. 2 as an example. As shown in FIG. 2, the time-SOC grid includes grid points determined by the SOC and the time of a predetermined interval. In FIG. 2 a time-SOC grid of 16 grid points is shown as an embodiment.

The control value determiner 120 uses a well-known dynamic programming algorithm to minimize the cumulative cost in the reverse direction at four grid points 210, 220, 230, and 240 of the latest time step (K + 3). Determine. FIG. 2 illustrates a path 260 in which the cumulative cost is minimized in the reverse direction from the first grid point 210. Although not shown in the drawing, the paths 260 are shown in the remaining second to fourth grid points 220, 230, and 240. In the reverse direction, the path with the minimum cumulative cost is calculated. And all grid points store the accumulated cost up to the current time step. For example, the grid point of the K + 1 step of the example path 260 is the sum of the costs incurred when moving from the grid point of the K + 2 step to the grid point of the K + 1 step and the cumulative cost up to the K + 2 step. Is stored.

In this way, according to the dynamic programming method, since the cumulative cost calculation result from the previous step calculated through the backward simulation is used, the optimal path with the minimum cumulative cost in the forward direction from the initial time step (K) to the final time step (K + 3) is minimized. Can be calculated quickly.

For example, if the SOC at the time of the driving cycle is 0.5 under the SOC constraint, the control value determiner 120 may calculate the example path 260 of FIG. 2 as an optimal path from the time step K to K + 3.

The equivalent factor calculator 130 calculates an equivalent factor, which is a fuel energy conversion parameter of electric energy, by a predetermined time unit, using the cumulative cost at grid points included in the optimum path. The equivalent factor is known to be obtained using the costate of the Hamiltonian function, which is covered in the optimal control theory.

As described above, according to the present invention, since the SOC change amount is calculated in consideration of the power consumption generated in the electric load of the hybrid vehicle, an optimal path in which the electric power consumption of the electric load is considered is determined, and finally the electric power consumption of the electric load is determined. The reflected equivalent factor can be calculated.

3 is a view for explaining an equivalent factor calculation method of a hybrid vehicle according to an embodiment of the present invention.

The power distribution method according to the present invention may be performed in a computing device including a processor, and an equivalent factor calculating device as shown in FIG. 1 may be an example of such a computing device. Hereinafter, an equivalent factor calculation method performed by the equivalent factor calculation device will be described as an embodiment.

Referring to FIG. 3, the equivalent factor calculation apparatus according to the present invention receives a power distribution ratio value for an engine and a drive motor assisting power of the engine (S310), and uses a power distribution ratio value in advance to provide a driving cycle. Calculate the fuel consumption rate and SOC change amount for (S320).

The SOC of the battery according to the SOC variation amount satisfies the SOC constraint and calculates an optimal path in the time-SOC grid at which the fuel consumption rate is minimum (S330). The time-SOC grid includes grid points determined by the time and SOC at predetermined intervals, and the optimal path represents the path to the SOC for each time step.

The equivalent factor calculator calculates an equivalent factor, which is a fuel energy conversion parameter of electric energy, for each time step at a predetermined interval, using the cumulative cost at grid points included in the optimum path (S340).

In step S320, the power distribution device applies the power distribution ratio value to the total required torque for the hybrid vehicle obtained from the running cycle, calculates the drive motor torque, subtracts the calculated drive motor torque from the total required torque, Calculate the torque. The fuel consumption rate is determined according to the calculated engine torque and the engine rotation speed. Here, the engine rotational speed corresponds to the input shaft speed of the transmission, and the input shaft speed is determined according to the final reduction gear ratio, the transmission gear ratio according to the gear stage and the wheel speed.

In operation S320, the equivalent factor calculating device may calculate the SOC variation using the power consumption generated from the electric load of the hybrid vehicle. To this end, the equivalent factor calculating device first calculates the total required torque for the hybrid vehicle obtained from the driving cycle. The drive motor torque is calculated by applying the power distribution ratio value. After calculating the power consumption of the drive motor using the drive motor torque, the output current of the battery is calculated using the power consumption of the drive motor and the power consumption of the electric load. SOC variation can be calculated from the output current.

Hereinafter, the calculation process of the fuel consumption rate and the SOC variation amount will be described in detail.

<Fuel Consumption Calculation Process>

Since the total required torque for the hybrid vehicle is the sum of the engine torque and the drive motor torque, the equivalent factor calculating device can calculate the engine torque by subtracting the drive motor torque from the total required torque.

과 같이 표현될 수 있으며, 총 요구토크(T_tot)는 주행 사이클의 샘플링 타임별로 주어지기 때문에 등가 인자 산출 장치는 [수학식 2]를 이용해 구동 모터 토크(T_mot)를 계산할 수 있다. 그리고 총 요구토크에서, 구동 모터 토크를 차감하여, 엔진 토크(T_e)를 계산한다.The power distribution ratio value u

Since the total required torque T _tot is given for each sampling time of the driving cycle, the equivalent factor calculating device may calculate the driving motor torque T _mot using Equation 2. Then, the engine torque T _e is calculated by subtracting the drive motor torque from the total required torque.

The equivalent factor calculating device may calculate a fuel consumption rate using Equation 3.

Where w _e is the engine speed, e _th is the engine efficiency, and H _lhv is the low calorific value of the fuel.

Since the engine is connected to the input shaft of the transmission, the engine speed corresponds to the input shaft speed of the transmission, and the input shaft speed w _g of the transmission can be calculated as shown in [Equation 4].

Here, r _fd is the longitudinal gear ratio, r _gb is the transmission gear ratio, w _v is the wheel speed, and the transmission gear ratio is a value determined by the transmission stage gb_idx.

<SOC variation calculation process>

When the drive motor torque is calculated through Equation 3, the equivalent factor calculating device may calculate power consumption P _mot of the drive motor using Equation 5.

Here, w _mot represents the speed of the drive motor, e _mot represents the efficiency of the drive motor.

The equivalent factor calculating device calculates the battery output current of the hybrid vehicle using Equation 6, and calculates the SOC variation using Equation 7.

Where V _bat is the battery voltage, R _int is the battery internal resistance, and P _elec represents the sum of power consumption of the drive motor and the electric load.

The power consumption of the electric load is determined according to the electric load used during the driving cycle, and since the power consumption is given for each electric load, the total power consumption of the electric load used during the driving cycle can be easily calculated.

Where C _bat is the battery capacity and I _bat is the output current of the battery. And T _s represents a sampling time period for analysis of the vehicle condition.

Returning to FIG. 3 again, the equivalent factor calculating apparatus may calculate an optimal path in which the fuel consumption rate is minimum using the time-SOC grid as shown in FIG. 2 using the cost function as shown in Equation 8 in step S330. This optimum path is a path in which an optimum power distribution ratio value is used in which the fuel consumption rate is minimized.

는 동력 분배 비율값에 따라 결정되는 연료 소모율을 나타내며,

는 시간에 따라 달라지는 동력 분배 비율값을 나타낸다.

는 SOC 제약 조건을 만족하기 위한 패널티 함수를 나타낸다. 그리고 t_o는 주행 사이클의 시점, t_f는 주행 사이클의 종점을 나타낸다.here,

Represents the fuel consumption rate which is determined by the power distribution ratio value,

Represents the power distribution ratio value that varies with time.

Denotes a penalty function for satisfying SOC constraints. T _o denotes the start of the driving cycle, and t _f denotes the end of the driving cycle.

In operation S340, the equivalent factor calculator calculates costates by differentiating cumulative costs at grid points included in the optimum path for each time step with respect to the SOC, and calculates the equivalent factors using the costates.

)를 계산할 수 있으며, 여기서,

는 최적 경로의 누적 비용, x는 SOC를 나타낸다.The equivalence factor calculating device differentiates the cumulative cost of the optimal path with respect to the SOC as shown in [Equation 9].

), Where

Is the cumulative cost of the optimal path, x is the SOC.

)를 계산할 수 있다. 여기서 V_b는 하이브리드 차량의 배터리 전압이며, Q는 배터리 용량을 나타낸다.The equivalence factor calculating device uses an equivalent factor (Equation 10).

) Can be calculated. Where V _b is the battery voltage of the hybrid vehicle and Q is the battery capacity.

According to an embodiment, the equivalent factor calculating device calculates the costate by differentiating the cumulative cost at each grid point for each time step with respect to the SOC, and selectively calculating the equivalent factor for the grid point for each time step corresponding to the optimal path. Can be calculated

FIG. 4 is a diagram illustrating a method of calculating an equivalent factor of a hybrid vehicle according to another exemplary embodiment of the present invention, and FIG. 4 is a diagram illustrating an example of an optimal path according to a dynamic programming method.

The optimal path according to the dynamic programming may not correspond exactly to the grid points of the time-SOC grid. 4 shows an example of the calculated optimal path according to the dynamic programming method. As shown in FIG. 4, the SOC 450 of the time step K + 1 in the optimal path 460 is equal to 4 of the time step K + 1. Does not correspond to the two grid points 410 to 440.

In this case, the equivalent factor calculation apparatus according to the present invention calculates the cumulative cost at the grid point adjacent to the non-corresponding SOC 450 for the non-corresponding SOC 450 of the optimal path that does not correspond to the grid point of the time-SOC grid. To calculate the equivalent factor.

More specifically, the equivalent factor calculating device receives a power distribution ratio value for the engine and a drive motor assisting the engine power, and calculates fuel consumption rate and SOC variation for a given driving cycle using the power distribution ratio value. . In addition, the SOC of the battery according to the SOC variation amount satisfies the SOC constraint and calculates an optimal path in the time-SOC grid, which minimizes fuel consumption.

Thereafter, the equivalent factor calculating device calculates an equivalent factor, which is a fuel energy conversion parameter of electric energy, for each time step at a predetermined interval, using the cumulative cost at grid points included in the optimum path. At this time, if the above-described non-compliant SOC exists, the equivalent factor calculating device interpolates the costate at the grid point adjacent to the non-compliant SOC 450, so that the time step (K + 1) at which the non-compliant SOC 450 exists. Compute the equivalent factor at. The equivalent factor calculating apparatus may perform interpolation using costates and SOCs of adjacent grid points, and the adjacent grid points are not corresponding SOC 450 at the current time step (K + 1) at which the non-compliant SOC 450 occurs. Grid point 430 of SOC greater than) and grid point 420 of SOC smaller than non-compliant SOC 450.

)를 계산할 수 있다.As an example, the equivalent factor calculating apparatus performs interpolation as shown in Equation 11, so that the equivalent factor at the time step in which the non-corresponding SOC is present (

) Can be calculated.

Where SOC _i represents the non-compliant SOC 450, SOC ₁ is the SOC at the second grid point 420, λ ₁ is the costate at the second grid point 420, and SOC ₂ is the third grid point. SOC, λ ₂ at 430 denotes the costate at the third grid point 430.

FIG. 5 is a diagram illustrating an equivalent factor calculation result of a hybrid vehicle according to an exemplary embodiment of the present invention, and illustrates results of different electric load load power consumptions.

As shown in FIG. 5, it can be seen that the equivalent factor pattern is also changed as the electric load power consumption P _accelec changes in the order of 0W, 500W, 1500W, 2500W.

As described above, according to the present invention, it is possible to analyze the tendency of the optimal equivalent factor that varies according to the electric load of the vehicle, and develop an equivalent consumption minimization strategy reflecting the same.

The technical contents described above may be embodied in the form of program instructions that may be executed by various computer means and may be recorded in a computer readable medium. The computer readable medium may include program instructions, data files, data structures, and the like, alone or in combination. The program instructions recorded on the media may be those specially designed and constructed for the purposes of the embodiments, or they may be of the kind well-known and available to those having skill in the computer software arts. Examples of computer-readable recording media include magnetic media such as hard disks, floppy disks, and magnetic tape, optical media such as CD-ROMs, DVDs, and magnetic disks, such as floppy disks. Magneto-optical media, and hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, flash memory, and the like. Examples of program instructions include not only machine code generated by a compiler, but also high-level language code that can be executed by a computer using an interpreter or the like. The hardware device may be configured to operate as one or more software modules to perform the operations of the embodiments, and vice versa.

As described above, the present invention has been described by specific embodiments such as specific components and the like, but the embodiments and drawings are provided only to help a more general understanding of the present invention, and the present invention is not limited to the above embodiments. For those skilled in the art, various modifications and variations are possible from these descriptions. Therefore, the spirit of the present invention should not be limited to the described embodiments, and all of the equivalents and equivalents of the claims, as well as the appended claims, will belong to the scope of the present invention. .

Claims (10)

Receiving a power distribution ratio value for an engine and a drive motor that assists power of the engine;
Calculating a fuel consumption rate and SOC variation amount for a given driving cycle using the power distribution ratio value;
Calculating an optimal path in a time-SOC grid in which the SOC of the battery according to the SOC variation amount satisfies an SOC constraint and minimizes the fuel consumption rate; And
Calculating an equivalent factor, which is a fuel energy conversion parameter of electrical energy, for each time step at a predetermined interval, using the cumulative cost at grid points included in the optimal path,
Calculating the SOC variation amount
The amount of change in the SOC is calculated using the power consumption generated in the electric load of the hybrid vehicle.
Method for calculating equivalent factor of hybrid vehicle.
The method of claim 1,
Calculating the SOC variation amount
Calculating a drive motor torque by applying the power distribution ratio value to the total required torque for the hybrid vehicle obtained from the running cycle;
Calculating power consumption of the drive motor using the drive motor torque;
Calculating an output current of the battery using power consumption of the driving motor and power consumption of the electric load; And
Calculating the SOC variation amount from the output current
Equivalent factor calculation method of a hybrid vehicle comprising a.
The method of claim 2,
Calculating the output current of the battery
The output current (

To calculate)
Method for calculating equivalent factor of hybrid vehicle.
[Equation]

Where V _bat is a battery voltage, R _int is a battery internal resistance, and P _elec is the sum of power consumption of the driving motor and the electric load.
The method of claim 1,
Time-soc grid
Includes grid points determined by SOC and time at preset intervals,
The optimal route is
Representing a path to the SOC for each time step
Equivalence Factor Calculation Method for Hybrid Vehicles
The method of claim 4, wherein
The step of calculating the equivalent factor is
Calculating a costate by differentiating a cumulative cost at a grid point included in the optimal path with respect to SOC for each time step; And
Calculating the equivalent factor using the costate
Equivalent factor calculation method of a hybrid vehicle comprising a.
The method of claim 5,
The step of calculating the equivalent factor is
Equivalent at the time step at which the non-compliant SOC is present by interpolating the costate at grid points adjacent to the non-compliant SOC for the non-compliant SOC of the optimal path that does not correspond to the grid point of the time-SOC grid. To calculate the factor
Method for calculating equivalent factor of hybrid vehicle.
The method of claim 6,
The step of calculating the equivalent factor is
Interpolation is performed using the costate and SOC of the adjacent grid point,
The adjacent grid point is
At a current time step in which the non-compliant SOC occurs, including a grid point of an SOC larger than the non-compliant SOC and a grid point of an SOC smaller than the non-compliant SOC.
Method for calculating equivalent factor of hybrid vehicle.
Receiving a power distribution ratio value for an engine and a drive motor that assists power of the engine;
Calculating a fuel consumption rate and SOC variation amount for a given driving cycle using the power distribution ratio value;
Calculating an optimal path in a time-SOC grid in which the SOC of the battery according to the SOC variation amount satisfies an SOC constraint and minimizes the fuel consumption rate; And
Calculating an equivalent factor, which is a fuel energy conversion parameter of electrical energy, by a predetermined time step, using the cumulative cost at grid points included in the optimal path,
The step of calculating the equivalent factor is
For the non-compliant SOC of the optimal path that does not correspond to the grid point of the time-SOC grid, the equivalent factor is calculated using the cumulative cost at grid points adjacent to the non-corresponding SOC,
The time-SOC grid includes grid points determined by the time and SOC of a predetermined interval,
The optimal path represents a path for the SOC for each time step.
Method for calculating equivalent factor of hybrid vehicle.
The method of claim 8,
The step of calculating the equivalent factor is
Calculating a costate by differentiating a cumulative cost at a grid point included in the optimal path for an SOC for each time unit; And
Calculating the equivalent factor using the costate
Equivalent factor calculation method of a hybrid vehicle comprising a.
The method of claim 9,
The step of calculating the equivalent factor is
For the non-compliant SOC, the costate at the grid point adjacent to the non-compliant SOC is interpolated to calculate an equivalent factor at the time step at which the non-compliant SOC is present,
The adjacent grid point is
At a current time step in which the non-compliant SOC occurs, including a grid point of an SOC larger than the non-compliant SOC and a grid point of an SOC smaller than the non-compliant SOC.
Method for calculating equivalent factor of hybrid vehicle.

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