MÉTODO E APARELHO DE GERENCIAMENTO DE ENERGIA, DISPOSITIVO ELETRÔNICO, VEÍCULO INTELIGENTE E MEIO DE ARMAZENAMENTO

Abstract

An energy management method, comprising: acquiring the current destination corresponding to a target vehicle and a corresponding target traveling route for traveling to the current destination; on the basis of the relationship between the current destination and the target traveling route, determining whether to charge the target vehicle upon reaching the current destination; on the basis of the current departure date, the current departure time and the target traveling route, determining a destination type corresponding to the current destination; and on the basis of the destination type, a determination result of whether to charge the target vehicle upon reaching the current destination, and the target traveling route, determining an energy management method corresponding to the target vehicle. Usage scenarios of a target vehicle are combined with an energy management method for the target vehicle, thereby ensuring that the energy consumption of the target vehicle is optimal in all scenarios. The present application further relates to an energy management apparatus, an electronic device, an intelligent vehicle and a computer-readable storage medium.

Description

1 / 86 Energy Management Method and Apparatus, Electronic Device, Intelligent Vehicle and Storage Media - Technical Field

[001] This application relates to the field of hybrid vehicles and, specifically, to a method and apparatus for energy management, an electronic device, a smart vehicle and a storage medium. Background

[002] With the advancement of electrification in the automotive industry, hybrid vehicles are gaining increasing market share due to their smooth and quiet driving performance in purely electric driving mode, as well as less range anxiety compared to purely electric vehicles. However, under some specific operating conditions, the performance of hybrid vehicles can be significantly compromised.

[003] In existing technologies, energy management strategies for current hybrid vehicles typically prioritize electric power over fuel. When the journey distance is long, the traction battery remains in a charge maintenance state for the latter part of the journey. When the vehicle is in charge maintenance driving mode, the engine needs to simultaneously provide propulsion and recharge the traction battery, resulting in higher energy consumption. Additionally, both the vehicle's drivability and NVH performance are compromised. The lower the charge state of the traction battery, the higher the engine operating speed, and the worse the NVH performance. Particularly in low-speed operating conditions, such as in urban areas or congestion, frequent engine starts and stops make the Petition 870250081429, dated 10 / 09 / 2025, page 104 / 217 2 / 86 deterioration in vehicle performance most noticeable to drivers.

[004] Therefore, the way to achieve energy management for hybrid vehicles has become an urgent issue to be solved. Summary

[005] With this in mind, the present application provides a method and a power management device, an electronic device, a smart vehicle and a storage medium, to solve the problem of how to achieve power management for hybrid vehicles.

[006] According to a first aspect, the present application provides a method for energy management. The method includes: obtain a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination; Based on a relationship between the current destination and the target driving route, determine whether the target vehicle will be recharged after driving to the current destination; Determine a destination type corresponding to the current destination based on a current departure date, a current departure time, and the target driving route, where the destination type includes a one-way destination and / or a round-trip destination, and a round-trip destination indicates that the current destination is a destination for the target vehicle in one direction on a round-trip journey; and determine a power management mode corresponding to the target vehicle based on the destination type, a result of determining whether the target vehicle will be recharged after driving to the current destination, and the target driving route.

[007] In the energy management method provided in the embodiments of the present application, a current destination corresponding to a target vehicle and a corresponding target driving route are obtained. Petition 870250081429, dated 10 / 09 / 2025, p. 105 / 217 3 / 86 to the current destination, and it is determined whether the target vehicle will recharge after driving to the current destination based on a relationship between the current destination and the target driving route, thus ensuring the accuracy of the result of the determination of whether the target vehicle will recharge after driving to the current destination. A destination type corresponding to the current destination is determined based on a current departure date, a current departure time, and the target driving route, thus ensuring the accuracy of the determined destination type. A power management mode corresponding to the target vehicle is determined based on the destination type, a result of the determination of whether the target vehicle will recharge after driving to the current destination, and the target driving route, thus ensuring the accuracy of the determined power management mode corresponding to the target vehicle.A target vehicle usage scenario is combined with the target vehicle's energy management mode to ensure that the target vehicle's energy consumption is optimal in different scenarios.

[008] In an optional implementation, the step of obtaining a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination includes: Detect whether the navigation function is enabled in the target vehicle; To obtain the current departure location, current departure date, and current departure time corresponding to the target vehicle if the navigation functionality is not enabled in the target vehicle; Generate a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, the current departure date, and the current departure time; Generate a predicted driving route for the target vehicle from the current starting location to the predicted destination based on a relationship between the destination. Petition 870250081429, dated 10 / 09 / 2025, pp. 106 / 217 4 / 86 scheduled, the current departure location, the current departure date, and the current departure time; To determine if the predicted destination and the predicted driving route are accurate; and if the predicted destination and the predicted driving route are accurate, to determine that the predicted destination is the actual destination, and to determine that the predicted driving route is the target driving route.

[009] In the energy management method provided in the embodiments of this application, it is detected whether the navigation functionality is activated in the target vehicle, thus ensuring the accuracy of the detection result obtained. A current departure location, current departure date, and current departure time corresponding to the target vehicle are obtained if the navigation functionality is not activated in the target vehicle; and a predicted destination corresponding to the target vehicle is generated based on a relationship between the current departure location, the current departure date, and the current departure time, thus ensuring the accuracy of the generated predicted destination. A predicted driving route for driving the target vehicle from the current departure location to the predicted destination is generated based on a relationship between the predicted destination, the current departure location, the current departure date, and the current departure time, thus ensuring the accuracy of the generated predicted driving route.It is determined whether the predicted destination and the predicted driving route are accurate, and if the predicted destination and the predicted driving route are accurate, it is determined that the predicted destination is the current destination, and it is determined that the predicted driving route is the target driving route, so that when the navigation functionality is not activated in the target vehicle, the current destination corresponding to the target vehicle and the corresponding target driving route for driving to the current destination are determined, so that the target vehicle's energy can be planned. Petition 870250081429, dated 10 / 09 / 2025, p. 107 / 217 5 / 86 in advance based on current destination and target driving route.

[010] In an optional implementation, the step of generating a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, the current departure date, and the current departure time includes: Insert the current departure location, current departure date, and current departure time into a destination prediction model, and perform, using the destination prediction model, extraction of attributes related to the current departure location, current departure date, and current departure time to output the predicted destination, wherein the destination prediction model is obtained by training based on a plurality of historical first user journey routes, each of the historical first user journey routes includes a historical first departure location, a historical first destination, a historical first departure date, and a historical first departure time, and the historical first destination is used as the first label information.

[011] In the energy management method provided in the embodiments of this application, the current departure location, the current departure date, and the current departure time are entered into a destination prediction model, and the destination prediction model performs attribute extraction relating to the current departure location, the current departure date, and the current departure time to output the predicted destination. Through the above method, the destination prediction model is obtained by training based on the plurality of historical first user journey routes, and historical journey patterns of a user are considered comprehensively, so that the accuracy of the issued predicted destination can be guaranteed.

[012] In an optional implementation, the step of generating a predicted driving route for driving the target vehicle from the current starting location to the predicted destination based on a relationship between the predicted destination, the location of Petition 870250081429, dated 10 / 09 / 2025, pp. 108 / 217 6 / 86 current departure, current departure date and current departure time includes: Determine current transit conditions for optional routes from the current departure location to the planned destination on the current departure date and at the current departure time, based on the relationship between the planned destination, the current departure location, the current departure date, and the current departure time. To obtain current route weather conditions; and to insert the current route weather conditions, the current departure location, the predicted destination, the optional routes, and the current traffic conditions corresponding to the optional routes into a route prediction model to output the predicted driving route corresponding to the predicted destination, wherein the route prediction model is obtained by training based on a plurality of second historical user route paths, each of the second historical user route paths includes a second historical departure location, a second historical destination, a second historical route weather condition, a second historical driving route from the second historical departure location to the second historical destination, and a historical traffic condition of the second historical driving route, and the second historical driving route is used as second label information.

[013] In the energy management method provided in the embodiments of this application, current transit conditions for optional routes from the current departure location to the intended destination on the current departure date and at the current departure time are determined based on the relationship between the intended destination, the current departure location, the current departure date and the current departure time, thus ensuring the accuracy of determining the current transit conditions for each optional route. Current route weather conditions are obtained, and the current route weather conditions, the location of Petition 870250081429, dated 10 / 09 / 2025, pp. 109 / 217 7 / 86 The current departure date, the predicted destination, optional routes, and the current traffic conditions corresponding to the optional routes are entered into a route prediction model, and the predicted driving route corresponding to the predicted destination is issued. Through the above method, the route prediction model is obtained by training based on the plurality of historical second user route data, and the current departure date, current departure time, current traffic conditions for each optional route, and current weather conditions are comprehensively considered so that the accuracy of the issued predicted driving route can be guaranteed.

[014] In an optional implementation, the step of determining whether the predicted destination and the predicted driving route are accurate includes: To display the predicted destination and driving route to a user, and receive an initial instruction entered by the user; and to determine, based on the initial instruction, whether the predicted destination and driving route are accurate.

[015] In the energy management method provided in the embodiments of the present application, the predicted destination and the predicted driving route are displayed to a user, a first instruction entered by the user is received, and it is determined whether the predicted destination and the predicted driving route are accurate based on the first instruction, so that the result of whether the predicted destination and the predicted driving route are accurate can be accurately determined.

[016] In an optional implementation, the method additionally includes: receiving the current destination entered by a user if the predicted destination or the predicted driving route is not accurate; Enter the current weather conditions along the route, and the starting point. Petition 870250081429, dated 10 / 09 / 2025, pp. 110 / 217 8 / 86 current, the current destination and current traffic conditions corresponding to the optional routes in the route prediction model to issue a candidate driving route corresponding to the current destination; and correct the candidate driving route in real time based on current location information of the target vehicle to obtain the target driving route.

[017] In the energy management method provided in the embodiments of this application, the current destination entered by a user is received. If the predicted destination or predicted driving route is not accurate, the current weather conditions of the route, the current departure location, the current destination, and the current traffic conditions corresponding to the optional routes are entered into the route prediction model to output a candidate driving route corresponding to the current destination, and the candidate driving route is corrected in real time based on current location information of the target vehicle to obtain the target driving route. The accuracy of the obtained target driving route corresponding to the current destination is guaranteed, the user's intentions are met, and the user does not need to select the target driving route.

[018] In an optional implementation, the step of determining, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination includes: obtain the current departure location and current departure time of the target vehicle; determine, based on the current departure time, an arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route; obtain the current remaining charge state of the target vehicle; calculate, based on the current remaining charge state of the target vehicle, a Petition 870250081429, dated 10 / 09 / 2025, pp. 111 / 217 9 / 86 Estimated remaining charge status of the target vehicle after driving to the current destination; and determine, based on the arrival time, estimated remaining charge status, and current destination, whether the target vehicle will be recharged after driving to the current destination.

[019] In the energy management method provided in the embodiments of the present application, a current departure location and the current departure time of the target vehicle are obtained, and an arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route is determined based on the current departure time, thus ensuring the accuracy of the determined arrival time. A current remaining state of charge of the target vehicle is obtained, and an estimated remaining state of charge of the target vehicle after driving to the current destination is calculated based on the current remaining state of charge of the target vehicle, thus ensuring the accuracy of the calculated estimated remaining state of charge.It is determined whether the target vehicle will recharge after driving to the current destination based on the arrival time, the estimated remaining charge status, and the current destination, so that the accuracy of the result of whether the target vehicle will recharge after driving to the current destination can be guaranteed.

[020] In an optional implementation, the step of calculating, based on the current remaining state of charge of the target vehicle, an estimated remaining state of charge of the target vehicle after driving to the current destination includes: To obtain terrain information for the target driving route, an average driving speed of the target vehicle, a current driving range corresponding to the target driving route, current ambient temperature information, and information on the configuration of onboard electrical devices; determine the energy consumption for the first phase of driving the Petition 870250081429, dated 10 / 09 / 2025, pp. 112 / 217 10 / 86 target vehicle from the current starting location to the current destination according to the target driving route based on terrain, average driving speed, current driving range, current ambient temperature information, and onboard electrical device definition information; and subtract the first-trip energy consumption from the current remaining state of charge to obtain the estimated remaining state of charge.

[021] In the energy management method provided in the embodiments of the present application, a terrain of the target driving route, an average driving speed of the target vehicle, a current driving range corresponding to the target driving route, current ambient temperature information and onboard electrical device definition information are obtained, and a first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route is determined based on the terrain, average driving speed, current driving range, current ambient temperature information and onboard electrical device definition information, thus ensuring the accuracy of the determined first-trip energy consumption.The first-path energy consumption is subtracted from the current remaining state of charge to obtain the estimated remaining state of charge, thus ensuring the accuracy of the estimated remaining state of charge obtained.

[022] In an optional implementation, the step of determining, based on the arrival time, the estimated remaining charge status and the current destination, whether the target vehicle will be recharged after driving to the current destination includes: Input the arrival time, estimated remaining charge status, and current destination into a charging behavior prediction model to output a result indicating whether the target vehicle will be recharged after driving to the destination. Petition 870250081429, dated 10 / 09 / 2025, pp. 113 / 217 11 / 86 current destination using the recharge behavior prediction model, where the recharge behavior prediction model is obtained by training based on historical recharge locations, historical recharge time periods, and historical initial recharge ranges of remaining charge state.

[023] In the energy management method provided in the embodiments of the present application, the arrival time, the estimated remaining charge status and the current destination are entered into a recharge behavior prediction model to output a result of whether the target vehicle will recharge after driving to the current destination using the recharge behavior prediction model, thus ensuring the accuracy of the result of whether the target vehicle will recharge after driving to the current destination.

[024] In an optional implementation, the step of determining, based on the arrival time, the estimated remaining charge status and the current destination, whether the target vehicle will be recharged after driving to the current destination includes: Determine if the current destination meets a recharge condition. When the current destination meets the recharge condition, determine if the arrival time is within a historical recharge time period range and if the estimated remaining charge state is within a historical initial recharge range. If the arrival time is within the historical recharge time range and the estimated remaining charge state is within the initial historical recharge range, determine that the target vehicle will be recharged after driving to the current destination; and if the arrival time is not within the historical recharge time range and / or the estimated remaining charge state is not within the initial historical recharge range, determine that Petition 870250081429, dated 10 / 09 / 2025, pp. 114 / 217 12 / 86 The target vehicle will not be recharged after driving to its current destination.

[025] In the energy management method provided in the embodiments of the present application, it is determined whether the current destination meets a recharging condition, when the current destination meets the recharging condition, it is determined whether the arrival time is within a historical recharging time period range and whether the estimated remaining state of charge is within a historical initial remaining state of charge range, and if the arrival time is within the historical recharging time period range and the estimated remaining state of charge is within the historical initial remaining state of charge range, it is determined that the target vehicle will be recharged after driving to the current destination, thus ensuring the accuracy of the determined result that the target vehicle will be recharged after driving to the current destination.If the arrival time is not within the historical recharge time range and / or the estimated remaining charge status is not within the initial historical recharge range, it is determined that the target vehicle will not be recharged after driving to the current destination, thus ensuring the accuracy of the determined result that the target vehicle will not be recharged after driving to the current destination.

[026] In an optional implementation, the step of determining a power management mode corresponding to the target vehicle based on the type of destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and the target driving route includes: If the current destination is a one-way trip and the target vehicle will not be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a starting location. Petition 870250081429, dated 10 / 09 / 2025, pp. 115 / 217 13 / 86 current to current destination according to target driving route; Calculate the usable energy that the target vehicle can provide by consuming energy from its current remaining state of charge to a predefined balanced state of charge. If the energy consumption of the first trip is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and if the energy consumption of the first trip is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[027] In the energy management method provided in the embodiments of this application, if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, a first-trip energy consumption is determined for driving the target vehicle from a current starting location to the current destination according to the target driving route, thus ensuring the accuracy of the determined first-trip energy consumption. The usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a predefined equilibrium state of charge is calculated, thus ensuring the accuracy of the calculated usable energy.If the first-trip energy consumption is less than or equal to the usable energy, it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the purely electric driving mode. If the first-trip energy consumption is greater than the usable energy, it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode, thus ensuring... Petition 870250081429, dated 10 / 09 / 2025, pp. 116 / 217 14 / 86 the accuracy that the determined energy management mode corresponding to the vehicle is the hybrid driving mode. In this way, an ideal total journey energy consumption is achieved, while at the same time guaranteeing the driving experience.

[028] In an optional implementation, the step of determining a power management mode corresponding to the target vehicle based on the type of destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and the target driving route includes: If the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; Calculate the maximum energy that the target vehicle can supply through consumption from its current remaining state of charge to a minimum allowable state of charge. Compare the energy consumption of the first leg of the journey with the maximum energy consumption; If the first-trip energy consumption is less than or equal to the maximum energy, adjust a preset balance state corresponding to the target vehicle downwards to the minimum permissible charge state, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, where the preset balance state is a preset value for the target vehicle, and when the current remaining charge state reaches the preset balance state, the target vehicle is automatically adjusted to hybrid driving mode; and if the first-trip energy consumption is greater than the maximum energy, determine that the corresponding energy management mode Petition 870250081429, dated 10 / 09 / 2025, pp. 117 / 217 15 / 86 to the target vehicle is the hybrid driving mode.

[029] In the energy management method provided in the embodiments of this application, if the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, a first-trip energy consumption is determined for driving the target vehicle from a current starting location to the current destination according to the target driving route, thus ensuring the accuracy of the determined first-trip energy consumption. The maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge is calculated, thus ensuring the accuracy of the calculated maximum energy.The first-trip energy consumption is compared to the maximum energy, and if the first-trip energy consumption is less than or equal to the maximum energy, a predefined equilibrium state of charge corresponding to the target vehicle is adjusted downwards to the minimum permissible state of charge, and it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the purely electric driving mode. If the first-trip energy consumption is greater than the maximum energy, it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the hybrid driving mode.In this way, an ideal total energy consumption is achieved, while at the same time guaranteeing a pleasant driving experience.

[030] In an optional implementation, the step of determining a power management mode corresponding to the target vehicle based on the type Petition 870250081429, dated 10 / 09 / 2025, pages 118 / 217 16 / 86 destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and the target driving route includes: If the current destination is a round trip and the target vehicle will not be recharged after driving to the current destination, determine a second-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route, and the return from the current destination to the current starting location; Calculate the usable energy that the target vehicle can provide through consumption from a current remaining state of charge to a predefined equilibrium state of charge; If the energy consumption of the second trip is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode; and if the energy consumption of the second trip is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

[031] In the energy management method provided in the embodiments of this application, if the current destination is a round-trip destination and the target vehicle will not be recharged after driving to the current destination, a second-trip energy consumption is determined for driving the target vehicle from a current starting location to the current destination according to the target driving route, and the return from the current destination to the current starting location, thus ensuring the accuracy of the calculated second-trip energy consumption. The usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a predefined equilibrium state of charge is calculated, thus ensuring the accuracy of the usable energy. Petition 870250081429, dated 10 / 09 / 2025, pp. 119 / 217 17 / 86 calculated. If the second trip energy consumption is greater than the usable energy, it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the hybrid driving mode. If the second trip energy consumption is less than or equal to the usable energy, it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the purely electric driving mode. In this way, an ideal total trip energy consumption is achieved while guaranteeing the driving experience.

[032] In an optional implementation, the step of determining a power management mode corresponding to the target vehicle based on the type of destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and the target driving route includes: If the current destination is a round trip and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route; Calculate the maximum energy that the target vehicle can supply through consumption from its current remaining state of charge to a minimum allowable state of charge. Compare the first-path energy consumption with the maximum energy; if the first-path energy consumption is less than or equal to the maximum energy, adjust a corresponding predefined equilibrium state of charge. Petition 870250081429, dated 10 / 09 / 2025, pp. 120 / 217 18 / 86 to the target vehicle down to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, in which the predefined equilibrium state of charge is a predefined value of the target vehicle and, when the current remaining state of charge reaches the predefined equilibrium state of charge, the target vehicle is automatically adjusted to the hybrid driving mode; and if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[033] In the energy management method provided in the embodiments of this application, if the current destination is a round-trip destination and the target vehicle will be recharged after driving to the current destination, a first-trip energy consumption is determined for driving the target vehicle from a current starting location to the current destination according to the target driving route, thus ensuring the accuracy of the calculated first-trip energy consumption. The maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge is calculated, thus ensuring the accuracy of the calculated maximum energy.The first-trip energy consumption is compared to the maximum energy, and if the first-trip energy consumption is less than or equal to the maximum energy, a predefined equilibrium state of charge corresponding to the target vehicle is adjusted downwards to the minimum permissible state of charge, and it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the purely electric driving mode. If the first-trip energy consumption is greater than the maximum energy, it is... Petition 870250081429, dated 10 / 09 / 2025, pp. 121 / 217 19 / 86 determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the hybrid driving mode. In this way, an ideal total journey energy consumption is achieved, while guaranteeing the driving experience.

[034] In an optional implementation, the method additionally includes: when the energy management mode corresponding to the target vehicle is the hybrid driving mode, obtaining congested road segments and / or urban road segments on the target driving route corresponding to the target vehicle; To determine, based on the length of congested road segments and / or urban road segments, the energy consumption required to travel through the congested road segments and / or urban road segments; Calculate the sum of the energy consumption required to travel through congested road segments and / or urban road segments to obtain a total energy consumption requirement; To determine target road segments from congested road segments and / or urban road segments based on a relationship between total energy consumption required and usable energy or maximum energy, and to plan the route through the target road segments in purely electric driving mode; and to control a motor to enter high-efficiency driving mode for road segments other than the target road segments.

[035] In the energy management method provided in the embodiments of the present application, when the energy management mode Petition 870250081429, dated 10 / 09 / 2025, pp. 122 / 217 20 / 86 corresponding to the target vehicle for hybrid driving mode, congested road segments and / or urban road segments are obtained on the target driving route corresponding to the target vehicle, and the energy consumption required to travel through the congested road segments and / or urban road segments is determined based on road segment lengths of the congested road segments and / or urban road segments, thus ensuring the accuracy of the determined energy consumption requirements. The target road segments are determined from the congested road segments and / or urban road segments based on a relationship between the total energy consumption required and the usable energy or maximum energy, and the route through the target road segments is planned in purely electric driving mode, thus ensuring the accuracy of the determined target road segments.An engine is controlled to enter high-efficiency driving mode for track segments different from the target track segments. In this way, optimal total travel energy consumption is achieved while ensuring a comfortable driving experience.

[036] According to a second aspect, the present application provides a power management device. The device includes: A retrieval module, configured to obtain a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination; a judgment module, configured to determine, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination; A first determination module, configured to determine a destination type corresponding to the current destination based on a current departure date, a current departure time, and the target driving route, in Petition 870250081429, dated 10 / 09 / 2025, pp. 123 / 217 21 / 86 that the destination type includes a one-way destination and / or a round-trip destination, and the round-trip destination indicates that the current destination is a destination of the target vehicle in one direction on a round-trip route; and a second determination module, configured to determine a power management mode corresponding to the target vehicle based on the destination type, as a result of the determination of whether the target vehicle will be recharged after driving to the current destination and on the target driving route.

[037] In the energy management device provided in the embodiments of the present application, a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination are obtained, and it is determined whether the target vehicle will be recharged after driving to the current destination based on a relationship between the current destination and the target driving route, thus ensuring the accuracy of the result of the determination as to whether the target vehicle will be recharged after driving to the current destination. A destination type corresponding to the current destination is determined based on a current departure date, a current departure time and the target driving route, thus ensuring the accuracy of the destination type determined.A power management mode corresponding to the target vehicle is determined based on the type of destination, whether the target vehicle will be recharged after driving to the current destination, and the target driving route, thus ensuring the accuracy of the determined power management mode corresponding to the target vehicle. A usage scenario for the target vehicle is combined with the target vehicle's power management mode to ensure that the target vehicle's power consumption is optimal in different scenarios.

[038] In an optional implementation, the acquisition module includes: Petition 870250081429, dated 10 / 09 / 2025, pp. 124 / 217 22 / 86 a detection unit, configured to detect whether navigation functionality is enabled in the target vehicle; A first acquisition unit, configured to obtain a current departure location, current departure date, and current departure time corresponding to the target vehicle if the navigation functionality is not enabled in the target vehicle; A first generation unit, configured to generate a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, the current departure date, and the current departure time; a second generation unit, configured to generate a predicted driving route for the target vehicle from the current departure location to the predicted destination based on a relationship between the predicted destination, the current departure location, the current departure date, and the current departure time; a judgment unit, configured to determine whether the predicted destination and the predicted driving route are accurate; and a first determination unit, configured to: if the predicted destination and the predicted driving route are accurate, determine that the predicted destination is the actual destination, and determine that the predicted driving route is the target driving route.

[039] In an optional implementation, the first generation unit is configured to input the current departure location, current departure date, and current departure time into a destination prediction model, and perform, using the destination prediction model, attribute extraction relative to the current departure location, current departure date, and current departure time to output the predicted destination, wherein the destination prediction model is obtained by training based on a plurality of historical first user journey routes, each among the historical first journey routes of Petition 870250081429, dated 10 / 09 / 2025, pp. 125 / 217 23 / 86 user includes a first historical departure location, a first historical destination, a first historical departure date, and a first historical departure time, and the first historical destination is used as the first label information.

[040] In an optional implementation, the second generation unit is configured to: determine current transit conditions for optional routes from the current departure location to the planned destination on the current departure date and at the current departure time based on the relationship between the planned destination, the current departure location, the current departure date and the current departure time; obtain current route weather conditions;and insert the current weather conditions of the route, the current departure location, the predicted destination, the optional routes, and the current traffic conditions corresponding to the optional routes into a route prediction model to output the predicted driving route corresponding to the predicted destination, wherein the route prediction model is obtained by training based on a plurality of second historical user route paths, each of the second historical user route paths includes a second historical departure location, a second historical destination, a second historical weather condition of the route, a second historical driving route from the second historical departure location to the second historical destination, and a historical traffic condition of the second historical driving route, and the second historical driving route is used as second label information.

[041] In an optional implementation, the judgment unit is configured to display the predicted destination and the predicted driving route to a user, and receive a first instruction entered by the user; and determine, based on the first instruction, whether the predicted destination and the driving route are correct. Petition 870250081429, dated 10 / 09 / 2025, pp. 126 / 217 The 24 / 86 forecast is accurate.

[042] In an optional implementation, the second generation unit is configured to: receive the current destination entered by a user if the predicted destination or predicted driving route is not accurate; enter the current weather conditions of the route, the current departure location, the current destination and the current traffic conditions corresponding to the optional routes into the route prediction model to output a candidate driving route corresponding to the current destination; and correct the candidate driving route in real time based on current location information of the target vehicle to obtain the target driving route.

[043] In an optional implementation, the judgment module includes: a second acquisition unit, configured to obtain the current departure location and current departure time of the target vehicle; a second determination unit, configured to determine, based on the current departure time, an arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route; a third acquisition unit, configured to obtain the current remaining charge state of the target vehicle; A calculation unit, configured to calculate, based on the target vehicle's current remaining charge status, an estimated remaining charge status of the target vehicle after driving to the current destination; and a third determination unit, configured to determine, based on the arrival time, the estimated remaining charge status, and the current destination, whether the target vehicle will be recharged after driving to the current destination.

[044] In an optional implementation, the calculation unit is configured to obtain a terrain of the target driving route, a speed Petition 870250081429, dated 10 / 09 / 2025, pp. 127 / 217 25 / 86 of the target vehicle's average driving speed, a current driving range corresponding to the target driving route, current ambient temperature information, and onboard electrical device definition information; determine a first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route based on terrain, average driving speed, current driving range, current ambient temperature information, and onboard electrical device definition information; and subtract the first-trip energy consumption from the current remaining state of charge to obtain the estimated remaining state of charge.

[045] In an optional implementation, the third determination unit is configured to input the arrival time, the estimated remaining charge state, and the current destination into a recharge behavior prediction model to output a result of whether the target vehicle will recharge after driving to the current destination using the recharge behavior prediction model; when the current destination meets a recharge condition, determine whether the arrival time is within a historical recharge time period range and whether the estimated remaining charge state is within a historical initial remaining charge state recharge range; and determine, based on a result of the determination, whether the target vehicle will recharge after driving to the current destination.

[046] In an optional implementation, the third determination unit is configured to: if the arrival time is within the historical recharge time period range and the estimated remaining charge state is within the initial historical recharge range, determine that the target vehicle will be recharged after driving to the current destination; and, if the arrival time is not within the period range Petition 870250081429, dated 10 / 09 / 2025, pp. 128 / 217 If the historical recharge time of 26 / 86 and / or the estimated remaining charge state is not within the initial historical recharge range of remaining charge state, determine that the target vehicle will not recharge after driving to the current destination.

[047] In an optional implementation, the second determination module is configured to: if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a predefined balanced state of charge; if the first-trip energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and, if the first-trip energy consumption is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[048] In an optional implementation, the second determination module is configured to: if the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; compare the first-trip energy consumption with the maximum energy; if the first-trip energy consumption is less than or equal to the maximum energy, adjust a predefined equilibrium state of charge. Petition 870250081429, dated 10 / 09 / 2025, pp. 129 / 217 27 / 86 corresponding to the target vehicle down to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, in which the predefined equilibrium state of charge is a predefined value of the target vehicle and, when the current remaining state of charge reaches the predefined equilibrium state of charge, the target vehicle is automatically adjusted to the hybrid driving mode; and, if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[049] In an optional implementation, the second determination module is configured to: if the current destination is a round-trip destination and the target vehicle will not be recharged after driving to the current destination, determine a second-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route, and the return from the current destination to the current starting location; calculate the usable energy that the target vehicle can supply by consumption from a current remaining charge state to a predefined balanced charge state; if the second-trip energy consumption is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode;and, if the second-journey energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

[050] In an optional implementation, the second determination module is configured to: if the current destination is a round trip destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the Petition 870250081429, dated 10 / 09 / 2025, pp. 130 / 217 28 / 86 target vehicle from a current starting location to the current destination according to the target driving route; calculate the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; compare the first-trip energy consumption with the maximum energy; if the first-trip energy consumption is less than or equal to the maximum energy, adjust a corresponding predefined balance state of charge for the target vehicle down to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, in which the predefined balance state of charge is a predefined value of the target vehicle and, when the current remaining state of charge reaches the predefined balance state of charge, the target vehicle is automatically adjusted to the hybrid driving mode;and, if the energy consumption of the first trip is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[051] In an optional implementation, the second determination module is additionally configured to: when the energy management mode corresponding to the target vehicle is hybrid driving mode, obtain congested road segments and / or urban road segments on the target driving route corresponding to the target vehicle; determine, based on road segment extensions of congested road segments and / or urban road segments, the energy consumption required to travel through the congested road segments and / or urban road segments; calculate a sum of the energy consumption required to travel through the congested road segments and / or urban road segments to obtain a total required energy consumption; determine target road segments from congested road segments and / or urban road segments. Petition 870250081429, dated 10 / 09 / 2025, pp. 131 / 217 29 / 86 based on a relationship between the total energy consumption required and the usable energy or maximum energy, and plan the route through the target track segments in purely electric driving mode; and control a motor to enter high-efficiency driving mode for track segments other than the target track segments.

[052] According to a third aspect, the present application provides an electronic device, including: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory has computer instructions stored therein, and the processor is configured to perform the power management method above the first aspect or any corresponding embodiment thereof when executing computer instructions.

[053] According to a fourth aspect, the present application provides an intelligent vehicle, including an intelligent vehicle body and an electronic device, wherein the electronic device is configured to perform the energy management method above the first aspect or any corresponding embodiment thereof.

[054] According to a fifth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium has computer instructions stored thereon, and the computer instructions are configured to enable a computer to perform the power management method above the first aspect or any corresponding embodiment thereof.

[055] The energy management method provided in the embodiments of this application has the following beneficial effects:

[056] A current destination corresponding to a target vehicle is obtained and Petition 870250081429, dated 10 / 09 / 2025, pp. 132 / 217 30 / 86 A corresponding target driving route is determined for driving to the current destination, and it is determined whether the target vehicle will recharge after driving to the current destination based on a relationship between the current destination and the target driving route, thus ensuring the accuracy of the result of the determination of whether the target vehicle will recharge after driving to the current destination. A destination type corresponding to the current destination is determined based on a current departure date, a current departure time, and the target driving route, thus ensuring the accuracy of the determined destination type. A power management mode corresponding to the target vehicle is determined based on the destination type, a result of the determination of whether the target vehicle will recharge after driving to the current destination, and the target driving route, thus ensuring the accuracy of the determined power management mode corresponding to the target vehicle.A target vehicle usage scenario is combined with the target vehicle's energy management mode to ensure that the target vehicle's energy consumption is optimal in different scenarios. Brief Description of the Drawings

[057] To describe more clearly the technical solutions in specific embodiments of the present application or the state of the art, the following content briefly introduces the attached drawings required to describe the specific embodiments or the state of the art. Obviously, the attached drawings in the following description show some embodiments of the present application, and those skilled in the art can still derive other drawings from these attached drawings without creative effort.

[058] Figure 1 is a schematic flowchart of an energy management method according to an embodiment of the present application; Figure 2 is a schematic flowchart of another method of Petition 870250081429, dated 10 / 09 / 2025, pp. 133 / 217 31 / 86 energy management according to an embodiment of the present application; Figure 3 is a schematic flowchart of yet another energy management method according to an embodiment of the present application; Figure 4 is a schematic flowchart of yet another method of energy management when an energy management mode corresponding to a target vehicle is the hybrid driving mode according to an embodiment of the present application; Figure 5 is a schematic flowchart of yet another energy management method according to an embodiment of the present application; Figure 6 is a structural block diagram of a power management device according to an embodiment of the present application; Figure 7 is a structural block diagram of a power management device according to an embodiment of the present application; Figure 8 is a structural block diagram of a power management device according to an embodiment of the present application; Figure 9 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present application; and Figure 10 is a diagram of the architecture of an electronic device implementing a power management method in a smart vehicle according to an embodiment of the present application. Detailed Description

[059] In order to make clearer the objectives, technical solutions and embodiments of the present application, the following content clearly and completely describes the technical solutions in embodiments of the present application with reference to the attached drawings in embodiments of the present application. It is evident that the embodiments described are only some and not all of them. Petition 870250081429, dated 10 / 09 / 2025, pp. 134 / 217 32 / 86 forms of this application. All other forms obtained by those skilled in the art based on forms of this application without creative effort shall be within the scope of protection of this application.

[060] With the advancement of electrification in the automotive industry, hybrid vehicles are gaining increasing market share due to their smooth and quiet driving performance in purely electric driving mode, as well as less range anxiety compared to purely electric vehicles. However, under some specific operating conditions, the performance of hybrid vehicles can be significantly compromised.

[061] In existing technologies, energy management strategies for current hybrid vehicles typically prioritize electric power over fuel. When the journey distance is long, the traction battery remains in a charge maintenance state for the latter part of the journey. When the vehicle is in charge maintenance driving mode, the engine must simultaneously provide propulsion and recharge the traction battery, resulting in higher energy consumption. Additionally, both the vehicle's drivability and NVH performance are compromised. The lower the charge state of the traction battery, the higher the engine operating speed, and the worse the NVH performance. Particularly in low-speed operating conditions, such as in urban areas or congestion, frequent engine starts and stops make the deterioration in vehicle performance more noticeable to drivers.

[062] Therefore, the way to achieve energy management for hybrid vehicles has become an urgent issue to be solved.

[063] Current predictive energy management strategies on the market typically rely on limited embedded signals to judge Petition 870250081429, dated 10 / 09 / 2025, pp. 135 / 217 33 / 86 roughly assume users' driving habits, resulting in low judgment accuracy. Others consider only a single user habit such as destination recognition or charging convenience, leading to incomplete coverage of energy management scenarios. Furthermore, these strategies often focus only on single-journey energy management. For users regularly commuting between two locations, with charging available only in one direction, the traction battery may be discharged on the outbound journey, causing degraded performance on the return journey. For example, Reference Patent Document 1 (CN110605980A, Energy Management Method and System Based on Recharging Habits of Plug-in Hybrid Electric Vehicles) determines the difference between the vehicle's current range and the vehicle's total range at the last effective charging event recorded by a user, and compares the difference to a fixed predefined value.If the difference exceeds the predefined value, it is determined that the user does not recharge frequently, and the equilibrium state of charge is simply raised to perform single-path energy management based on navigation. The method and system do not achieve energy management when navigation is inactive and only consider one-way trips, exhibiting deficiencies in both coverage and scope scenarios.

[064] Based on this, the embodiments of the present application provide a method of energy management. According to the embodiments of the present application, an embodiment of a method of energy management is provided. It is worth noting that the steps illustrated in the flowchart of the attached drawings can be performed in a computer system, such as a set of computer-executable instructions, and that, although a logical sequence is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than that shown. Petition 870250081429, dated 10 / 09 / 2025, pp. 136 / 217 34 / 86 shown in the present invention.

[065] It is worth noting that the embodiment of the energy management method provided in the embodiments of this application may be an energy management device. The energy management device may be implemented through software, hardware, or a combination thereof as part or the entirety of an electronic device. The electronic device may be a control terminal within an intelligent vehicle. The embodiments of the method below are described using an example in which the embodiment is an electronic device.

[066] In this embodiment, an energy management method is provided. Figure 1 is a flowchart of an energy management method according to an embodiment of the present application. As shown in Figure 1, the procedure includes the following steps.

[067] Step S101. Obtain a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination.

[068] Specifically, the electronic device may receive the current destination corresponding to the target vehicle and the corresponding target driving route for driving to the current destination entered by a user, or the electronic device may predict the current destination corresponding to the target vehicle and the corresponding target driving route for driving to the current destination based on the user's travel habits, or the electronic device may obtain the current destination corresponding to the target vehicle and the corresponding target driving route for driving to the current destination based on a navigation system. The navigation system may be an onboard navigation system of the target vehicle or may be a terminal-side navigation system communicatively connected to the target vehicle. Petition 870250081429, dated 10 / 09 / 2025, pp. 137 / 217 35 / 86

[069] A mode in which the electronic device obtains the current destination corresponding to the target vehicle and the corresponding target driving route for driving to the current destination is not specifically limited in the embodiments of the present application.

[070] The steps are described in detail below.

[071] Step S102. Determine, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination.

[072] Specifically, the electronic device monitors the target vehicle's current remaining charge status in real time, and then determines, based on the current remaining charge status and the target driving route, whether the target vehicle meets a predefined recharging condition after driving to the current destination. If the target vehicle meets the predefined recharging condition after driving to the current destination, the target vehicle will be recharged after driving to the current destination. If the target vehicle does not meet the predefined recharging condition after driving to the current destination, the target vehicle will not be recharged after driving to the current destination.

[073] The predefined recharge condition is related to the current destination, an estimated remaining charge state of the target vehicle after driving to the current destination, and so on.

[074] Step S103. Determine a destination type that matches the current destination based on a current departure date, a current departure time, and the target driving route.

[075] The destination type includes a one-way destination and / or a round-trip destination, and the round-trip destination indicates that the current destination is a destination of the target vehicle in one direction on a round-trip route.

[076] Specifically, after determining the current destination, the device Petition 870250081429, dated 10 / 09 / 2025, pp. 138 / 217 The 36 / 86 electronic system determines the type of destination corresponding to the current destination based on the user's travel habits, current departure date, current departure time, and target driving route.

[077] User commute habits include a plurality of historical user commute records. Each historical user commute record includes a historical departure location, a historical destination, a historical departure date, and a historical departure time. For example, the historical user commute record might be: departure from home to work at 8:00 a.m. on October 30, 2023; departure from work to home at 6:00 p.m. on October 30, 2023; departure from home to work at 8:00 a.m. on October 31, 2023; departure from work to home at 6:00 p.m. on October 31, 2023; departure from home to work at 8:00 a.m. on November 1, 2023; departure from work to home at 6:00 p.m. on November 1, 2023; departure from home to work at 8:00 a.m. on November 2, 2023; departure from work to home at 6:00 p.m. on November 2, 2023; and departure from home to the supermarket at 10:00 AM on November 3, 2023.

[078] For example, the current departure date is January 24, 2024, the current departure time is 8 a.m., and the target driving route is departure from home to the company. Since January 24, 2024 is a working day, the electronic device determines that the current destination (i.e., company) is a round-trip destination.

[079] Step S104. Determine a power management mode corresponding to the target vehicle based on the type of destination, on a result of the determination of whether the target vehicle will be recharged after driving to the current destination and on the target driving route.

[080] Specifically, when the current destination is a one-way destination, the electronic device plans, based solely on the result of determining whether the target vehicle will be recharged after driving to the current destination, a driving-to-current-destination power management mode. Petition 870250081429, dated 10 / 09 / 2025, pp. 139 / 217 37 / 86 according to the target driving route.

[081] When the current destination is a round-trip destination, the electronic device plans, based on the result of the determination of whether the target vehicle will be recharged after driving to the current destination, a power management mode for driving to the current destination according to the target driving route, and returning from the current destination to a current starting location.

[082] In the energy management method provided in this embodiment, a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination are obtained, and it is determined whether the target vehicle will be recharged after driving to the current destination based on a relationship between the current destination and the target driving route, thus ensuring the accuracy of the result of the determination of whether the target vehicle will be recharged after driving to the current destination. A destination type corresponding to the current destination is determined based on a current departure date, a current departure time, and the target driving route, thus ensuring the accuracy of the determined destination type.A power management mode corresponding to the target vehicle is determined based on the type of destination, whether the target vehicle will be recharged after driving to the current destination, and the target driving route, thus ensuring the accuracy of the determined power management mode corresponding to the target vehicle. A usage scenario for the target vehicle is combined with the target vehicle's power management mode to ensure that the target vehicle's power consumption is optimal in different scenarios.

[083] In this embodiment, an energy management method is provided. Figure 2 is a flowchart of another energy management method according to an embodiment of the present application. As Petition 870250081429, dated 10 / 09 / 2025, pp. 140 / 217 38 / 86 shown in Figure 2, the procedure includes the following steps.

[084] Step S201. Obtain a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination.

[085] Specifically, step S201 above includes the following steps.

[086] Step S2011. Detect if navigation functionality is enabled in the target vehicle.

[087] Specifically, the electronic device can detect, based on a communicative connection with the onboard navigation in the target vehicle, whether the onboard navigation in the target vehicle is activated, and detects, based on a communicative connection with a mobile terminal interconnected with the target vehicle, whether the navigation functionality is activated on the mobile terminal.

[088] Step S2012. Obtain a current departure location, a current departure date, and a current departure time corresponding to the target vehicle if the navigation functionality is not enabled in the target vehicle.

[089] Specifically, when both onboard navigation and mobile terminal navigation are enabled, the electronic device can detect the target vehicle’s current departure location based on the target vehicle’s GPS system, and obtain the current departure date and current departure time based on a communicative connection with the onboard electronic device.

[090] Step S2013. Generate a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, the current departure date, and the current departure time.

[091] In some optional implementations, Step S2013 above includes: entering the current departure location, current departure date, and current departure time into a destination forecast model, and using the destination forecast model, extracting attributes related to the current departure location, to Petition 870250081429, dated 10 / 09 / 2025, pp. 141 / 217 39 / 86 current departure date and current departure time to issue the planned destination.

[092] The destination prediction model is obtained by training based on a plurality of historical first user journey routes, each of the historical first user journey routes includes a historical first departure location, a historical first destination, a historical first departure date and a historical first departure time, and the historical first destination is used as the first label information.

[093] Specifically, the electronic device can input the current departure location, the current departure date, and the current departure time into a destination prediction model, and the destination prediction model performs attribute extraction related to the current departure location, the current departure date, and the current departure time to output the predicted destination.

[094] The target prediction model may be a decision tree model, or it may be a random forest model, or it may be another model. The target prediction model is not specifically limited in the embodiments of the present application.

[095] Stage S2014. Generate a predicted driving route for the target vehicle from the current departure location to the predicted destination based on a relationship between the predicted destination, the current departure location, the current departure date, and the current departure time.

[096] In some optional implementations, Step S2014 above includes: Step a1. Determine current transit conditions for optional routes from the current departure location to the planned destination on the current departure date and at the current departure time based on the relationship between the planned destination, the current departure location, the current departure date, and the current departure time.

[097] Specifically, the electronic device can determine optional routes from the current departure location to the intended destination based on the destination. Petition 870250081429, dated 10 / 09 / 2025, pp. 142 / 217 40 / 86 is predicted and based on the current departure location. The current transit conditions corresponding to the optional routes are then determined based on the current departure location and the current departure date.

[098] Step a2. Obtain current weather conditions along the route.

[099] Specifically, the electronic device can obtain current route weather conditions based on current weather conditions data.

[100] Step a3. Enter the current weather conditions of the route, the current departure location, the intended destination, the optional routes and the current traffic conditions corresponding to the optional routes into a route prediction model to output the predicted driving route corresponding to the intended destination.

[101] The route prediction model is obtained by training based on a plurality of second historical user route paths, each of the second historical user route paths includes a second historical departure location, a second historical destination, a second historical weather condition of the route, a second historical driving route from the second historical departure location to the second historical destination, and a historical traffic condition of the second historical driving route, and the second historical driving route is used as second label information.

[102] Specifically, the electronic device can input the current weather conditions of the route, the current departure location, the intended destination, the optional routes and the current traffic conditions corresponding to the optional routes into the route prediction model to output the predicted driving route corresponding to the intended destination.

[103] Specifically, the route prediction model can be Petition 870250081429, dated 10 / 09 / 2025, pp. 143 / 217 41 / 86 a decision tree model, or it could be a random forest model, or it could be another model. The path prediction model is not specifically limited in the embodiments of the present application.

[104] Stage S2015. Determine if the planned destination and planned driving route are accurate.

[105] In some optional implementations, Step S2015 above includes:

[106] Step b1. Display the intended destination and the intended driving route to a user, and receive a first instruction entered by the user.

[107] Specifically, the electronic device can display the predicted destination and the predicted driving route to the user based on a display component, or it can output audio of the predicted destination and the predicted driving route to the user based on an audio component.

[108] The electronic device then receives the first instruction entered by the user. The first instruction may be the user selecting Correct or Incorrect in the display component. The first instruction may be the user selecting Yes or No in the display component, or it may be Correct or Incorrect spoken by the user in audio, or Yes or No spoken by the user in audio.

[109] In the embodiments of the present application, a way of displaying the intended destination and the intended driving route to the user is not specifically limited, and a way of receiving the first instruction entered by the user is also not specifically limited.

[110] Step b2. Determine, based on the first instruction, whether the intended destination and the intended driving route are accurate.

[111] For example, when the first instruction is Correct or Yes, it is determined that the current destination and target driving route are accurate. When the first instruction is Incorrect or No, it is determined that the Petition 870250081429, dated 10 / 09 / 2025, pp. 144 / 217 42 / 86 current destination and target driving route are not accurate.

[112] Step S2016. If the predicted destination and the predicted driving route are accurate, determine that the predicted destination is the actual destination, and determine that the predicted driving route is the target driving route.

[113] Specifically, if the predicted destination and the predicted driving route are accurate, the electronic device can determine that the predicted destination is the actual destination, and determine that the predicted driving route is the target driving route.

[114] Step S2017. Receive the current destination entered by a user if the planned destination or planned driving route is not accurate.

[115] Specifically, the current destination entered by the user is received if the predicted destination or the predicted driving route is not accurate.

[116] The electronic device may receive the current destination entered by the user based on the display component, or it may receive the current destination entered by the user in audio. A mode in which the electronic device receives the current destination entered by the user is not specifically limited in the embodiments of the present application.

[117] Stage S2018. Enter current route weather conditions, current departure location, current destination and current traffic conditions for optional routes into a route prediction model to output a candidate driving route matching the current destination.

[118] Step S2019. Correct the candidate driving route in real time based on current location information of the target vehicle to obtain the target driving route.

[119] Specifically, the electronic device can input the current weather conditions of the route, the current departure location, the current destination and the current traffic conditions corresponding to the optional routes in the model of Petition 870250081429, dated 10 / 09 / 2025, pages 145 / 217 43 / 86 route prediction to generate the candidate driving route corresponding to the current destination. When the target vehicle's current location information conflicts with the candidate driving route, i.e., the target vehicle does not move based on the candidate driving route, the candidate driving route is corrected in real time based on the target vehicle's current location information to obtain the target driving route.

[120] Specifically, after determining the current destination and target driving route, the electronic device can perform navigation based on the current destination and target driving route.

[121] Step S202. Determine, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination.

[122] For the step, see the description of Step S102 in Figure 1. The details are not described again in the present invention.

[123] Step S203. Determine a destination type that matches the current destination based on the current departure date, current departure time, and target driving route.

[124] The destination type includes a one-way destination and / or a round-trip destination, and the round-trip destination indicates that the current destination is a destination of the target vehicle in one direction on a round-trip route.

[125] For the step, see the description of Step S103 in Figure 1. The details are not described again in the present invention.

[126] Step S204. Determine a power management mode that corresponds to the target vehicle based on the type of destination, on a result of the determination of whether the target vehicle will be recharged after driving to the current destination and on the target driving route.

[127] For the step, see the description of Step S104 in Figure 1. The Petition 870250081429, dated 10 / 09 / 2025, pp. 146 / 217 44 / 86 details are not described again in the present invention.

[128] In the energy management method provided in the embodiments of the present application, it is detected whether the navigation functionality is activated in the target vehicle, thus ensuring the accuracy of the detection result obtained. The current departure location, current departure date and current departure time corresponding to the target vehicle are obtained if the navigation functionality is not activated in the target vehicle, and the current departure location, current departure date and current departure time are entered into the destination prediction model, and the destination prediction model performs attribute extraction relating to the current departure location, current departure date and current departure time to output the predicted destination.Through the method described above, the destination prediction model is obtained by training based on the plurality of historical first user routes, and historical user route patterns are comprehensively considered so that the accuracy of the predicted destination can be guaranteed. Current traffic conditions for optional routes from the current departure location to the predicted destination on the current departure date and at the current departure time are determined based on the relationship between the predicted destination, the current departure location, the current departure date, and the current departure time, thus ensuring the accuracy of determining current traffic conditions for each optional route.Current route weather conditions are obtained, and the current route weather conditions, the current departure location, the predicted destination, the optional routes, and the current traffic conditions corresponding to the optional routes are fed into a route prediction model, and the predicted driving route corresponding to the predicted destination is generated. Through the above method, the route prediction model is obtained by training based on the plurality of historical second user route data, and the date of... Petition 870250081429, dated 10 / 09 / 2025, pp. 147 / 217 45 / 86 current departure, the current departure time, the current traffic conditions for each optional route, and the current weather conditions along the route are comprehensively considered so that the accuracy of the issued predicted driving route can be guaranteed.

[129] The predicted destination and predicted driving route are then displayed to a user, a first instruction entered by the user is received, and it is determined whether the predicted destination and predicted driving route are accurate based on the first instruction, so that the result of whether the predicted destination and predicted driving route are accurate can be accurately determined. If the predicted destination and predicted driving route are accurate, it is determined that the predicted destination is the current destination, and it is determined that the predicted driving route is the target driving route, so that when the navigation functionality is not activated in the target vehicle, the current destination corresponding to the target vehicle and the corresponding target driving route for driving to the current destination are determined, so that the target vehicle's energy can be planned in advance based on the current destination and the target driving route.If the predicted destination or driving route is inaccurate, the current destination entered by a user is received. The current weather conditions along the route, the current starting point, the current destination, and the current traffic conditions corresponding to the alternative routes are then entered into the route prediction model to generate a candidate driving route corresponding to the current destination. The accuracy of the resulting target driving route corresponding to the current destination is guaranteed, the user's intentions are met, and the user does not need to select the target driving route.

[130] In this modality, an energy management method is provided. Figure 3 is a flowchart of an energy management method. Petition 870250081429, dated 10 / 09 / 2025, pp. 148 / 217 46 / 86 in accordance with an embodiment of the present application. As shown in Figure 3, the procedure includes the following steps.

[131] Step S301. Obtain a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination.

[132] For the step, see the description of Step S201 in Figure 2. The details are not described again in the present invention.

[133] Step S302. Determine, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination.

[134] Specifically, Step S302 above may include the following steps:

[135] Step S3021. Obtain a current departure location and a current departure time of the target vehicle.

[136] Specifically, the electronic device can detect the target vehicle’s current departure location based on the target vehicle’s GPS system, and obtain the target vehicle’s current departure time based on a communicative connection with the onboard electronic device.

[137] Step S3022. Determine, based on the current departure time, an arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route.

[138] Optionally, when the target vehicle is moving along the target driving route, the electronic device can obtain an average driving speed of the target vehicle on historical trips along the target driving route, estimate a time required for driving from the current departure location to the current destination based on the average driving speed, and then add the time required to the current departure time to obtain the vehicle's arrival time. Petition 870250081429, dated 10 / 09 / 2025, pp. 149 / 217 47 / 86 target being driven from the current starting point to the current destination according to the target driving route.

[139] Optionally, when the target vehicle is not moving on the target driving route, the electronic device can obtain the current terrain and congestion of the target driving route. The electronic device can estimate a required time for the target vehicle to be driven from the current departure location to the current destination based on the terrain of the target driving route, the current congestion of the target driving route, and a user's driving habits, and then add the required time to the current departure time to obtain the arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route.

[140] It is worth noting that the target vehicle may alternatively obtain real-time ahead traffic congestion while driving, and update the driving arrival time to the current destination in real time.

[141] Step S3023. Obtain a current remaining charge status of the target vehicle.

[142] Specifically, the electronic device can detect the target vehicle's current remaining charge status in real time.

[143] Step S3024. Calculate, based on the current remaining state of charge of the target vehicle, an estimated remaining state of charge of the target vehicle after driving to the current destination.

[144] Specifically, Step S3024 above may include the following steps:

[145] Step c1. Obtain a terrain of the target driving route, an average driving speed of the target vehicle, a current driving range corresponding to the target driving route, current ambient temperature information and electrical device setting information. Petition 870250081429, dated 10 / 09 / 2025, pp. 150 / 217 48 / 86 loaded.

[146] Optionally, the electronic device can obtain the terrain of the target driving route based on a connection with a high-precision map device. The electronic device can estimate the average driving speed of the target vehicle based on the terrain of the target driving route, the current congestion of the target driving route, and the user's driving habits. For example, if the user normally drives fast, the average driving speed of the target vehicle is high, and if the user normally drives slowly, the average driving speed of the target vehicle is low.

[147] Optionally, when the target vehicle is moving along the target driving route, the electronic device can obtain the target vehicle’s average driving speed on historical trips along the target driving route.

[148] Optionally, the electronic device may alternatively determine the current driving range corresponding to the target driving route according to the target driving route. Current ambient temperature information is obtained based on a temperature sensor. Based on communicative connections with embedded electrical devices, embedded electrical device definition information is obtained, and embedded electrical device power consumption is determined based on embedded electrical device definition information.

[149] Step c2. Determine a first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route based on terrain, average driving speed, current driving range, current ambient temperature information and onboard electrical device definition information. Petition 870250081429, dated 10 / 09 / 2025, pp. 151 / 217 49 / 86

[150] Optionally, the electronic device can input terrain, average driving speed, current driving range, current ambient temperature information, and onboard electrical device definition information into a predefined energy consumption determination model. The predefined energy consumption determination model performs attribute extraction based on terrain, average driving speed, current driving range, current ambient temperature information, and onboard electrical device definition information to output the first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route.

[151] The predefined energy consumption determination model is obtained by training based on a plurality of historical third user journey routes. Each of the historical third user journey routes includes a historical journey route terrain, a historical average driving speed, a historical driving range, historical ambient temperature information, historical onboard electrical device definition information, and a historical journey energy consumption. The historical journey energy consumption is label third information.

[152] The predefined energy consumption determination model may be a decision tree model, or it may be a random forest model, or it may be a CNN model, or it may be another model. The predefined energy consumption determination model is not specifically limited in the embodiments of the present application.

[153] Optionally, the electronic device can determine a drive energy consumption corresponding to the target vehicle based Petition 870250081429, dated 10 / 09 / 2025, pp. 152 / 217 50 / 86 on the terrain of the target driving route, at the average driving speed of the target vehicle, at the current driving range and at the current ambient temperature information.

[154] The energy consumption of the onboard electrical devices is then determined based on the onboard electrical device definition information. The drive energy consumption corresponding to the target vehicle and the energy consumption of the onboard electrical devices are added together to obtain the first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route.

[155] Step c3. Subtract the first path energy consumption from the current remaining state of charge to obtain the estimated remaining state of charge.

[156] Specifically, the electronic device subtracts the first-path power consumption from the current remaining state of charge to obtain the estimated remaining state of charge.

[157] Step S3025. Determine, based on the arrival time, the estimated remaining charge status and the current destination, whether the target vehicle will be recharged after driving to the current destination.

[158] Specifically, Step S3025 above may include the following steps:

[159] Step d1. Enter the arrival time, estimated remaining charge status, and current destination into a recharge behavior prediction model to output a result of whether the target vehicle will recharge after driving to the current destination using the recharge behavior prediction model.

[160] The recharge behavior prediction model is obtained by training based on historical recharge locations, time periods of Petition 870250081429, dated 10 / 09 / 2025, pp. 153 / 217 51 / 86 historical recharge and initial historical recharge ranges of remaining state of charge.

[161] Specifically, the electronic device can input the arrival time, the estimated remaining charge status and the current destination into the charging behavior prediction model to output a result of whether the target vehicle will be recharged after driving to the current destination using the charging behavior prediction model.

[162] Specifically, the recharge behavior prediction model may be a decision tree model, or it may be a random forest model, or it may be another model. The recharge behavior prediction model is not specifically limited to the embodiments of the present application.

[163] Alternatively: Step d2. Determine if the current destination meets a recharge condition.

[164] Specifically, the electronic device can determine that the current destination meets the charging condition, wherein the charging condition can be at least one of conditions such as an idle charging stack being present at the current destination and the current destination being a historical charging location of the target vehicle.

[165] Step d3. When the current destination meets the recharge condition, determine if the arrival time is within a historical recharge time period range and if the estimated remaining charge state is within a historical initial remaining charge state recharge range.

[166] Specifically, when the current destination is a historical charging location for the target vehicle, the current destination is determined to meet the charging condition. Alternatively, when an idle charging stack is present at the current destination, the current destination is determined to meet the charging condition. Petition 870250081429, dated 10 / 09 / 2025, pp. 154 / 217 52 / 86 meets the recharge condition. When the current destination meets the recharge condition, the electronic device can determine the historical recharge time range and a historical recharge start interval based on the user's recharge habits.

[167] The electronic device compares the arrival time with the historical recharge time range, and compares the estimated remaining charge status with the historical recharge start interval.

[168] Step d4. If the arrival time is within the historical recharge time range and the estimated remaining charge state is within the initial historical recharge range, determine that the target vehicle will be recharged after driving to the current destination.

[169] Specifically, if the arrival time is within the historical recharge time period range and the estimated remaining charge state is within the initial historical recharge range of remaining charge state, it is determined that the target vehicle will be recharged after driving to the current destination.

[170] Optionally, when it is determined that the target vehicle will be recharged after driving to the current destination, the electronic device may emit recharge suggestion information, wherein the recharge suggestion information is configured to suggest to the user that they recharge after arriving at the destination.

[171] Step d5. If the arrival time is not within the historical recharge time range and / or the estimated remaining charge state is not within the initial historical recharge range of remaining charge state, determine that the target vehicle will not be recharged after driving to the current destination. Petition 870250081429, dated 10 / 09 / 2025, pages 155 / 217 53 / 86

[172] Specifically, if the arrival time is not within the historical recharge time range and / or the estimated remaining charge state is not within the initial historical recharge range of remaining charge state, it is determined that the target vehicle will not be recharged after driving to the current destination.

[173] Step S303. Determine a destination type that matches the current destination based on a current departure date, a current departure time, and the target driving route.

[174] The destination type includes a one-way destination and / or a round-trip destination, and the round-trip destination indicates that the current destination is a destination of the target vehicle in one direction on a round-trip route.

[175] Specifically, for the step, see the description of Step S203 in Figure 2. The details are not described again in the present invention.

[176] Step S304. Determine a power management mode that corresponds to the target vehicle based on the type of destination, on a result of the determination of whether the target vehicle will be recharged after driving to the current destination and on the target driving route.

[177] Specifically, for the step, see the description of Step S204 in Figure 2. The details are not described again in the present invention.

[178] In the energy management method provided in this modality, a current starting location and the current starting time of the target vehicle are obtained, and an arrival time of the target vehicle being driven from the current starting location to the current destination according to the target driving route is determined based on the current starting time, thus ensuring the accuracy of the determined arrival time. A current remaining charge state of the target vehicle is obtained. A terrain of the target driving route, an average driving speed of the target vehicle, and a driving range are obtained. Petition 870250081429, dated 10 / 09 / 2025, pp. 156 / 217 54 / 86 current corresponding to the target driving route, current ambient temperature information and on-board electrical device definition information, and a first-trip energy consumption for driving the target vehicle from the current starting point to the current destination according to the target driving route is determined based on terrain, average driving speed, current driving range, current ambient temperature information and on-board electrical device definition information, thus ensuring the accuracy of the determined first-trip energy consumption. The first-trip energy consumption is subtracted from the current remaining state of charge to obtain the estimated remaining state of charge, thus ensuring the accuracy of the obtained estimated remaining state of charge.

[179] The arrival time, the estimated remaining charge status, and the current destination are entered into a recharge behavior prediction model to output a result of whether the target vehicle will be recharged after driving to the current destination using the recharge behavior prediction model, thus ensuring the accuracy of the result of whether the target vehicle will be recharged after driving to the current destination.

[180] Alternatively, it is determined whether the current destination meets a recharge condition, and when the current destination meets the recharge condition, it is determined whether the arrival time is within a historical recharge time period range and whether the estimated remaining state of charge is within a historical initial remaining state recharge range, and if the arrival time is within the historical recharge time period range and the estimated remaining state of charge is within the historical initial remaining state recharge range, it is determined that the target vehicle will be recharged after driving to the current destination, thus ensuring the Petition 870250081429, dated 10 / 09 / 2025, pp. 157 / 217 55 / 86 accuracy of the determined result that the target vehicle will be recharged after driving to the current destination. If the arrival time is not within the historical recharge time period range and / or the estimated remaining charge state is not within the initial historical recharge range, it is determined that the target vehicle will not be recharged after driving to the current destination, thus ensuring the accuracy of the determined result that the target vehicle will not be recharged after driving to the current destination.

[181] In an optional implementation of the present application, the step of “determining a power management mode corresponding to the target vehicle based on the type of destination, on a result of the determination as to whether the target vehicle will be recharged after driving to the current destination and on the target driving route” in the embodiments above may include the following cases.

[182] One case includes: if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; Calculate the usable energy that the target vehicle can provide through consumption from a current remaining state of charge to a predefined equilibrium state of charge; If the energy consumption of the first trip is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and if the energy consumption of the first trip is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode. Petition 870250081429, dated 10 / 09 / 2025, pp. 158 / 217 56 / 86

[183] ​​Specifically, if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, the electronic device can obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current driving range corresponding to the target driving route, the current ambient temperature information, and the on-board electrical device definition information. The electronic device determines the first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route based on the terrain, average driving speed, current driving range, current ambient temperature information, and on-board electrical device definition information.

[184] The electronic device then calculates the usable energy that the target vehicle can supply by consumption from the current remaining state of charge to the preset balanced state of charge. The preset balanced state of charge can use a state of charge defined in the target vehicle. After the target vehicle's remaining state of charge reaches the preset balanced state of charge, the target vehicle is automatically adjusted to hybrid driving mode.

[185] The electronic device then compares the first-trip energy consumption with the usable energy. If the first-trip energy consumption is less than or equal to the usable energy, it is determined that the usable energy that the target vehicle can supply by consumption from the current remaining state of charge to the predefined equilibrium state of charge is sufficient to ensure that the target vehicle reaches the current destination, and it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode. Petition 870250081429, dated 10 / 09 / 2025, pp. 159 / 217 57 / 86

[186] If the first-trip energy consumption is greater than the usable energy, the electronic device determines that the usable energy that the target vehicle can supply by consumption from the current remaining state of charge to the predefined balance state of charge is not sufficient to ensure that the target vehicle reaches the current destination and, therefore, the electronic device determines that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[187] Another case includes: if the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; Calculate the maximum energy that the target vehicle can supply through consumption from its current remaining state of charge to a minimum allowable state of charge. Compare the energy consumption of the first leg of the journey with the maximum energy consumption; If the first-trip energy consumption is less than or equal to the maximum energy, adjust a predefined balance state corresponding to the target vehicle downwards to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[188] Specifically, if the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, the electronic device can obtain the terrain of the target driving route, the speed of Petition 870250081429, dated 10 / 09 / 2025, pp. 160 / 217 58 / 86 average driving speed of the target vehicle, the current driving range corresponding to the target driving route, the current ambient temperature information, and the information from the definition of onboard electrical devices. The electronic device determines the first-trip energy consumption for driving the target vehicle from the current starting point to the current destination according to the target driving route based on terrain, average driving speed, current driving range, current ambient temperature information, and information from the definition of onboard electrical devices.

[189] Since the target vehicle will be recharged after driving to the current destination, the target vehicle's predefined equilibrium state of charge may be slightly lower and therefore the electronic device can calculate the maximum energy that the target vehicle can supply by consumption from the current remaining state of charge to the minimum permissible state of charge.

[190] The electronic device then compares the first-trip energy consumption with the maximum energy. If the first-trip energy consumption is less than or equal to the maximum energy, the electronic device determines that the maximum energy that the target vehicle can supply by consumption from the current remaining state of charge to the minimum permissible state of charge is sufficient to ensure that the target vehicle reaches the current destination, and the electronic device adjusts the corresponding predefined balance state of charge for the target vehicle down to the minimum permissible state of charge, and determines that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

[191] The preset balance state of charge is a preset value for the target vehicle and, when the current remaining state of charge reaches the preset balance state of charge, the target vehicle is automatically adjusted to Petition 870250081429, dated 10 / 09 / 2025, pp. 161 / 217 59 / 86 hybrid driving mode.

[192] If the first-journey energy consumption is greater than the maximum energy, the electronic device determines that the maximum energy that the target vehicle can supply by consumption from the current remaining state of charge to the minimum permissible state of charge is not sufficient to guarantee that the target vehicle reaches the current destination, and it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[193] Another case includes: if the current destination is a round trip destination and the target vehicle will not be recharged after driving to the current destination, determine a second trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route, and the return from the current destination to the current starting location; Calculate the usable energy that the target vehicle can provide through consumption from a current remaining state of charge to a predefined equilibrium state of charge; If the energy consumption of the second trip is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode; and if the energy consumption of the second trip is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

[194] Specifically, if the current destination is a round trip destination and the target vehicle will not be recharged after driving to the current destination, the electronic device can obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current driving range corresponding to the target driving route, the current ambient temperature information, and the electrical device setting information. Petition 870250081429, dated 10 / 09 / 2025, pp. 162 / 217 60 / 86 embedded. The electronic device determines the second-trip energy consumption for driving the target vehicle from the current starting point to the current destination according to the target driving route, and the return trip from the current destination to the current starting point based on terrain, average driving speed, current driving range, current ambient temperature information, and information from onboard electrical device settings.

[195] The electronic device then calculates the usable energy that the target vehicle can supply by consumption from the current remaining state of charge to the preset balanced state of charge. The preset balanced state of charge can use a state of charge defined in the target vehicle. After the target vehicle's remaining state of charge reaches the preset balanced state of charge, the hybrid driving mode is activated.

[196] The electronic device then compares the second-travel energy consumption with the usable energy. If the second-travel energy consumption is greater than or equal to the usable energy, it is determined that the usable energy that the target vehicle can supply by consumption from the current remaining state of charge to the predefined equilibrium state of charge is sufficient to ensure that the target vehicle reaches the current destination, and then returns from the current destination to the current starting location, and it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

[197] If the second-path energy consumption is less than the usable energy, the electronic device determines that the usable energy that the target vehicle can supply by consumption from the current remaining state of charge to the predefined equilibrium state of charge is not sufficient to guarantee that the target vehicle reaches the current destination, and then returns from the current destination. Petition 870250081429, dated 10 / 09 / 2025, pp. 163 / 217 61 / 86 to the current starting point. Therefore, the electronic device determines that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[198] Another case includes: if the current destination is a round trip destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; Calculate the maximum energy that the target vehicle can supply through consumption from its current remaining state of charge to a minimum allowable state of charge. Compare the energy consumption of the first leg of the journey with the maximum energy consumption; If the first-trip energy consumption is less than or equal to the maximum energy, adjust a predefined balance state corresponding to the target vehicle downwards to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[199] Specifically, if the current destination is a round trip destination and the target vehicle will be recharged after driving to the current destination, the electronic device can obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current driving range corresponding to the target driving route, the current ambient temperature information, and the onboard electrical device setting information. The electronic device determines the energy consumption of Petition 870250081429, dated 10 / 09 / 2025, pp. 164 / 217 62 / 86 first route for driving the target vehicle from the current starting point to the current destination according to the target driving route based on terrain, average driving speed, current driving range, current ambient temperature information and onboard electrical device definition information.

[200] Since the target vehicle will be recharged after driving to the current destination, the target vehicle's preset equilibrium state of charge may be slightly lower, and therefore the electronic device can calculate the maximum energy that the target vehicle can supply by consumption from the current remaining state of charge to the minimum permissible state of charge. Furthermore, the electronic device does not need to consider the corresponding travel energy consumption of the return from the current destination to the current starting point. The preset equilibrium state of charge is a preset value of the target vehicle, and when the current remaining state of charge reaches the preset equilibrium state of charge, the target vehicle is automatically adjusted to hybrid driving mode.

[201] The electronic device then compares the first-trip energy consumption with the maximum energy. If the first-trip energy consumption is less than or equal to the maximum energy, the electronic device determines that the maximum energy that the target vehicle can supply by consumption from the current remaining state of charge to the minimum permissible state of charge is sufficient to ensure that the target vehicle reaches the current destination, and the electronic device adjusts the corresponding predefined balance state of charge for the target vehicle down to the minimum permissible state of charge, and determines that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

[202] If the energy consumption of the first path is greater than the energy Petition 870250081429, dated 10 / 09 / 2025, pp. 165 / 217 63 / 86 maximum, the electronic device determines that the maximum energy that the target vehicle can supply by consumption from the current remaining state of charge to the minimum permissible state of charge is not sufficient to guarantee that the target vehicle reaches the current destination, and it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[203] In an optional implementation of the present application, as shown in Figure 4, when the energy management mode corresponding to the target vehicle is the hybrid driving mode, the above method additionally includes the following steps.

[204] Step S401. When the energy management mode corresponding to the target vehicle is hybrid driving mode, obtain congested road segments and / or urban road segments on the target driving route corresponding to the target vehicle.

[205] Specifically, when the energy management mode corresponding to the target vehicle is the hybrid driving mode, the electronic device can obtain congested road segments and / or urban road segments on the target driving route corresponding to the target vehicle based on a communicative connection with the navigation system.

[206] Step S402. Determine, based on road segment lengths of congested road segments and / or urban road segments, the energy consumption required to travel through the congested road segments and / or urban road segments.

[207] Specifically, the electronic device can obtain an average speed of the target vehicle moving through congested road segments and / or urban road segments. The energy consumption required to move through congested road segments and / or urban road segments is then determined based on the average speed. Petition 870250081429, dated 10 / 09 / 2025, pp. 166 / 217 64 / 86 of the target vehicle moving through congested road segments and / or urban road segments and road segment extensions of congested road segments and / or urban road segments.

[208] Step S403. Calculate a sum of the energy consumptions required to move through congested road segments and / or urban road segments to obtain a total energy consumption requirement.

[209] Specifically, the electronic device can calculate the sum of the energy consumption required to move through congested road segments and / or urban road segments to obtain the total energy consumption required.

[210] Step S404. Determine target road segments from congested road segments and / or urban road segments based on a relationship between total energy consumption required and usable energy or maximum energy, and plan the route through the target road segments in purely electric driving mode.

[211] Specifically, the electronic device then compares the total energy consumption required and the usable energy or maximum energy. When the usable energy or maximum energy is greater than or equal to the total energy consumption required, the electronic device can determine the congested road segments and / or the urban road segments as the target road segments, and plan the route through the target road segments in purely electric driving mode.

[212] When usable energy or maximum energy is less than the total energy consumption required, the electronic device may determine target road segments from congested road segments and / or urban road segments based on the energy consumption required to move through the congested road segments and / or the urban road segments. Petition 870250081429, dated 10 / 09 / 2025, pp. 167 / 217 65 / 86 urban or on the extensions of congested road segments and / or urban road segments, and plan the route through the target road segments in purely electric driving mode.

[213] Optionally, the electronic device can determine congested road segments and / or urban road segments whose required energy consumption is greater than a predefined required energy consumption as the target road segments. Alternatively, the electronic device arranges the congested road segments and / or urban road segments in descending order of required energy consumption, sequentially calculates a total required energy consumption of the first N congested road segments and / or urban road segments. When the total required energy consumption is greater than the usable energy or the maximum energy, it determines the first (N-1) congested road segments and / or urban road segment as the target road segments.

[214] For example, the electronic device arranges the congested road segments and / or urban road segments in descending order of required energy consumption, sequentially calculates a required energy consumption for the first congested road segment or urban road segment, then calculates a total required energy consumption for the first and second congested road segments and / or urban road segments, and calculates a total required energy consumption for the first, second, and third congested road segments and / or urban road segments. The total required energy consumption calculated each time is compared to the usable energy or the maximum energy. When a total required energy consumption corresponding to the first N congested road segments and / or urban road segments is greater than the usable energy or the maximum energy, Petition 870250081429, dated 10 / 09 / 2025, pp. 168 / 217 66 / 86 the first (N-1) congested road segments and / or urban road segments are determined as the target road segments.

[215] Optionally, the electronic device may alternatively determine congested road segments and / or urban road segments whose road segment length is greater than a predefined road segment length as the target road segments. Alternatively, the electronic device arranges the congested road segments and / or urban road segments in descending order of road segment lengths, and sequentially calculates a total energy consumption required from the first N congested road segments and / or urban road segments. When the total energy consumption required is greater than the usable energy or the maximum energy, the first (N-1) congested road segments and / or urban road segments are determined as the target road segments.

[216] Step S405. Control a motor to enter high-efficiency driving mode for track segments other than the target track segments.

[217] Specifically, the electronic device can control the motor to enter high-efficiency driving mode for track segments other than the target track segments.

[218] In the energy management method provided in the embodiments of the present application, if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, a first-trip energy consumption is determined for driving the target vehicle from a current starting location to the current destination according to the target driving route, thus ensuring the accuracy of the determined first-trip energy consumption. The usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a predefined equilibrium state of charge is calculated, thus ensuring the accuracy of the energy Petition 870250081429, dated 10 / 09 / 2025, pp. 169 / 217 67 / 86 usable calculated. If the first-journey energy consumption is less than or equal to the usable energy, the energy management mode corresponding to the target vehicle is determined to be purely electric driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is purely electric driving mode. If the first-journey energy consumption is greater than the usable energy, the energy management mode corresponding to the target vehicle is determined to be hybrid driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is hybrid driving mode. In this way, an ideal total journey energy consumption is achieved while guaranteeing the driving experience.

[219] If the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, a first-trip energy consumption is determined for driving the target vehicle from a current starting location to the current destination according to the target driving route, thus ensuring the accuracy of the determined first-trip energy consumption. The maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge is calculated, thus ensuring the accuracy of the calculated maximum energy.The first-trip energy consumption is compared to the maximum energy, and if the first-trip energy consumption is less than or equal to the maximum energy, a predefined equilibrium state of charge corresponding to the target vehicle is adjusted downwards to the minimum permissible state of charge, and it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode, thus ensuring the accuracy of the determined energy management mode. Petition 870250081429, dated 10 / 09 / 2025, pp. 170 / 217 The 68 / 86 configuration corresponding to the target vehicle is the purely electric driving mode. If the energy consumption of the first journey is greater than the maximum energy, it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode. The accuracy that the determined energy management mode corresponding to the target vehicle is the hybrid driving mode is guaranteed. In this way, an ideal total journey energy consumption is achieved, while ensuring the driving experience.

[220] If the current destination is a round trip destination and the target vehicle will not be recharged after driving to the current destination, a second-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route, and the return from the current destination to the current starting location is determined, thus ensuring the accuracy of the calculated second-trip energy consumption. The usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a predefined equilibrium state of charge is calculated, thus ensuring the accuracy of the calculated usable energy.If the second-trip energy consumption is greater than the usable energy, it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the hybrid driving mode. If the second-trip energy consumption is less than or equal to the usable energy, it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the purely electric driving mode. In this way, a consumption is achieved. Petition 870250081429, dated 10 / 09 / 2025, pp. 171 / 217 69 / 86 of ideal total travel energy, while ensuring the driving experience.

[221] If the current destination is a round trip destination and the target vehicle will be recharged after driving to the current destination, a first-trip energy consumption is determined for driving the target vehicle from a current starting location to the current destination according to the target driving route, thus ensuring the accuracy of the calculated first-trip energy consumption. The maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge is calculated, thus ensuring the accuracy of the calculated maximum energy.The first-trip energy consumption is compared to the maximum energy, and if the first-trip energy consumption is less than or equal to the maximum energy, a predefined equilibrium state of charge corresponding to the target vehicle is adjusted downwards to the minimum permissible state of charge, and it is determined that the energy management mode corresponding to the target vehicle is the purely electric driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the purely electric driving mode. If the first-trip energy consumption is greater than the maximum energy, it is determined that the energy management mode corresponding to the target vehicle is the hybrid driving mode, thus ensuring the accuracy that the determined energy management mode corresponding to the target vehicle is the hybrid driving mode.

[222] Furthermore, when the energy management mode corresponding to the target vehicle is the hybrid driving mode, congested road segments and / or urban road segments are obtained on the target driving route corresponding to the target vehicle, and energy consumptions Petition 870250081429, dated 10 / 09 / 2025, pp. 172 / 217 The 70 / 86 required to travel through congested and / or urban road segments is determined based on the length of the congested and / or urban road segments, thus ensuring the accuracy of the determined energy consumption requirements. Target road segments are determined from congested and / or urban road segments based on a relationship between the total required energy consumption and the usable or maximum energy, and the route through the target road segments in purely electric driving mode is planned, thus ensuring the accuracy of the determined target road segments, and by controlling a motor to enter high-efficiency driving mode for road segments other than the target road segments. In this way, an ideal total travel energy consumption is achieved while ensuring the driving experience.

[223] To describe more clearly the energy management method provided in the embodiments of the present application, the embodiments of the present application further provide a flowchart of an energy management method. As shown in Figure 5, the energy management method may include the following steps.

[224] S1. Predict and determine a navigation implementation mode based on user operations, a destination path, and a route path: 1) If the user defines a destination and driving route via onboard navigation or mobile terminal navigation interconnected to a vehicle, perform intelligent energy management based on a user-defined navigation route: (1) if a navigation destination is not a historical destination in a database, use a one-way route directly to perform Petition 870250081429, dated 10 / 09 / 2025, pp. 173 / 217 71 / 86 intelligent energy management; and (2) if the navigation destination is a historical destination in the database, perform S2: determine a range calculated by intelligent energy management. 2) If the user does not define a destination and driving route via the onboard navigation or mobile terminal navigation interconnected to the vehicle, predict a driving destination and driving route using a destination prediction system: (1) if the prediction is successful, with user authorization, execute embedded navigation in the background to perform intelligent energy management; and (2) if the prediction fails, skip navigation and perform energy management based on a standard strategy.

[225] S2: Determine, based on the user's destination, predicted route habits, predicted charging behavior, predicted total route energy consumption, and the current state of charge of a traction battery, the range calculated by intelligent energy management: (1) when: (1). no top-up is required for a one-way destination; (2) an actual path is a one-way path of a typical round trip; and (3) a remaining state of charge does not meet the purely electric round-trip driving mode; If all the above conditions are met, a full round trip is used to perform intelligent energy management.

[226] S3: Determine a drive method and a power management strategy based on predicted charging behavior, Petition 870250081429, dated 10 / 09 / 2025, pp. 174 / 217 72 / 86 in predicting total travel energy consumption, in the current state of charge of the traction battery, in information such as total range, terrain provided by navigation and traffic conditions, and perform intelligent energy management: 1) When the remaining state of charge meets a purely electric full-travel driving mode, i.e., the energy required for the full travel is < the energy that the traction battery can supply by consumption up to a balanced state of charge (SOC1) in purely electric driving mode, perform the purely electric full-travel driving mode; 2) when the charge maintenance driving mode does not exceed a maximum dischargeable state of charge, i.e., the energy that the traction battery can supply by consumption to the equilibrium state of charge (SOC1) in purely electric driving mode is < the energy required for the total journey < the energy that the traction battery can supply by consumption to a minimum permissible state of charge (SOC2) in purely electric driving mode, and a recharge must be carried out at the destination, perform the pure electric driving mode for the entire journey with the equilibrium state of charge reduced; and 3) When charge maintenance driving exceeds the maximum dischargeable state of charge, i.e., the total journey energy required > the energy that the traction battery can supply by consumption up to the minimum permissible state of charge (SOC2) in purely electric driving mode, or a recharge should not be performed after reaching the destination through charge maintenance driving, implement a hybrid drive strategy, and perform energy management based on a traffic status (free or congested) provided by navigation: when it is recognized that a congested road segment or an urban road segment is present Petition 870250081429, dated 10 / 09 / 2025, pages 175 / 217 73 / 86 onwards, estimate a required state of charge for the journey through the congested road segment or the urban road segment ahead in purely electric driving mode, and recharge the traction battery to a required state of charge in advance in a high-efficiency running zone on a free-flowing high-speed road segment using a motor. In general, purely electric driving mode is performed for a congested road segment or an urban road segment, the motor enters high-efficiency driving mode on a free-flowing road segment, and the traction battery's state of charge reaches exactly the equilibrium state of charge when the destination is reached, so that the ideal total journey energy consumption is achieved while ensuring the driving experience.

[227] This embodiment additionally provides a power management device. The device is configured to implement the above embodiments and optional embodiments, and content already described will not be repeated. As used in the present invention, the term module refers to a combination of software and / or hardware configured to implement a predetermined function. Although the device described in the embodiments below is preferably implemented in software, implementation via hardware, or a combination of software and hardware, is also possible and contemplated.

[228] This version provides a power management device. As shown in Figure 6, the device includes: A 501 acquisition module, configured to obtain a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination; A 502 judgment module, configured to determine, based on a relationship between the current destination and the target driving route, whether the target vehicle... Petition 870250081429, dated 10 / 09 / 2025, pp. 176 / 217 74 / 86 will be recharged after driving to the current destination; A first determination module 503, configured to determine a destination type corresponding to the current destination based on a current departure date, a current departure time, and the target driving route, where the destination type includes a one-way destination and / or a round-trip destination, and the round-trip destination indicates that the current destination is a destination of the target vehicle in one direction on a round-trip route; and a second determination module 504, configured to determine a power management mode corresponding to the target vehicle based on the destination type, a result of the determination of whether the target vehicle will be recharged after driving to the current destination, and the target driving route.

[229] In some optional implementations, as shown in Figure 7, the 501 fetch module includes: a 5011 detection unit, configured to detect whether navigation functionality is enabled in the target vehicle; A first acquisition unit, 5012, configured to obtain a current departure location, current departure date, and current departure time corresponding to the target vehicle if the navigation functionality is not enabled on the target vehicle; a first generation unit 5013, configured to generate a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, the current departure date, and the current departure time; a second 5014 generation unit, configured to generate a predicted driving route for the target vehicle from the current departure location to the predicted destination based on a relationship between the predicted destination, the current departure location, the current departure date, and the current departure time; Petition 870250081429, dated 10 / 09 / 2025, pages 177 / 217 75 / 86 a judgment unit 5015, configured to determine whether the predicted destination and the predicted driving route are accurate; and a first determination unit 5016, configured to: if the predicted destination and the predicted driving route are accurate, determine that the predicted destination is the actual destination, and determine that the predicted driving route is the target driving route.

[230] In some optional implementations, the first generation unit is configured to insert the current departure location, the current departure date, and the current departure time into a destination prediction model, and perform, using the destination prediction model, extraction of attributes relating to the current departure location, the current departure date, and the current departure time to output the predicted destination, wherein the destination prediction model is obtained by training based on a plurality of historical first user journey routes, each of the historical first user journey routes includes a historical first departure location, a historical first destination, a historical first departure date, and a historical first departure time, and the historical first destination is used as the first label information.

[231] In some optional implementations, the second generation 5014 unit is configured to: determine current traffic conditions for optional routes from the current departure location to the predicted destination on the current departure date and current departure time based on the relationship between the predicted destination, the current departure location, the current departure date, and the current departure time; obtain current route weather conditions; and insert the current route weather conditions, the current departure location, the predicted destination, the optional routes, and the current traffic conditions corresponding to the optional routes into a route prediction model to output the route. Petition 870250081429, dated 10 / 09 / 2025, pp. 178 / 217 76 / 86 predicted driving corresponding to the predicted destination, wherein the route prediction model is obtained by training based on a plurality of second historical user route paths, each of the second historical user route paths includes a second historical departure location, a second historical destination, a second historical weather condition of the route, a second historical driving route from the second historical departure location to the second historical destination, and a historical traffic condition of the second historical driving route, and the second historical driving route is used as second label information.

[232] In some optional implementations, the 5015 judgment unit is configured to display the predicted destination and the predicted driving route to a user, and receive a first instruction entered by the user; and determine, based on the first instruction, whether the predicted destination and the predicted driving route are accurate.

[233] In some optional implementations, the second generation 5014 unit is configured to: receive the current destination entered by a user if the predicted destination or predicted driving route is not accurate; enter the current weather conditions of the route, the current departure location, the current destination and the current traffic conditions corresponding to the optional routes into the route prediction model to output a candidate driving route corresponding to the current destination; and correct the candidate driving route in real time based on current location information of the target vehicle to obtain the target driving route.

[234] In some optional implementations, as shown in Figure 8, the 502 judgment module includes: a second 5021 acquisition unit, configured to obtain a location Petition 870250081429, dated 10 / 09 / 2025, pp. 179 / 217 77 / 86 current departure time and the current departure time of the target vehicle; a second determination unit 5022, configured to determine, based on the current departure time, an arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route; a third 5023 acquisition unit, configured to obtain the current remaining charge state of the target vehicle; a calculation unit 5024, configured to calculate, based on the current remaining charge state of the target vehicle, an estimated remaining charge state of the target vehicle after driving to the current destination; and a third determination unit 5025, configured to determine, based on the arrival time, the estimated remaining charge state, and the current destination, whether the target vehicle will be recharged after driving to the current destination.

[235] In some optional implementations, calculation unit 5024 is configured to obtain a target driving route terrain, an average driving speed of the target vehicle, a current driving range corresponding to the target driving route, current ambient temperature information and on-board electrical device definition information; determine a first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route based on the terrain, average driving speed, current driving range, current ambient temperature information and on-board electrical device definition information; and subtract the first-trip energy consumption from the current remaining state of charge to obtain the estimated remaining state of charge.

[236] In some optional implementations, the third unit of Petition 870250081429, dated 10 / 09 / 2025, pp. 180 / 217 78 / 86 determination 5025 is configured to input the arrival time, estimated remaining charge state, and current destination into a recharge behavior prediction model to output a result of whether the target vehicle will recharge after driving to the current destination using the recharge behavior prediction model; when the current destination meets a recharge condition, determine whether the arrival time is within a historical recharge time period range and whether the estimated remaining charge state is within a historical initial remaining charge state recharge range; and determine, based on a result of the determination, whether the target vehicle will recharge after driving to the current destination.

[237] In some optional implementations, the third determination unit 5025 is configured to: if the arrival time is within the historical recharge time period range and the estimated remaining charge state is within the initial historical recharge range of remaining charge state, determine that the target vehicle will be recharged after driving to the current destination; and, if the arrival time is not within the historical recharge time period range and / or the estimated remaining charge state is not within the initial historical recharge range of remaining charge state, determine that the target vehicle will not be recharged after driving to the current destination.

[238] In some optional implementations, the second determination module 504 is configured to: if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the usable energy that the target vehicle can supply by consumption from a current remaining charge state to a state Petition 870250081429, dated 10 / 09 / 2025, pp. 181 / 217 79 / 86 of predefined balance load; if the first-trip energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and, if the first-trip energy consumption is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[239] In some optional implementations, the second determination module 504 is configured to: if the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; compare the first-trip energy consumption with the maximum energy; if the first-trip energy consumption is less than or equal to the maximum energy, adjust a predefined balance state of charge corresponding to the target vehicle down to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode;and, if the energy consumption of the first trip is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[240] In some optional implementations, the second determination module 504 is configured to: if the current destination is a round trip destination and the target vehicle will not be recharged after driving to the current destination, determine a second trip energy consumption for driving the target vehicle from a current starting location to the current destination according to Petition 870250081429, dated 10 / 09 / 2025, pp. 182 / 217 80 / 86 target driving route, and the return from the current destination to the current starting point; calculate the usable energy that the target vehicle can provide by consumption from a current remaining state of charge to a predefined balanced state of charge; if the second-travel energy consumption is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode; and, if the second-travel energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

[241] In some optional implementations, the second determination module 504 is configured to: if the current destination is a round-trip destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; compare the first-trip energy consumption with the maximum energy; if the first-trip energy consumption is less than or equal to the maximum energy, adjust a predefined balance state of charge corresponding to the target vehicle down to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode;and, if the energy consumption of the first trip is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

[242] In some optional implementations, the second determination module 504 is additionally configured for: when the mode of Petition 870250081429, dated 10 / 09 / 2025, pp. 183 / 217 81 / 86 Energy management corresponding to the target vehicle: For hybrid driving mode, obtain congested road segments and / or urban road segments on the target driving route corresponding to the target vehicle; determine, based on road segment lengths of congested road segments and / or urban road segments, the energy consumption required to travel through the congested road segments and / or urban road segments; calculate a sum of the energy consumption required to travel through the congested road segments and / or urban road segments to obtain a total required energy consumption; determine target road segments from congested road segments and / or urban road segments based on a relationship between the total required energy consumption and the usable energy or maximum energy, and plan the route through the target road segments in purely electric driving mode;and control a motor to enter high-efficiency driving mode for track segments different from the target track segments.

[243] The power management device in this embodiment is presented in the form of a functional unit. The unit refers to an ASIC circuit, a processor and a memory executing one or more software or fixed programs, and / or other devices that can provide the above functions.

[244] The additional functional descriptions of each of the above modules and units are identical to the corresponding embodiments described above, and details are not described again in the present invention.

[245] The embodiments of the present application additionally provide an electronic device, including the power management apparatus shown above in Figures 6 to 8.

[246] Figure 9 is a schematic structural diagram of a device Petition 870250081429, dated 10 / 09 / 2025, pp. 184 / 21782 / 86 electronic device according to an optional embodiment of the present application. As shown in Figure 9, the electronic device includes one or more processors 10, a memory 20, and interfaces for connecting components, including high-speed and low-speed interfaces. The components are communicatively connected to each other by different buses and can be installed on a standard motherboard or installed in other configurations as required. The processor executes instructions within the electronic device, including instructions stored within or in memory to display graphical information to a GUI on an external input / output device (e.g., a display device coupled to the interfaces). In some optional embodiments, multiple processors and / or multiple buses can be employed with multiple memories when necessary.Similarly, multiple electronic devices can be connected, each providing part of the necessary operations (for example, as an array of servers, a group of blade servers, or a multiprocessor system). A processor 10 is used as an example in Figure 9.

[247] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may include a hardware chip. The aforementioned hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field-programmable gate array, a generic array logic, or any combination thereof.

[248] Memory 20 stores executable instructions by at least one processor 10, enabling at least one processor 10 to perform the methods shown in the aforementioned modes. Petition 870250081429, dated 10 / 09 / 2025, pages 185 / 217 83 / 86

[249] Memory 20 may include a program storage area and a data storage area. The program storage area may store an operating system and an application required for at least one function. The data storage area may store data created in accordance with the use of an electronic device to display a miniprogram landing page and the like. In addition, memory 20 may include high-speed random access memory (RAM), and may additionally include non-transient memory, for example, at least one magnetic disk storage device, flash storage device, or other non-transient solid-state storage device. In some optional embodiments, memory 20 optionally includes memories located remotely from the processor 10. These remote memories may be connected to the electronic device by a network.An example of the above network includes, but is not limited to, the internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[250] Memory 20 may include volatile memory, for example, random access memory; memory may additionally include non-volatile memory, for example, flash memory, a hard disk drive or a solid state drive; and memory 20 may additionally include a combination of the aforementioned types of memory.

[251] The electronic device additionally includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30 and the output device 40 can be connected via a bus or otherwise. In Figure 9, for example, a bus connection is used.

[252] Input device 30 can receive numerical information or Petition 870250081429, dated 10 / 09 / 2025, pp. 186 / 217 84 / 86 character inputs and generate key signal inputs related to user definitions and functional control of the electronic device, and is, for example, a touch screen, a numeric keypad, a mouse, a trackpad, a touchpad, a pointing stick, one or more mouse buttons, a command ball, or a joystick. The output device 40 may include a display device, an auxiliary lighting device (e.g., an LED), a haptic feedback device (e.g., a vibration motor), and the like. The aforementioned display device includes, but is not limited to, a liquid crystal display, a light-emitting diode, a display, and a plasma display. In some optional implementations, the display device may be a touch screen.

[253] The embodiments of the present application further provide an intelligent vehicle, including an intelligent vehicle body and an electronic device, wherein the electronic device is configured to perform the energy management method of either implementation. Figure 10 is a diagram of the architecture of an electronic device performing an energy management method in an intelligent vehicle. As shown in Figure 10, an electronic device on the terminal side can predict a current destination using a destination prediction module, and predict a target path route using a path route prediction module. Whether a target vehicle will recharge after driving to the current destination is then determined based on the current destination and the target path route using a recharge behavior prediction model.Energy consumption forecasting is performed using an energy consumption forecasting model, and an energy management strategy is planned based on the energy consumption forecast. Furthermore, the energy consumption of the target vehicle can be further predicted based on the management strategy. Petition 870250081429, dated 10 / 09 / 2025, pages 187 / 217 85 / 86 of planned energy based on energy consumption forecast.

[254] The embodiments of the present application further provide a computer-readable storage medium. The methods according to the embodiments of the present application may be implemented in hardware or firmware, or may be implemented as computer code recorded on a storage medium, or implemented as computer code that is transferred by download over a network, originally stored on a remote storage medium or non-transient machine-readable storage medium, and subsequently stored on a local storage medium. In this way, the methods described in the present invention may be processed by such software stored on a storage medium using general-purpose computers, dedicated processors, or programmable / dedicated hardware.The storage medium may be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk drive, or a solid-state drive; optionally, the storage medium may additionally include combinations of the aforementioned types of memory. It should be understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When accessed and executed by computers, processors, or hardware, the software or computer code implements the methods illustrated in the embodiments above.

[255] Although the embodiments of this application are described in conjunction with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of this application, and such modifications and variations are within the scope defined by Petition 870250081429, dated 10 / 09 / 2025, pp. 188 / 217 86 / 86 attached claims. Petition 870250081429, dated 10 / 09 / 2025, pp. 189 / 217

Claims

1 / 19 CLAIMS 1.Energy management method, the method characterized in that it comprises: obtaining a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination; determining, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination; determining a destination type corresponding to the current destination based on a current departure date, a current departure time, and the target driving route, wherein the destination type comprises a one-way destination and / or a round-trip destination, and the round-trip destination indicates that the current destination is a destination of the target vehicle in one direction on a round-trip route; and determining an energy management mode corresponding to the target vehicle based on the destination type, on a result of the determination of whether the target vehicle will be recharged after driving to the current destination, and on the target driving route.

2. Method, according to claim 1, characterized in that the step of obtaining a current destination corresponding to a target vehicle and a corresponding target driving route to the current destination comprises: detecting whether the navigation functionality is activated in the target vehicle; obtaining a current departure location, current departure date and current departure time corresponding to the target vehicle if the navigation functionality is not activated in the target vehicle; generating a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, current departure date and departure time. Petition 870250081429, dated 10 / 09 / 2025, p.190 / 217 2 / 19 current departure; generate a predicted driving route for the target vehicle from the current departure location to the predicted destination based on a relationship between the predicted destination, the current departure location, the current departure date, and the current departure time; determine if the predicted destination and the predicted driving route are accurate; and if the predicted destination and the predicted driving route are accurate, determine that the predicted destination is the current destination, and determine that the predicted driving route is the target driving route.

3. A method according to claim 2, characterized in that the step of generating a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, the current departure date, and the current departure time comprises: inserting the current departure location, the current departure date, and the current departure time into a destination prediction model, and performing, using the destination prediction model, extraction of attributes relating to the current departure location, the current departure date, and the current departure time to output the predicted destination, wherein the destination prediction model is obtained by training based on a plurality of historical first user journey routes, each of the historical first user journey routes comprising a historical first departure location, a historical first destination, a historical first departure date, and a historical first departure time.and the first historical destination is used as initial label information.

4. Method, according to claim 2, characterized in that the step of generating a predicted driving route for driving the target vehicle from the current departure location to the predicted destination based on a relationship between the predicted destination, the current departure location, the current departure date and the current departure time comprises: determining current traffic conditions for optional routes from the current departure location to the predicted destination on the current departure date and at the current departure time based on the relationship between the predicted destination, the current departure location, the current departure date and the current departure time; obtaining current route weather conditions;and insert the current weather conditions of the route, the current departure location, the predicted destination, the optional routes, and the current traffic conditions corresponding to the optional routes into a route prediction model to output the predicted driving route corresponding to the predicted destination, wherein the route prediction model is obtained by training based on a plurality of second historical user route paths, each of the second historical user route paths comprising a second historical departure location, a second historical destination, a second historical weather condition of the route, a second historical driving route from the second historical departure location to the second historical destination, and a historical traffic condition of the second historical driving route, and the second historical driving route is used as second label information.

5. Method according to claim 2, characterized in that the step of determining whether the predicted destination and the predicted driving route are accurate comprises: displaying the predicted destination and the predicted driving route to a user, and receiving a first instruction entered by the user; and determining, based on the first instruction, whether the predicted destination and the predicted driving route are accurate. Petition 870250081429, dated 10 / 09 / 2025, pp. 192 / 217 4 / 19 6. A method according to claim 4, characterized in that it further comprises: receiving the current destination entered by a user if the predicted destination or predicted driving route is not accurate; entering the current weather conditions of the route, the current departure location, the current destination, and the current traffic conditions corresponding to the optional routes into the route prediction model to output a candidate driving route corresponding to the current destination; and correcting the candidate driving route in real time based on current location information of the target vehicle to obtain the target driving route.

7. A method according to claim 1, characterized in that the step of determining, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination comprises: obtaining a current departure location and the current departure time of the target vehicle; determining, based on the current departure time, an arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route; obtaining a current remaining charge state of the target vehicle; calculating, based on the current remaining charge state of the target vehicle, an estimated remaining charge state of the target vehicle after driving to the current destination; and determining, based on the arrival time, the estimated remaining charge state, and the current destination, whether the target vehicle will be recharged after driving to the current destination.

8. Method, according to claim 7, characterized by the fact that Petition 870250081429, dated 10 / 09 / 2025, page.193 / 217 5 / 19 that the step of calculating, based on the current remaining state of charge of the target vehicle, an estimated remaining state of charge of the target vehicle after driving to the current destination comprises: obtaining a terrain of the target driving route, an average driving speed of the target vehicle, a current driving range corresponding to the target driving route, current ambient temperature information and on-board electrical device definition information; determining a first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route based on the terrain, average driving speed, current driving range, current ambient temperature information and on-board electrical device definition information; and subtracting the first-trip energy consumption from the current remaining state of charge to obtain the estimated remaining state of charge.

9. A method according to claim 7, characterized in that the step of determining, based on the arrival time, the estimated remaining charge state, and the current destination, whether the target vehicle will be recharged after driving to the current destination comprises: entering the arrival time, the estimated remaining charge state, and the current destination into a recharge behavior prediction model to output a result of whether the target vehicle will be recharged after driving to the current destination using the recharge behavior prediction model, wherein the recharge behavior prediction model is obtained by training based on historical recharge locations, historical recharge time periods, and historical initial ranges of remaining charge state recharges.

10. Method, according to claim 7, characterized by the fact that Petition 870250081429, dated 10 / 09 / 2025, pp. 194 / 217 6 / 19, the step of determining, based on the arrival time, the estimated remaining charge state and the current destination, whether the target vehicle will be recharged after driving to the current destination comprises: determining whether the current destination meets a recharging condition; when the current destination meets the recharging condition, determining whether the arrival time is within a historical recharging time period range and whether the estimated remaining charge state is within a historical initial remaining charge state recharging range; if the arrival time is within the historical recharging time period range and the estimated remaining charge state is within the historical initial remaining charge state recharging range, determining whether the target vehicle will be recharged after driving to the current destination;If the arrival time is not within the historical recharge time range and / or the estimated remaining charge status is not within the initial historical recharge range, determine that the target vehicle will not be recharged after driving to the current destination.

11. Method, according to claim 1, characterized in that the step of determining an energy management mode corresponding to the target vehicle based on the type of destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and on the target driving route, comprises: if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, determining a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculating the usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a balanced state of charge. Petition 870250081429, dated 10 / 09 / 2025, p.195 / 217 7 / 19 predefined; if the first trip energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and if the first trip energy consumption is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

12. Method, according to claim 1, characterized in that the step of determining an energy management mode corresponding to the target vehicle based on the type of destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and on the target driving route, comprises: if the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, determining a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculating the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; comparing the first-trip energy consumption with the maximum energy;If the first-trip energy consumption is less than or equal to the maximum energy, adjust a predefined equilibrium state of charge corresponding to the target vehicle downwards to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, in which the predefined equilibrium state of charge is a predefined value of the target vehicle and, when the current remaining state of charge reaches the predefined equilibrium state of charge, the target vehicle Petition 870250081429, dated 10 / 09 / 2025, pp. 196 / 217 8 / 19 is automatically adjusted to the hybrid driving mode; and if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

13. Method, according to claim 1, characterized in that the step of determining an energy management mode corresponding to the target vehicle based on the type of destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and on the target driving route, comprises: if the current destination is a round trip destination and the target vehicle will not be recharged after driving to the current destination, determining a second-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route, and the return from the current destination to the current starting location; calculating the usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a predefined equilibrium state of charge;If the energy consumption of the second trip is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode; and if the energy consumption of the second trip is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

14. Method, according to claim 1, characterized in that the step of determining an energy management mode corresponding to the target vehicle based on the type of destination, as a result of determining whether the target vehicle will be recharged after driving to the current destination and on the target driving route, comprises: if the current destination is a round trip destination and the target vehicle will be recharged after driving to the current destination, determining a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculating the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; comparing the first-trip energy consumption with the maximum energy;If the first-trip energy consumption is less than or equal to the maximum energy, adjust a preset balance state corresponding to the target vehicle downwards to the minimum permissible charge state, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, where the preset balance state is a preset value for the target vehicle, and when the current remaining charge state reaches the preset balance state, the target vehicle is automatically adjusted to hybrid driving mode; and if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

15. Method, according to any one of claims 11 to 14, characterized in that it further comprises: when the energy management mode corresponding to the target vehicle is the hybrid driving mode, obtaining congested road segments and / or urban road segments on the target driving route corresponding to the target vehicle; determining, based on road segment extensions of the congested road segments and / or urban road segments, energy consumption. Petition 870250081429, dated 10 / 09 / 2025, p.198 / 217 10 / 19 required to move through congested road segments and / or urban road segments; calculate a sum of the energy consumption required to move through congested road segments and / or urban road segments to obtain a total required energy consumption; determine target road segments from congested road segments and / or urban road segments based on a relationship between the total required energy consumption and the usable energy or maximum energy, and plan the route through the target road segments in purely electric driving mode; and control a motor to enter high-efficiency driving mode for road segments other than the target road segments.

16. Energy management device, the device characterized in that it comprises: an acquisition module, configured to obtain a current destination corresponding to a target vehicle and a corresponding target driving route for driving to the current destination; a judgment module, configured to determine, based on a relationship between the current destination and the target driving route, whether the target vehicle will be recharged after driving to the current destination; a first determination module, configured to determine a destination type corresponding to the current destination based on a current departure date, a current departure time and the target driving route, wherein the destination type comprises a one-way destination and / or a round-trip destination, and the round-trip destination indicates that the current destination is a destination of the target vehicle in one direction on a round-trip route;and a second determination module, configured to determine a Petition 870250081429, dated 10 / 09 / 2025, page 199 / 217 11 / 19 corresponding energy management mode for the target vehicle based on the type of destination, on a result of the determination as to whether the target vehicle will be recharged after driving to the current destination and on the target driving route.; 17. Device according to claim 16, characterized in that the acquisition module comprises: a detection unit, configured to detect whether the navigation functionality is activated in the target vehicle; a first acquisition unit, configured to obtain a current departure location, current departure date and current departure time corresponding to the target vehicle if the navigation functionality is not activated in the target vehicle; a first generation unit, configured to generate a predicted destination corresponding to the target vehicle based on a relationship between the current departure location, the current departure date and the current departure time; a second generation unit, configured to generate a predicted driving route for driving the target vehicle from the current departure location to the predicted destination based on a relationship between the predicted destination, the current departure location, the current departure date and the current departure time;a judgment unit, configured to determine whether the predicted destination and the predicted driving route are accurate; and a first determination unit, configured to: if the predicted destination and the predicted driving route are accurate, determine that the predicted destination is the actual destination, and determine that the predicted driving route is the target driving route.

18. Device, according to claim 17, characterized in that the first generation unit is configured to insert the current departure location, the current departure date and the current departure time into a destination prediction model, and perform, using the destination prediction model, extraction of attributes relating to the current departure location, the current departure date and the current departure time to output the predicted destination, wherein the destination prediction model is obtained by training based on a plurality of historical first user journey routes, each of the historical first user journey routes comprising a historical first departure location, a historical first destination, a historical first departure date and a historical first departure time, and the historical first destination is used as first label information.

19. Apparatus, according to claim 17, characterized in that the second generating unit is configured to: determine current transit conditions for optional routes from the current departure location to the intended destination on the current departure date and at the current departure time based on the relationship between the intended destination, the current departure location, the current departure date and the current departure time; obtain current route weather conditions;and insert the current weather conditions of the route, the current departure location, the predicted destination, the optional routes and the current traffic conditions corresponding to the optional routes into a route prediction model to output the predicted driving route corresponding to the predicted destination, wherein the route prediction model is obtained by training based on a plurality of second historical user route routes, each of the second historical user route routes comprising a second historical departure location, a second historical destination, a second historical weather condition of the route, a second historical driving route from the second historical departure location to the second historical destination, and a historical traffic condition of the second historical driving route, and the second historical driving route is used as second label information.

20. Device according to claim 17, characterized in that the judgment unit is configured to display the predicted destination and the predicted driving route to a user, and to receive a first instruction entered by the user; and to determine, based on the first instruction, whether the predicted destination and the predicted driving route are accurate.

21. Device according to claim 19, characterized in that the second generation unit is configured to: receive the current destination entered by a user if the predicted destination or predicted driving route is not accurate; enter the current weather conditions of the route, the current departure location, the current destination and the current traffic conditions corresponding to the optional routes into the route prediction model to output a candidate driving route corresponding to the current destination; and correct the candidate driving route in real time based on current location information of the target vehicle to obtain the target driving route.

22. Apparatus, according to claim 16, characterized in that the judgment module comprises: a second acquisition unit, configured to obtain a current departure location and the current departure time of the target vehicle; a second determination unit, configured to determine, based on the current departure time, an arrival time of the target vehicle being driven from the current departure location to the current destination according to the target driving route; a third acquisition unit, configured to obtain a current remaining charge state of the target vehicle; Petition 870250081429, dated 10 / 09 / 2025, p.202 / 217 14 / 19 a calculation unit, configured to calculate, based on the current remaining charge state of the target vehicle, an estimated remaining charge state of the target vehicle after driving to the current destination; and a third determination unit, configured to determine, based on the arrival time, the estimated remaining charge state and the current destination, whether the target vehicle will be recharged after driving to the current destination.

23. Device according to claim 22, characterized in that the calculation unit is configured to obtain a terrain of the target driving route, an average driving speed of the target vehicle, a current driving range corresponding to the target driving route, current ambient temperature information and information from the definition of onboard electrical devices; determine a first-trip energy consumption for driving the target vehicle from the current starting location to the current destination according to the target driving route based on the terrain, average driving speed, current driving range, current ambient temperature information and information from the definition of onboard electrical devices; and subtract the first-trip energy consumption from the current remaining state of charge to obtain the estimated remaining state of charge.

24. Device according to claim 22, characterized in that the third determination unit is configured to input the arrival time, estimated remaining charge state, and current destination into a recharge behavior prediction model to output a result of whether the target vehicle will recharge after driving to the current destination using the recharge behavior prediction model, wherein the recharge behavior prediction model is obtained by training based on historical recharge points, historical recharge time periods, and initial historical remaining charge state recharge ranges.

25. Device according to claim 22, characterized in that the third determination unit is configured to: determine whether the current destination meets a recharging condition; when the current destination meets the recharging condition, determine whether the arrival time is within a historical recharging time period range and whether the estimated remaining state of charge is within a historical initial remaining state of charge range; if the arrival time is within the historical recharging time period range and the estimated remaining state of charge is within the historical initial remaining state of charge range, determine that the target vehicle will be recharged after driving to the current destination;If the arrival time is not within the historical recharge time range and / or the estimated remaining charge status is not within the initial historical recharge range, determine that the target vehicle will not be recharged after driving to the current destination.

26. Apparatus, according to claim 16, characterized in that the second determination module is configured to: if the current destination is a one-way destination and the target vehicle will not be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the usable energy that the target vehicle can supply by consumption from a current remaining state of charge to a predefined equilibrium state of charge; if the first-trip energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and, if the first-trip energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode; and, if the first-trip energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode.204 / 217 16 / 19 is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

27. Apparatus, according to claim 16, characterized in that the second determination module is configured to: if the current destination is a one-way destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; compare the first-trip energy consumption with the maximum energy;If the first-trip energy consumption is less than or equal to the maximum energy, adjust a preset balance state corresponding to the target vehicle downwards to the minimum permissible charge state, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, where the preset balance state is a preset value for the target vehicle, and when the current remaining charge state reaches the preset balance state, the target vehicle is automatically adjusted to hybrid driving mode; and, if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

28. Device, according to claim 16, characterized in that the second determination module is configured to: if the current destination is a round-trip destination and the target vehicle will not be recharged after driving to the current destination, determine a second-trip energy consumption for driving the target vehicle from a current starting location to the destination. Petition 870250081429, dated 10 / 09 / 2025, p.205 / 217 17 / 19 current according to the target driving route, and the return from the current destination to the current starting point; calculate the usable energy that the target vehicle can provide by consumption from a current remaining state of charge to a predefined balanced state of charge; if the second-travel energy consumption is greater than the usable energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode; and, if the second-travel energy consumption is less than or equal to the usable energy, determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode.

29. Apparatus, according to claim 16, characterized in that the second determination module is configured to: if the current destination is a round-trip destination and the target vehicle will be recharged after driving to the current destination, determine a first-trip energy consumption for driving the target vehicle from a current starting location to the current destination according to the target driving route; calculate the maximum energy that the target vehicle can supply by consumption from a current remaining state of charge to a minimum permissible state of charge; compare the first-trip energy consumption with the maximum energy;If the first-trip energy consumption is less than or equal to the maximum energy, adjust a predefined equilibrium state of charge corresponding to the target vehicle downwards to the minimum permissible state of charge, and determine that the energy management mode corresponding to the target vehicle is the purely electric driving mode, in which the predefined equilibrium state of charge is a predefined value of the target vehicle and, when the current remaining state of charge reaches the predefined equilibrium state of charge, the target vehicle is automatically adjusted to the hybrid driving mode; and, if the first-trip energy consumption is greater than the maximum energy, determine that the energy management mode corresponding to the target vehicle is the hybrid driving mode.

30. Apparatus, according to any one of claims 26 to 29, characterized in that the second determination module is configured to: when the energy management mode corresponding to the target vehicle is the hybrid driving mode, obtain congested road segments and / or urban road segments on the target driving route corresponding to the target vehicle; determine, based on road segment extensions of the congested road segments and / or urban road segments, the energy consumption required to travel through the congested road segments and / or urban road segments; calculate a sum of the energy consumption required to travel through the congested road segments and / or urban road segments to obtain a total required energy consumption;To determine target road segments from congested road segments and / or urban road segments based on a relationship between total energy consumption required and usable energy or maximum energy, and to plan the route through the target road segments in purely electric driving mode; and to control a motor to enter high-efficiency driving mode for road segments other than the target road segments.

31. Electronic device, characterized in that it comprises: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory has computer instructions stored therein, and the processor is configured to perform the power management method defined in any of claims 1 to 15 when executing computer instructions.

32. Intelligent vehicle, characterized in that it comprises an intelligent vehicle body and an electronic device, wherein the electronic device is configured to perform the energy management method defined in any one of claims 1 to 15.

33. Computer-readable storage medium, the computer-readable storage medium characterized in that it has computer instructions stored thereon, and the computer instructions are configured to enable a computer to perform the power management method defined in any one of claims 1 to 15. Petition 870250081429, dated 10 / 09 / 2025, pp. 208 / 217

Images