A method of determining a drivable distance and related apparatus

Abstract

The embodiment of the present application provides a kind of method for determining the distance and related device, which comprises: obtaining the driving route of vehicle includes M unit section;From the M unit section, determine N unit section;Obtain the cumulative power generation and cumulative energy consumption of the vehicle in the N unit section, and, obtain the initial reserve energy of the vehicle;According to the initial reserve energy, the cumulative power generation and the cumulative energy consumption, determine the residual energy of the vehicle after the N unit section;In the case where the residual energy is less than or equal to energy threshold, according to the length of the N unit section, determine the distance of the vehicle. Implement the embodiment of the present application, can improve the accuracy of calculating the distance of the vehicle, and improve the accuracy of vehicle endurance information.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile technology, and in particular, to a method for determining a drivable distance and related apparatus. BACKGROUND

[0002] Vehicles play a very important role in modern society. With the continuous development of economy and technology, the per capita vehicle ownership is increasing, and the types of vehicles are also increasing. According to the power source used, vehicles can be divided into vehicles using petroleum fuels and vehicles using non-petroleum fuels. According to whether there is energy input during driving, vehicles can be divided into vehicles without energy input during driving, such as pure electric vehicles, and vehicles with energy input during driving, such as solar vehicles. Solar vehicles have good application prospects due to their environmental characteristics.

[0003] Before traveling or during driving, it is necessary to estimate the drivable distance of the vehicle, that is, to estimate the maximum possible distance that the vehicle can travel from the current position without stopping driving at a predetermined speed, so as to determine whether the vehicle can reach the destination successfully. If the drivable distance is less than the distance between the current position and the destination, the vehicle needs to be refueled or the travel route needs to be adjusted.

[0004] For vehicles without energy input during driving, such as fuel vehicles or electric vehicles, the drivable distance of the vehicle can be estimated at present. However, for vehicles with energy input during driving, such as solar vehicles, the drivable distance of the vehicle cannot be accurately estimated, and therefore the accuracy of the vehicle endurance information provided is not high. SUMMARY

[0005] The embodiments of the present application provide a method for determining a drivable distance, which can improve the accuracy of calculating the drivable distance of a vehicle and improve the accuracy of vehicle endurance information.

[0006] In a first aspect, the embodiments of the present application provide a method for determining a drivable distance, which can be executed by a vehicle-mounted device on a solar vehicle or by a component (such as a processor, a chip, or a chip system) of the vehicle-mounted device. The method can include: obtaining M unit road segments included in a travel route of a vehicle, the M unit road segments being arranged in the order of travel of the vehicle, and M being a positive integer.

[0007] Then, N unit road segments are determined from the M unit road segments, wherein the N unit road segments are the first N unit road segments from the M unit road segments, and N is a positive integer less than or equal to M.

[0008] After determining the N unit road segments, the cumulative power generation amount and the cumulative energy consumption amount of the vehicle on the N unit road segments are obtained, and the initial reserve energy of the vehicle is obtained.

[0009] Further, according to the initial reserve energy, the cumulative power generation amount and the cumulative energy consumption amount, the residual energy of the vehicle after passing through the N unit road sections is determined.

[0010] In a case where the residual energy is less than or equal to an energy threshold, according to lengths of the N unit road sections, a drivable distance of the vehicle is determined.

[0011] By implementing the embodiments of the present application, the cumulative power generation amount and the cumulative energy consumption amount of the vehicle passing through the N unit road sections included in the driving route can be obtained, and according to the obtained initial reserve energy, the residual energy of the vehicle after passing through the N unit road sections is determined. In a case where the residual energy is less than or equal to an energy threshold, the position that the vehicle can reach farthest is determined, and the drivable distance is calculated, thereby improving the accuracy of calculating the drivable distance of the vehicle and improving the accuracy of the vehicle endurance information.

[0012] In a possible implementation, obtaining the M unit road sections included in the driving route of the vehicle includes:

[0013] Obtaining a total driving duration of the vehicle on the driving route;

[0014] Determining M unit time periods according to the total driving duration, wherein a sum of durations of the M unit time periods is equal to the total driving duration;

[0015] For each unit time period in the M unit time periods, obtaining a road section driven by the vehicle in the unit time period, and taking the road section as a unit road section corresponding to the unit time period;

[0016] Determining the M unit road sections corresponding to the M unit time periods respectively as the M unit road sections included in the driving route of the vehicle.

[0017] By implementing the embodiments, the M unit road sections included in the driving route of the vehicle can be obtained. The number of unit road sections is related to the calculation accuracy of determining the drivable distance, and by setting the number of unit road sections, the calculation accuracy can be adjusted according to the demand, thereby improving the accuracy of calculating the drivable distance of the vehicle.

[0018] In a possible implementation, obtaining the total driving duration of the vehicle on the driving route includes:

[0019] Determining at least one sub-road section included in the driving route of the vehicle, wherein a predicted driving speed of the vehicle on the same sub-road section is the same;

[0020] For each of the at least one branch section, a predicted driving speed of the vehicle on the branch section is determined, and a driving duration of the vehicle on the branch section is determined according to a length of the branch section and the predicted driving speed;

[0021] According to the driving duration of the vehicle on each of the at least one branch section, a total driving duration of the vehicle on the driving route is determined.

[0022] By implementing the embodiment, the total driving duration of the vehicle on the driving route can be calculated in combination with road characteristics, user driving data, and the like, so that the predicted value of the obtained total driving duration is closer to the real value, and the accuracy of calculating the drivable distance of the vehicle is improved.

[0023] In a possible implementation, the cumulative power generation amount of the vehicle on the N unit road sections is obtained, including:

[0024] For each of the N unit road sections, the power generation amount of the vehicle on the unit road section is calculated.

[0025] By implementing the embodiment, the cumulative power generation amount of the vehicle on the N unit road sections is calculated, which is decomposed into the power generation amount of each of the N unit road sections. In this way, the calculation accuracy is improved, and the accuracy of calculating the drivable distance of the vehicle is improved.

[0026] In a possible implementation, the vehicle includes a solar panel, and the calculation of the power generation amount of the vehicle on the unit road section includes:

[0027] A road section node is determined in the unit road section, where the road section node corresponds to a first time point;

[0028] An actual light intensity of the road section node at the first time point is determined;

[0029] An area of the solar panel is obtained, and a photoelectric conversion rate of the solar panel at the road section node at the first time point is determined;

[0030] According to the actual light intensity, the photoelectric conversion rate, and the area of the solar panel, a power generation efficiency of the solar panel at the road section node is determined;

[0031] According to the power generation efficiency of the solar panel and a length of a unit time period corresponding to the unit road section, the power generation amount of the vehicle on the unit road section is calculated.

[0032] By implementing the embodiment, the power generation amount of the vehicle on the unit road section can be calculated according to the power generation efficiency of the solar panel and the length of the unit time period. The power generation efficiency of the solar panel on different unit road sections is considered to be different, so that the calculated power generation amount is closer to the actual value, thereby improving the accuracy of calculating the drivable distance of the vehicle.

[0033] In a possible implementation, the determining of the photoelectric conversion rate of the solar panel at the road section node at the first time point comprises:

[0034] determining the solar light incidence angle of the solar panel at the road section node at the first time point;

[0035] determining the photoelectric conversion rate of the solar panel at the road section node at the first time point according to the actual light intensity and the solar light incidence angle.

[0036] By implementing the embodiment, the photoelectric conversion rate of the solar panel can be determined according to the solar light incidence angle of the solar panel at the road section node at the first time point and the actual light intensity, the influence of time and location on the solar light energy received by the solar panel is considered, thereby improving the accuracy of calculating the drivable distance of the vehicle.

[0037] In a possible implementation, the determining of the actual light intensity of the road section node at the first time point comprises:

[0038] obtaining a basic light intensity at the road section node at the first time point, the basic light intensity being used to represent the light intensity received by the vehicle without obstruction;

[0039] obtaining an obstruction rate at the road section node at the first time point, the obstruction rate being used to represent the obstruction degree of the terrain or the building to the solar light at the road section node;

[0040] determining the actual light intensity of the road section node at the first time point according to the basic light intensity and the obstruction rate.

[0041] By implementing the embodiment, the actual light intensity can be calculated according to the basic light intensity and the obstruction, that is, the influence of the obstruction on the solar light energy received by the vehicle is considered, the accuracy of the obtained actual light intensity is improved, and thereby the accuracy of calculating the drivable distance of the vehicle is improved.

[0042] In a possible implementation, the obtaining of the basic light intensity at the road section node at the first time point comprises:

[0043] obtaining a first time length during which the optical module of the vehicle is in an activated state, and obtaining a first distance between the road section node and a starting position of a first unit road section in the M unit road sections, the optical module being used to measure the light intensity received by the vehicle.

[0044] If the first distance is less than or equal to a distance threshold value, and the first time length is greater than or equal to a time length threshold value, a maximum value of the illumination intensity received by the optical module in a first time period before a second time is obtained, and the maximum value is determined as the basic illumination intensity at the road segment node at the first time, the second time corresponding to a starting position of a first unit road segment in the M unit road segments;

[0045] If the first distance is greater than the distance threshold value, or the first time length is less than the time length threshold value, the basic illumination intensity at the road segment node at the first time is obtained through a network.

[0046] By implementing the embodiment, the basic illumination intensity can be obtained in two different ways of network obtaining and actual measurement, so that the basic illumination intensity obtained is more in line with the actual situation, thereby improving the accuracy of calculating the drivable distance of the vehicle.

[0047] In a second aspect, an embodiment of the present application provides a device for determining a drivable distance, comprising:

[0048] A first obtaining unit, configured to obtain M unit road segments included in a driving route of a vehicle, the M unit road segments being arranged in a driving order of the vehicle, the M being a positive integer;

[0049] A first determining unit, configured to determine N unit road segments from the M unit road segments, wherein the N unit road segments are continuous N unit road segments starting from a first unit road segment in the M unit road segments, and the N is a positive integer less than or equal to the M;

[0050] A second obtaining unit, configured to obtain a cumulative power generation amount and a cumulative energy consumption amount of the vehicle in the N unit road segments;

[0051] A third obtaining unit, configured to obtain an initial reserve energy of the vehicle;

[0052] A second determining unit, configured to determine a residual energy of the vehicle after passing through the N unit road segments according to the initial reserve energy, the cumulative power generation amount and the cumulative energy consumption amount;

[0053] A third determining unit, configured to determine a drivable distance of the vehicle according to a length of the N unit road segments in a case where the residual energy is less than or equal to an energy threshold value.

[0054] In a possible implementation manner, the first obtaining unit is specifically configured to:

[0055] Obtain a total driving time length of the vehicle on the driving route;

[0056] determine M unit time periods according to the total driving time length, wherein a sum of time lengths of the M unit time periods is equal to the total driving time length;

[0057] for each of the M unit time periods, acquire a road segment on which the vehicle drives in the unit time period, and take the road segment as a unit road segment corresponding to the unit time period;

[0058] determine M unit road segments corresponding to the M unit time periods respectively as M unit road segments included in the driving route of the vehicle.

[0059] In a possible implementation, the first acquiring unit is specifically configured to:

[0060] determine at least one sub-route segment included in the driving route of the vehicle, wherein a predicted driving speed of the vehicle in a same sub-route segment is the same;

[0061] for each of the at least one sub-route segment, determine a predicted driving speed of the vehicle in the sub-route segment, and determine a driving time length of the vehicle in the sub-route segment according to a road segment length of the sub-route segment and the predicted driving speed;

[0062] determine a total driving time length of the vehicle on the driving route according to the driving time length of the vehicle in each of the at least one sub-route segment.

[0063] In a possible implementation, the second acquiring unit is specifically configured to:

[0064] for each of the N unit road segments, calculate a power generation amount of the vehicle in the unit road segment.

[0065] In a possible implementation, the second acquiring unit is specifically configured to:

[0066] determine a road segment node in the unit road segment, wherein the road segment node corresponds to a first time point;

[0067] determine an actual illumination intensity of the road segment node at the first time point;

[0068] acquire an area of the solar cell panel, and determine a photoelectric conversion rate of the solar cell panel at the road segment node at the first time point;

[0069] determine a power generation efficiency of the solar cell panel at the road segment node according to the actual illumination intensity, the photoelectric conversion rate and the area of the solar cell panel;

[0070] According to the power generation efficiency of the solar panel and the length of the unit time period corresponding to the unit road section, the power generation amount of the vehicle on the unit road section is calculated.

[0071] In a possible implementation, the second acquisition unit is specifically configured to:

[0072] determine a sunlight incidence angle of the solar panel at the road section node at the first time point;

[0073] According to the actual light intensity and the sunlight incidence angle, the photoelectric conversion rate of the solar panel at the road section node at the first time point is determined.

[0074] In a possible implementation, the second acquisition unit is specifically configured to:

[0075] acquire a basic light intensity at the road section node at the first time point, the basic light intensity being used to represent a light intensity received by the vehicle without obstruction;

[0076] acquire an obstruction rate at the road section node at the first time point, the obstruction rate being used to represent a degree of obstruction of the sunlight at the road section node by a terrain or a building;

[0077] According to the basic light intensity and the obstruction rate, the actual light intensity of the road section node at the first time point is determined.

[0078] In a possible implementation, the second acquisition unit is specifically configured to:

[0079] acquire a first length of time during which the optical module of the vehicle is in an activated state, and acquire a first distance between the road section node and a starting position of a first unit road section in the M unit road sections, the optical module being used to measure a light intensity received by the vehicle;

[0080] If the first distance is less than or equal to a distance threshold value, and the first length of time is greater than or equal to a length of time threshold value, a maximum value of the light intensity received by the optical module in a first time period before a second time point is acquired, and the maximum value is determined as the basic light intensity at the road section node at the first time point, the second time point corresponding to the starting position of the first unit road section in the M unit road sections;

[0081] If the first distance is greater than the distance threshold value, or the first length of time is less than the length of time threshold value, the basic light intensity at the road section node at the first time point is acquired through a network.

[0082] In a third aspect, an embodiment of the present application provides a device for determining a drivable distance, the device comprising a processor configured to perform the method of the first aspect or any possible implementation of the first aspect. Alternatively, the processor is configured to execute a program stored in the memory, which when executed by the processor, performs the method of the first aspect or any possible implementation of the first aspect.

[0083] In a fourth aspect, an embodiment of the present application provides a readable storage medium, which stores a computer program (also referred to as code or instructions) that, when executed on a computer, causes the method of the first aspect to be implemented.

[0084] In a fifth aspect, an embodiment of the present application provides a computer program product, which comprises a computer program (also referred to as code or instructions) that, when executed on a computer, causes the computer to perform the method of the first aspect.

[0085] It can be understood that the device of the third aspect, the computer storage medium of the fourth aspect, or the computer program product of the fifth aspect are all used to execute the method for determining a drivable distance provided by the first aspect or any possible implementation of the first aspect. Therefore, the beneficial effects that can be achieved are referred to the beneficial effects in the corresponding method, which will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0086] The drawings used by the embodiments of the present application are described below.

[0087]

[0088] is a flowchart of a method for determining a drivable distance provided by an embodiment of the present application; Figure 2

[0089] is a schematic diagram for determining a sunlight incident angle provided by an embodiment of the present application; Figure 3

[0090] is a schematic diagram for determining whether there is an obstruction provided by an embodiment of the present application; Figure 4

[0091] is a schematic diagram for determining a drivable distance of a vehicle provided by an embodiment of the present application; Figure 5

[0092] is a flowchart of another method for determining a drivable distance provided by an embodiment of the present application; Figure 6A

[0093] is a schematic diagram of an application scenario provided by an embodiment of the present application; Figure 6B

[0094] is another application scenario provided by an embodiment of the present application.

[0094] Figure 7 is another application scenario provided by an embodiment of the present application.

[0095] Figure 8 is another application scenario provided by an embodiment of the present application.

[0096] Figure 9 is a schematic block diagram of a device for determining a drivable distance provided by the present application.

[0097] Figure 10 is a structural schematic diagram of another device for determining a drivable distance provided by the present application. DETAILED DESCRIPTION

[0098] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described below with reference to the drawings.

[0099] The terms "first" and "second" and the like in the specification of the present application, claims, and drawings are used only to distinguish different objects, and are not used to describe a particular order. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device, etc. that includes a series of steps or units is not limited to the listed steps or units, but can optionally include other steps or units not listed, or can optionally include other steps or units inherent to the process, method, product or device, etc.

[0100] In this document, "embodiment" means that the specific features, structures or characteristics described in connection with the embodiment can be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily mean the same embodiment, nor is it independent or alternative to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0101] In the present application, "at least one" means one or more, "multiple" means two or more, "at least two" means two or three and three or more, and "and / or" is used to describe the relationship between the associated objects, which means that there can be three relationships, for example, "A and / or B" can mean: only A, only B, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects. "At least one of the following" or similar expressions means any combination of these items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c".

[0102] The embodiments of the present application provide a method, in order to more clearly describe the scheme of the present application, some terms in the present scheme are explained as follows.

[0103] Solar car: refers to a vehicle that uses solar energy as the main power source, or as one of the main power sources. Its characteristics are that a large number of solar cell panels are used on the outside of the vehicle, which can absorb light energy and convert it into vehicle power. The vehicle can have other power sources, including fuel, gas, batteries, nuclear power, etc.

[0104] Distance: refers to the maximum possible distance that a vehicle can travel from its current location without stopping driving under the premise of maintaining a predetermined speed. When the distance is zero, it means that all the stored energy has been depleted, and the energy input rate cannot meet the normal driving demand.

[0105] Irradiance: refers to the amount of light energy input per unit area per unit time under perpendicular solar irradiation.

[0106] Geographical model system: is a data system that truly simulates the location, height and shape of the terrain and buildings. The simulation data of buildings mainly comes from three-dimensional maps (also known as 3D maps), and the description of terrain information mainly uses digital geographical models based on remote sensing technology, including but not limited to digital terrain model (Digital Terrain Model, DTM), digital elevation model (Digital Elevation Model, DEM), and digital surface model (Digital Surface Model, DSM). Among them, DTM uses various terrain parameters such as elevation, slope, slope direction, and slope change rate to describe the ground relief conditions; DEM realizes the digital simulation of the ground terrain through limited terrain elevation data; and DSM refers to a ground elevation model that includes the height of buildings, bridges and trees on the ground.

[0107] Solar altitude: the angle between the direction of the sun's rays and the horizon at a given location on Earth. It is also the angle between the sun's rays and the tangent to the Earth's surface at a given location. When the solar altitude is 90°, the solar radiation intensity is the largest. The greater the degree of the sun's oblique incidence on the ground (i.e., the smaller the solar altitude), the smaller the solar radiation intensity. The solar altitude is the most important factor in determining the amount of solar heat energy obtained on the Earth's surface.

[0108] Solar azimuth: the azimuth of the sun, which is the angle between the projection of the sun's rays on the ground and the local meridian. Therefore, the solar azimuth is generally measured in the clockwise direction from the north direction of the target object to the incident direction of the sun's rays.

[0109] Please refer to Figure 1 , Figure 1 A flowchart of a method for determining a drivable distance is provided for an embodiment of the present application. As Figure 1 shown, the method includes but is not limited to the following steps:

[0110] S110, obtaining M unit road segments included in the driving route of the vehicle, the M unit road segments being arranged in the order of driving of the vehicle, and M being a positive integer;

[0111] In the embodiment of the present application, to predict the drivable distance of the vehicle, the driving route of the vehicle is first obtained, i.e., a driving route of the vehicle from the current position to the destination is determined. Then, M unit road segments included in the driving route are obtained, and the M unit road segments are arranged in the order of driving of the vehicle. The vehicle drives along the driving route, i.e., sequentially passes through the M unit road segments.

[0112] The process of determining the M unit road segments included in the driving route can include:

[0113] First, the total driving duration of the vehicle on the driving route is obtained, and then M unit time periods are determined according to the total driving duration, and the sum of the durations of the M unit time periods is equal to the total driving duration. Further, for each unit time period in the M unit time periods, a road segment driven by the vehicle in the unit time period is obtained, and the road segment is taken as the unit road segment corresponding to the unit time period. Then, the M unit road segments corresponding to the M unit time periods, respectively, are determined as the M unit road segments included in the driving route of the vehicle. Specifically, in an embodiment, the total driving duration obtained is t, and the durations of the unit time periods obtained can be equal, each being Then, the M unit time periods can be determined as follows: According to the predicted driving speed of the vehicle, a unit road section corresponding to each unit time section can be determined, and M unit time sections are determined. For example, the length of the unit time section can be preset according to the accuracy requirement, such as which can be 1 min, 5 s, etc.

[0114] The following describes a method for obtaining the total driving time of the vehicle on the driving route, which specifically includes the following steps:

[0115] First, at least one sub-route section included in the driving route of the vehicle is determined, wherein the predicted driving speed of the vehicle on the same sub-route section is the same. Then, for each sub-route section in the at least one sub-route section, the predicted driving speed of the vehicle on the sub-route section is determined, and the driving time of the vehicle on the sub-route section is determined according to the road section length of the sub-route section and the predicted driving speed. Then, the total driving time of the vehicle on the driving route is determined according to the driving time of the vehicle on each sub-route section in the at least one sub-route section. Specifically, the sub-route sections included in the driving route can be determined according to the road characteristics of the driving route, such as road speed limit, road level, slope, number of turns, turn angle, etc., and the driving characteristics of the user, such as driving habits, historical speed records, etc. The driving speed of the user on the same sub-route section is the same, that is, the driving speed on the same sub-route section is maintained within a certain speed range, and the difference between the real-time speed is less than a preset threshold. For example, the road of sub-route section 1 is a city road, and the predicted driving speed is 30-40 km / h, while the road of sub-route section 2 is a highway, and the predicted driving speed is 90-100 km / h. The driving time of the sub-route section is obtained by dividing the road section length of the sub-route section by the predicted driving speed of the sub-route section. The total driving time of the vehicle on the driving route can be obtained by summing the driving time corresponding to each sub-route section.

[0116] S120, determining N unit road sections from the M unit road sections, wherein the N unit road sections are the first N unit road sections from the M unit road sections, and N is a positive integer less than or equal to M;

[0117] In the embodiments of the present application, the vehicle is expected to drive in sequence according to the driving route, that is, to pass through the N continuous unit road sections from the first unit road section in the M unit road sections in sequence, wherein N is a positive integer less than or equal to M, that is, the value of N can be 1, 2, …, M, etc.

[0118] S130, obtaining the cumulative power generation and the cumulative energy consumption of the vehicle on the N unit road sections, and obtaining the initial reserve energy of the vehicle;

[0119] It is predicted that the vehicle passes through the first N continuous unit road segments of the M unit road segments in sequence, and the cumulative power generation and the cumulative energy consumption of the vehicle in the N unit road segments are obtained, that is, the sum of the power generation of each unit road segment in the N unit road segments is obtained, and the sum of the energy consumption of each unit road segment in the N unit road segments is obtained. In addition, the initial reserve energy of the vehicle is also obtained, that is, the reserve energy corresponding to the starting position of the first unit road segment of the M unit road segments (that is, the current position of the vehicle) is obtained.

[0120] In the embodiment of the present application, the cumulative power generation of the vehicle in the N unit road segments is obtained, and specifically, the power generation of the vehicle in each unit road segment of the N unit road segments is calculated.

[0121] The process of calculating the power generation of the vehicle in the unit road segment can include:

[0122] First, a road segment node in the unit road segment is determined, wherein the road segment node corresponds to a first time; then the actual illumination intensity of the road segment node at the first time is determined; the area of the solar cell panel is obtained, and the photoelectric conversion rate of the solar cell panel at the road segment node at the first time is determined; according to the actual illumination intensity, the photoelectric conversion rate and the area of the solar cell panel, the power generation efficiency of the solar cell panel at the road segment node is determined; then according to the power generation efficiency of the solar cell panel and the length of the unit time period corresponding to the unit road segment, the power generation of the vehicle in the unit road segment is calculated.

[0123] Specifically, the road segment node can be any point in the unit road segment, for example, the road segment node can be the midpoint of the unit road segment. The time when the vehicle is expected to arrive at the road segment node is the first time. The power generation efficiency (i.e. power generation per unit time) of the solar cell panel of the vehicle at the road segment node at the first time is multiplied by the length of the unit time period corresponding to the unit road segment, and the power generation of the vehicle on the unit road segment can be obtained. In the embodiments of the present application, the power generation efficiency of the solar cell panel = photoelectric conversion rate of the solar cell panel × actual light intensity × area of the solar cell panel, wherein the area of the solar cell panel refers to the area of the power generation region on the solar cell panel. The vehicle is preloaded with the absorption efficiency test data (i.e. photoelectric conversion rate test data) of the solar cell panel used by the vehicle. Specifically, for a specific model of solar cell panel used by a solar vehicle, the photoelectric conversion rate of the solar cell panel under different incident angles and different light intensities has been tested in advance. Then, according to the preloaded data and the obtained incident angle and light intensity data, the photoelectric conversion rate of the solar cell panel can be determined. In addition, the solar cell panel of the vehicle can include one or more planar small solar cell panels, and different planar small solar cell panels are arranged at different positions relative to the vehicle, and the curved solar cell panel can be regarded as being composed of a plurality of approximately planar small solar cell panels. Calculating the power generation efficiency of the solar cell panel of the vehicle refers to calculating the sum of the power generation efficiency of each small solar cell panel in all small solar cell panels.

[0124] Therefore, the process of determining the photoelectric conversion rate of the solar cell panel at the road segment node at the first time includes: first determining the sunlight incident angle of the solar cell panel at the road segment node at the first time; and then determining the photoelectric conversion rate of the solar cell panel at the road segment node at the first time according to the actual light intensity and the sunlight incident angle.

[0125] In the embodiments of the present application, determining the sunlight incident angle of the solar cell panel at the road segment node at the first time can include the following process:

[0126] The direction vector of the vehicle at the road segment node is determined, and the position information of the solar cell panel is obtained. The normal vector of the solar cell panel at the road segment node is determined according to the direction vector and the position information. The geographic position information of the road segment node is obtained, and the incident vector of the sunlight at the road segment node at the first time is determined according to the geographic position information. Then, the sunlight incident angle of the solar cell panel at the road segment node at the first time is determined according to the normal vector of the solar cell panel and the incident vector of the sunlight, as shown in Figure 2 Figure 2 is a schematic diagram for determining the sunlight incident angle of the solar cell panel according to the normal vector of the solar cell panel and the incident vector of the sunlight.​

[0127] Specifically, the travel direction vector of the vehicle at the road segment node can be calculated according to the road characteristics of the road segment, such as the slope, the turning angle and the like. The travel direction vector can be represented as a coordinate vector in a preset space rectangular coordinate system. The preset space rectangular coordinate system can be a ground coordinate system, i.e., the positive north, the positive east and the positive up are the positive directions of the x, y and z axes of the coordinate system, respectively. The position information of the solar panel includes the position orientation information of the solar panel relative to the vehicle body. Therefore, according to the travel direction vector and the position information, the normal vector of the solar panel at the road segment node can be determined. The normal vector is a coordinate vector in the above-mentioned preset space rectangular coordinate system.

[0128] The geographical position information of the road segment node can be obtained by using a global navigation satellite system (GNSS). The GNSS is a general term for satellite navigation and positioning systems such as the Beidou system (BDS), GPS, GLONASS and Galileo. The geographical position information of the road segment node includes the longitude and latitude information of the road segment node. According to the date and the first time, the sun elevation angle and the sun azimuth angle of each road segment node can be calculated by an astronomical algorithm. Specifically, the sun elevation angle and the sun azimuth angle can be calculated according to the following formulas (1) and (2), respectively:

[0129] sinH = sinφ × sinδ + cosφ × cosδ × cost (1)

[0130] cosA = (sinH × sinφ - sinδ) ÷ (cosH × cosφ) (2)

[0131] wherein H is the sun elevation angle, A is the sun azimuth angle, φ is the geographical latitude, δ is the solar declination, and t is the hour angle. The solar declination and the hour angle can be determined according to the date and the first time.

[0132] After the sun elevation angle and the sun azimuth angle are determined, the incident vector of the sunlight in the above-mentioned preset space rectangular coordinate system can be calculated according to the two quantities. After the normal vector of the solar panel and the incident vector of the sunlight at the road segment node at the first time are obtained, the sunlight incident angle of the solar panel at the road segment node at the first time can be determined.

[0133] In the embodiments of the present application, the process of determining the actual illumination intensity of the road segment node at the first time point can comprise: obtaining a basic illumination intensity at the road segment node at the first time point, the basic illumination intensity being used to represent the illumination intensity received by the vehicle without obstruction; obtaining an obstruction rate at the road segment node at the first time point, the obstruction rate being used to represent the obstruction degree of the terrain or the building to the sunlight at the road segment node; and determining the actual illumination intensity of the road segment node at the first time point according to the basic illumination intensity and the obstruction rate.

[0134] Specifically, the process of obtaining the basic illumination intensity at the road segment node at the first time point comprises:

[0135] The first distance between the road segment node and the starting position of the first unit road segment in the M unit road segments is obtained, and the optical module of the vehicle is used to measure the illumination intensity received by the vehicle.

[0136] If the first distance is less than or equal to the distance threshold value, and the first time length is greater than or equal to the time length threshold value, the maximum value of the illumination intensity received by the optical module in the first time period before the second time point is obtained, and the maximum value is determined as the basic illumination intensity at the road segment node at the first time point, the second time point corresponding to the starting position of the first unit road segment in the M unit road segments; if the first distance is greater than the distance threshold value, or the first time length is less than the time length threshold value, the basic illumination intensity at the road segment node at the first time point is obtained through the network.

[0137] The optical module of the vehicle comprises a light sensor, which can measure the illumination intensity of the input sunlight. The optical module always directs its light sensor to the sun in a scene where sunlight can be received, so as to ensure that the sunlight is vertically incident to the surface of the light sensor, and the influence of the position of the sun on the received illumination intensity is excluded. Optionally, in some embodiments, the optical module of the vehicle further comprises a spectrometer which can measure the light intensity or radiation of each wave band.

[0138] The basic light intensity refers to the light intensity received by the vehicle without obstruction, and thus the basic light intensity can be obtained in the following two ways: (1) through the optical module of the vehicle. Specifically, if the preset conditions are met, i.e., the following conditions are met: a) the optical module is in the starting state for a long time, which exceeds a time threshold; b) the road segment node is close to the current position (the starting position of the first unit road segment in the M unit road segments), which is less than or equal to a distance threshold. Then the maximum value of the light intensity received by the optical module in the past period of time is obtained, and the maximum value is determined as the basic light intensity. The past period of time refers to the first time period before the second time corresponding to the current position, and the first time period can be a preset time period, for example, 5-10 minutes. (2) through the network. Specifically, if the preset conditions are not met, such as the optical module is in the starting state for a short time (less than the time threshold), or the road segment node is far away from the current position (more than the distance threshold). Then the light intensity data of the region where the road segment node is located is obtained through the network, and the light intensity data is used to temporarily replace the above-mentioned basic light intensity. The time threshold and the distance threshold can be set by testing or according to experience, for example, the time threshold can be 5 minutes, and the distance threshold can be 20 kilometers, and the present application does not limit this.

[0139] Therefore, the vehicle can obtain the basic light intensity at a road segment node on the driving route through the optical module of the vehicle or the network before departure or during driving. The basic light intensity is the light intensity without obstruction, however, due to the influence of the terrain or the building, the sunlight irradiated on the vehicle can be blocked, and thus the light intensity of the sunlight actually received by the vehicle at the road segment node can be less than the basic light intensity, i.e., the actual light intensity is less than or equal to the basic light intensity. Specifically, the blocking rate at the road segment node at the first time needs to be obtained, and then the actual light intensity is determined according to the blocking rate and the basic light intensity.

[0140] The process of obtaining the occlusion rate at the road segment node at the first time point can include: first obtaining the data of the terrain or the building near the road segment node by using a geographic model system. The simulation data of the building can be obtained by using a 3D map, and the simulation data of the terrain can be obtained by using a digital geographic model based on remote sensing technology, such as a DTM, a DEM, and a DSM. According to the obtained simulation data of the terrain or the building, the occlusion rate at the road segment node at the first time point is calculated, that is, the degree of occlusion of the terrain or the building to the sunlight at the road segment node at the first time point is calculated. The occlusion rate can be represented by a number in the range of 0 to 1. Specifically, it is first determined whether there is occlusion. The cases where there is occlusion include: the vehicle enters a tunnel, the vehicle travels on a road segment on a south-facing slope, a high-rise building blocks the sunlight at the road segment node, and the like. If there is no occlusion, the occlusion rate is 0; if there is occlusion, the occlusion rate is not 0. In an embodiment, the method of determining whether there is occlusion can include: obtaining the distance d from the road segment node to the bottom of the occlusion, the height difference h between the occlusion and the ground, and the angle B of the light incident vector to the ground; calculating the angle C by using the formula: According to the size relationship between the angle B and the angle C, it is determined whether there is occlusion, that is, when B < C, it is determined that there is occlusion, and the occlusion rate is greater than 0; when B ≥ C, it is determined that there is no occlusion, and the occlusion rate is equal to 0. As shown in Figure 3 Figure 3 is a schematic diagram for determining whether there is occlusion. When there is occlusion, the occlusion rate is calculated according to the length of the unit road segment that is occluded and the length of the unit road segment.

[0141] After obtaining the basic light intensity and the occlusion rate, the actual light intensity can be calculated. Specifically, when the occlusion rate is 1, that is, the unit road segment is completely occluded, the actual light intensity = 0, or the actual light intensity = the basic light intensity × a preset coefficient, which can be 0.1 or the like. When the occlusion rate is a number greater than 0 and less than 1, that is, the road segment is partially occluded, the actual light intensity = the basic light intensity × (1-occlusion rate). When the occlusion rate is 0, that is, the unit road segment has no occlusion, the actual light intensity = the basic light intensity.

[0142] ​In the embodiment of the present application, the process of obtaining the cumulative energy consumption of the vehicle on the N unit road sections is that, for each of the N unit road sections, the energy consumed by the vehicle on the unit road section is calculated, and then the energy consumed by each unit road section is summed to obtain the cumulative energy consumption. Specifically, the mass of the vehicle and the expected driving speed on the unit road section are obtained first, and the preloading data or the measurement data of the vehicle record the corresponding relationship among the mass of the vehicle, the speed of the vehicle and the energy consumption rate of the vehicle, so that the energy consumption rate of the vehicle on the unit road section can be determined. Then, according to the length of the unit time period corresponding to the unit road section obtained and the formula: consumed energy = energy consumption rate × length of unit time period, the energy consumed by the vehicle on the unit road section can be obtained. In this way, the cumulative energy consumption of the vehicle on the N unit road sections can be obtained.

[0143] S140, determining the residual energy of the vehicle after passing through the N unit road sections according to the initial reserve energy, the cumulative power generation and the cumulative energy consumption;

[0144] In the embodiment of the present application, after obtaining the initial reserve energy of the vehicle, the cumulative power generation and the cumulative energy consumption on the N unit road sections, the residual energy of the vehicle after passing through the N unit road sections can be calculated. Specifically, the initial reserve energy, the cumulative power generation and the cumulative energy consumption all refer to the numerical value of the corresponding energy, such as the numerical value of the oil quantity, the numerical value of the electric quantity and the like. To calculate the residual energy, the corresponding energy needs to be converted into the power energy that can be provided for the vehicle. Therefore, according to the efficiency of the conversion of the corresponding energy into the power of the vehicle obtained through the pre-test, it can be determined that the residual energy = initial reserve energy × efficiency of the conversion of the energy into the power of the vehicle + cumulative power generation × efficiency of the conversion of the energy into the power of the vehicle - cumulative energy consumption × efficiency of the conversion of the energy into the power of the vehicle. Alternatively, the initial reserve energy, the cumulative power generation and the cumulative energy consumption can also refer to the power energy that can be provided for the vehicle by the corresponding energy, and then the formula for calculating the residual energy can be: residual energy = initial reserve energy + cumulative power generation - cumulative energy consumption. Through the above process, the residual energy of the vehicle after passing through the N unit road sections can be determined.

[0145] S150, determining the drivable distance of the vehicle according to the lengths of the N unit road sections in the case where the residual energy is less than or equal to an energy threshold.

[0146] In the embodiments of the present application, when the remaining energy of the vehicle after passing through N unit road segments is less than or equal to the energy threshold, it can be considered that the energy of the vehicle has been depleted and the vehicle cannot continue to travel. Therefore, the drivable distance of the vehicle can be determined according to the lengths of the N unit road segments. That is, the drivable distance = the length of the first unit road segment + … + the length of the Nth unit road segment. The energy threshold can be 0 or a preset lower energy value, which is not limited in the present application. As shown in Figure 4 Figure 4 a schematic diagram for determining the drivable distance of the vehicle. Optionally, after determining the drivable distance of the vehicle, the time consumed by the vehicle to reach the drivable distance can be calculated according to the predicted travel speed of the vehicle.

[0147] In one embodiment, if it is determined that the travel route of the vehicle includes M unit road segments, and the remaining energy of the vehicle after passing through N unit road segments is less than or equal to the energy threshold, the drivable distance of the vehicle can be determined according to the lengths of the N unit road segments, the drivable distance is output, and a prompt message is output to prompt the user that the vehicle cannot reach the destination successfully and needs to be refueled or the trip needs to be adjusted. If the remaining energy of the vehicle after passing through M unit road segments is still greater than the energy threshold, a prompt message can be output to prompt the user that the energy of the vehicle is sufficient to reach the destination successfully.

[0148] The specific process of determining the drivable distance according to the method of the present application will be introduced below in combination with a specific scenario.

[0149] Please refer to Figure 5 . Figure 5 is a flowchart of another method for determining the drivable distance according to the embodiments of the present application. As shown in Figure 5 , the method can include the following steps:

[0150] S201, obtaining a predicted vehicle travel route.

[0151] Specifically, the navigation map can determine a predicted travel route according to the current position and the destination position of the user's vehicle. The predicted vehicle travel route is obtained. The travel route can be the shortest route, the shortest travel time, etc., which is not limited in the present application.

[0152] S202, calculating the total travel time of the vehicle on the travel route.

[0153] Obtain relevant data such as road speed limit, road level, slope, number of turns, turn angle, user driving habit, historical speed record, etc., determine at least one sub-road segment included in the travel route and the corresponding predicted travel speed of the sub-road segment. The total travel time of the vehicle on the travel route is calculated by the length of each sub-road segment and the corresponding predicted travel speed data.​

[0154] S203, determine M unit road segments included in the driving route.

[0155] After obtaining the total driving time length of the vehicle on the driving route, determine M unit time periods according to the total driving time length, the sum of the time lengths of the M unit time periods is equal to the total driving time length, and the M unit road segments are arranged in the order of driving of the vehicle. In an embodiment, the time lengths of the M unit time periods are equal. According to the obtained expected driving speed, the unit road segment corresponding to each unit time period in the M unit time periods can be determined. In this way, the M unit road segments included in the driving route can be determined. Determine the road segment node from each unit road segment, which can be the midpoint of the corresponding unit road segment in an embodiment. Determine the expected time when the vehicle reaches each road segment node. According to the accuracy requirement of calculation, the value of M or the time length of the unit time period can be set in advance, which is not limited in the present application. The greater M is, the smaller the time length of the unit time period is, the greater the number of unit road segments obtained is, and the higher the calculation accuracy is.

[0156] S204, obtain the incident vector of sunlight at the road segment node at the expected time.

[0157] According to the expected time corresponding to each road segment node and the geographic position information of the road segment node obtained through GNSS, the solar elevation angle and the solar azimuth angle of the road segment node are calculated using astronomical algorithm, and then the incident vector of sunlight at each road segment node in the ground coordinate system (north, east, and up are the positive directions of the coordinate system x, y, and z axes, respectively) is calculated.

[0158] S205, obtain the actual illumination intensity at the road segment node at the expected time.

[0159] First, obtain the basic illumination intensity at each road segment node. Then, use the simulation data of the terrain and buildings in the geographic model system to calculate the shading rate at each road segment node. According to the basic illumination intensity and the shading rate, determine the actual illumination intensity at the road segment node at the expected time.

[0160] S206, determine the normal vector of the solar cell panel included in the vehicle.

[0161] Obtain the turning angle and slope data of the driving route, determine the direction vector of the vehicle in the ground coordinate system at each road segment node, that is, the direction vector of the vehicle head. And obtain the position data of the solar cell panel on the surface of the vehicle, and then calculate the normal vector of the solar cell panel in the ground coordinate system.

[0162] S207, determine the photoelectric conversion rate of the solar cell panel included in the vehicle.

[0163] According to the incident vector of the sunlight and the normal vector of the solar panel, the sunlight incident angle of the solar panel at the road segment node is determined. According to the actual light intensity at the road segment node calculated in S205 and the sunlight incident angle, the photoelectric conversion rate of the solar panel at the road segment node at the predicted time is obtained by using the preloaded photoelectric conversion rate test data.

[0164] S208, the power generation of the vehicle at each unit road segment is calculated.

[0165] The area of the solar panel is obtained, and the power generation efficiency of the solar panel at each road segment node is determined according to the photoelectric conversion rate obtained in the above steps, the actual light intensity, and the area of the solar panel. The power generation of the vehicle on the unit road segment is obtained by multiplying the length of the unit time period and the power generation efficiency at the road segment node. The power generation efficiency of the vehicle on each unit road segment is calculated by using this method.

[0166] S209, the energy consumption of the vehicle on each unit road segment is calculated.

[0167] According to the preloaded data or test data, the mass and the predicted driving speed of the vehicle are obtained, and the energy consumption rate of the vehicle is determined. The energy consumption of the vehicle on the unit road segment is obtained by multiplying the energy consumption rate and the length of the unit time period.

[0168] S210, the residual energy of the vehicle after passing through N unit road segments in M unit road segments is calculated.

[0169] The initial reserve energy corresponding to the starting position of the first unit road segment in the M unit road segments is obtained, and the cumulative power generation and the cumulative energy consumption of the vehicle on the N unit road segments in the M unit road segments are determined according to the power generation and the energy consumption of the vehicle on each unit road segment obtained in the above steps. The N unit road segments are consecutive N unit road segments starting from the first unit road segment in the M unit road segments. The residual energy of the vehicle after passing through the N unit road segments in the M unit road segments is calculated according to the initial reserve energy, the cumulative power generation, and the cumulative energy consumption.

[0170] S211, the drivable distance is determined.

[0171] The residual energy of the vehicle after passing through the N unit road segments in the M unit road segments is obtained, where N can be 1, 2, …, M. When the residual energy is less than or equal to the energy threshold, the drivable distance is determined according to the length of the N unit road segments. In an embodiment, the driving time corresponding to the drivable distance can also be calculated.

[0172] S212, the drivable distance is output.

[0173] After the value of the drivable distance is determined, the drivable distance is output, and optionally, when the drivable distance is less than the length of the expected driving route, a prompt message can also be output to prompt the user that the destination cannot be reached successfully.

[0174] The method for determining the drivable distance provided in the embodiments of the present application can be used to calculate the drivable distance of the vehicle before the vehicle starts or during the driving process, and provide the vehicle's range information. Moreover, the method provided in the present application can improve the accuracy of the vehicle's drivable distance calculation and the accuracy of the vehicle's range information.

[0175] The method for determining the drivable distance provided in the present application is implemented by a solar-powered vehicle, which includes at least one solar panel, one light sensor, and one GNSS module. The vehicle-mounted software provided in the present application needs to use the following tools to obtain data: 3D map and digital geographic model. The hardware information and meter information of the solar-powered vehicle obtained by the vehicle-mounted software include at least the following data: the number of solar panels, the position orientation, the photoelectric conversion rate preloaded data, the non-driving power consumption of the vehicle, the weight of the vehicle, and the remaining battery power. To calculate the range, the latest data need to be obtained to update, optimize, and correct in real time, and these data include at least one of the following data: the planned driving route, the average light intensity within 1 minute, the state of the battery panel, the weather change at a far location, the non-driving power consumption, the vehicle speed, the weight of the vehicle, and the light wavelength distribution.

[0176] The application process of the method for determining the drivable distance provided in the embodiments of the present application will be introduced below in combination with a specific application scenario. Specifically, the solar-powered vehicle implements the method for determining the drivable distance provided in the present application through the vehicle-mounted software.

[0177] (1) Application scenario one: journey judgment

[0178] In this application scenario, the user plans to drive the solar-powered electric vehicle to the destination. Since the destination is far away, the user cannot determine whether the destination can be reached successfully without charging on the way. The user calls the vehicle-mounted software provided in the present application.

[0179] Therefore, the vehicle-mounted software obtains the user's expected driving route and the vehicle hardware data of the solar-powered vehicle, including the number of solar panels, the position orientation, the photoelectric conversion rate preloaded data, and the like. The basic light intensity of each city through which the driving route passes is also obtained through the network; the actual light intensity is obtained by correcting the basic light intensity through the digital geographic model and the like. The geographic position information is obtained by the GNSS, and the position of the sun is calculated in combination with the current date and time and the like.

[0180] With reference to the specific description in the above method embodiments, the drivable distance of the vehicle can be calculated before the user departs. The drivable distance is output, and a prompt message is output to inform the user that if the user departs at the current time, the user can successfully reach the destination without charging along the way. As shown in Figure 6A Figure 6A FIG. 1 is a schematic diagram of an application scenario in which the present application is implemented, and the present application can be used to determine a trip in the application scenario.

[0181] However, due to the user's personal schedule, the user departs close to sunset.

[0182] At this time, the vehicle-mounted software can output a prompt message to inform the user that the energy is insufficient to directly reach the destination if the user departs at the current time, but the user can reach a rest point close to the destination. As shown in Figure 6B Figure 6B FIG. 2 is another schematic diagram of an application scenario in which the present application is implemented, and the present application can be used to determine a trip in the application scenario.

[0183] Based on the prompt information, the user can reserve a room and a charging spot at the rest point in advance.

[0184] Therefore, in this application scenario, the method for determining a drivable distance according to the present application can be used to determine a trip to help the user determine whether the user can directly reach the destination without charging along the way, and thus determine whether the user needs to stop and supplement energy along the way. The present application can provide trip prompt information to help the user plan a reasonable trip.

[0185] (II) Application scenario two: route adjustment

[0186] In this application scenario, the user plans to immediately depart in a solar-powered vehicle at the current time to go to a destination in a mountainous area. A map software automatically recommends a route with the shortest travel time, and the route is also the shortest in terms of distance. The user calls the vehicle-mounted software according to the present application to determine whether the user can successfully reach the destination by driving according to the route.

[0187] ​​The vehicle-mounted software obtains corresponding data, and calculates the drivable distance of the vehicle according to the specific description in the above method embodiment. The obtained drivable distance is less than the length of the driving route, and the vehicle cannot reach the destination smoothly. Further, the vehicle-mounted software finds out the reason for the small drivable distance through path analysis. The driving route mainly passes through the shady slope of the mountain and passes through more tunnels, so less sunlight is received, less solar energy is absorbed, and thus less power is generated. However, the vehicle-mounted software system finds out another driving route that is slightly longer in time and distance, but mainly drives on the sunny slope of the mountain through path traversal. The driving according to this driving route can smoothly reach the destination. Therefore, a prompt message is outputted to inform the user that the current driving route cannot smoothly reach the destination, and another route that can reach the destination is recommended for the user to choose. As shown in Figure 7 Figure 7 Another embodiment of the application is shown in the application scenario. The application can be implemented to adjust the driving route.

[0188] Finally, the user selects another driving route recommended by the software according to the route, and drives according to the route to smoothly reach the destination.

[0189] Therefore, in this application scenario, the method for determining the drivable distance according to the application can provide a path recommendation algorithm considering the illumination factor, avoid the disadvantages of traditional map route recommendation only considering distance and time, improve the efficiency of driving route recommendation, help users plan more reasonable trips, reduce the number of vehicle stops in the middle of the journey, and make the journey more coherent and smooth.

[0190] (Three) Application scenario three: departure time recommendation

[0191] In this application scenario, the user plans to drive a solar car through the mountain area to the destination tomorrow, but has not determined when to start. The user calls the vehicle-mounted software according to the application to arrange the departure time.

[0192] The vehicle-mounted software obtains corresponding data, and calculates the drivable distance of the vehicle according to the specific description in the above method embodiment. Since the user does not set the departure time, the vehicle-mounted software automatically performs time traversal and analysis. Through the analysis, it is found that the illumination condition of the road section located in the non-mountain area tomorrow is good, and there is little difference between different times. However, on the road section located in the non-mountain area, only from 14:00 to 16:00 tomorrow, the sunlight is good, and can shine on the road through the gap of the valley. That is, the drivable distance is larger when driving through the valley in this time period. According to the information that the user enters the valley at 14:00, the departure time of the user is calculated. Therefore, the vehicle-mounted software outputs a prompt message to inform the user of the recommended departure time, and prompts the user to drive according to the departure time to reach the destination more smoothly. As shown in Figure 8 Figure 8 ​​For another embodiment of the application scene, the application can be implemented to recommend a departure time.

[0193] The user arranges the next day's schedule according to the departure time recommended by the vehicle-mounted software to successfully arrive at the destination.

[0194] Therefore, in this application scenario, the method for determining the drivable distance according to the application can determine the departure time according to the illumination of the sun on the road to maximize the extension of the drivable distance.

[0195] The above, combined with Figures 1 to 8 The method provided by the embodiments of the application is described in detail. Hereinafter, combined with Figure 9 and Figure 10 The device provided by the embodiments of the application is described in detail.

[0196] Figure 9 is a schematic block diagram of a device for determining a drivable distance provided by the embodiments of the application. As Figure 9 shown, the device 300 can include a first acquisition unit 301, a first determination unit 302, a second acquisition unit 303, a third acquisition unit 304, a second determination unit 305, and a third determination unit 306. The first acquisition unit 301, the first determination unit 302, the second acquisition unit 303, the third acquisition unit 304, the second determination unit 305, and the third determination unit 306 can be software, hardware, or a combination of software and hardware. Each unit is described as follows:

[0197] The first acquisition unit 301 is configured to acquire M unit road segments included in a driving route of a vehicle, the M unit road segments being arranged in a driving order of the vehicle, and M being a positive integer;

[0198] The first determination unit 302 is configured to determine N unit road segments from the M unit road segments, wherein the N unit road segments are consecutive N unit road segments starting from a first unit road segment in the M unit road segments, and N is a positive integer less than or equal to M;

[0199] The second acquisition unit 303 is configured to acquire a cumulative power generation amount and a cumulative energy consumption amount of the vehicle on the N unit road segments;

[0200] The third acquisition unit 304 is configured to acquire an initial reserve energy of the vehicle;

[0201] The second determination unit 305 is configured to determine a residual energy of the vehicle after passing through the N unit road segments according to the initial reserve energy, the cumulative power generation amount, and the cumulative energy consumption amount;

[0202] The third determining unit 306 is configured to, when the residual energy is less than or equal to the energy threshold, determine the drivable distance of the vehicle according to lengths of the N unit road segments.

[0203] In a possible implementation, the first obtaining unit 301 is specifically configured to:

[0204] obtain a total driving duration of the vehicle on the driving route;

[0205] determine M unit time periods according to the total driving duration, wherein a sum of lengths of the M unit time periods is equal to the total driving duration;

[0206] for each of the M unit time periods, obtain a road segment on which the vehicle drives in the unit time period, and take the road segment as a unit road segment corresponding to the unit time period;

[0207] determine M unit road segments corresponding to the M unit time periods respectively as M unit road segments included in the driving route of the vehicle.

[0208] In a possible implementation, the first obtaining unit 301 is specifically configured to:

[0209] determine at least one sub-road segment included in the driving route of the vehicle, wherein a predicted driving speed of the vehicle on a same sub-road segment is the same;

[0210] for each of the at least one sub-road segment, determine a predicted driving speed of the vehicle on the sub-road segment, and determine a driving duration of the vehicle on the sub-road segment according to a road segment length of the sub-road segment and the predicted driving speed;

[0211] determine a total driving duration of the vehicle on the driving route according to the driving duration of the vehicle on each of the at least one sub-road segment.

[0212] In a possible implementation, the second obtaining unit 303 is specifically configured to:

[0213] for each of the N unit road segments, calculate a power generation amount of the vehicle on the unit road segment.

[0214] In a possible implementation, the second obtaining unit 303 is specifically configured to:

[0215] determine a road segment node in the unit road segment, wherein the road segment node corresponds to a first time point;

[0216] determine an actual illumination intensity of the road segment node at the first time point;

[0217] acquire an area of the solar panel, and determine a photoelectric conversion rate of the solar panel at the road segment node at the first time point;

[0218] determine, according to the actual illumination intensity, the photoelectric conversion rate and the area of the solar panel, a power generation efficiency of the solar panel at the road segment node;

[0219] calculate, according to the power generation efficiency of the solar panel and a length of a unit time period corresponding to the unit road segment, a power generation amount of the vehicle on the unit road segment.

[0220] In a possible implementation, the second acquisition unit 303 is specifically configured to:

[0221] determine a sunlight incidence angle of the solar panel at the road segment node at the first time point;

[0222] determine, according to the actual illumination intensity and the sunlight incidence angle, a photoelectric conversion rate of the solar panel at the road segment node at the first time point.

[0223] In a possible implementation, the second acquisition unit 303 is specifically configured to:

[0224] acquire a basic illumination intensity at the road segment node at the first time point, the basic illumination intensity being used to represent an illumination intensity received by the vehicle without obstruction;

[0225] acquire an obstruction rate at the road segment node at the first time point, the obstruction rate being used to represent a degree of obstruction of sunlight at the road segment node by a terrain or a building;

[0226] determine, according to the basic illumination intensity and the obstruction rate, an actual illumination intensity of the road segment node at the first time point.

[0227] In a possible implementation, the second acquisition unit 303 is specifically configured to:

[0228] acquire a first length of time during which an optical module of the vehicle is in an activated state, and acquire a first distance between the road segment node and a starting position of a first unit road segment in the M unit road segments, the optical module being used to measure an illumination intensity received by the vehicle;

[0229] if the first distance is less than or equal to a distance threshold value and the first length of time is greater than or equal to a length of time threshold value, acquire a maximum value of the illumination intensity received by the optical module in a first time period before a second time point, and determine the maximum value as a basic illumination intensity at the road segment node at the first time point, the second time point corresponding to the starting position of the first unit road segment in the M unit road segments;

[0230] If the first distance is greater than the distance threshold, or the first duration is less than the duration threshold, then the basic illumination intensity at the road segment node at the first moment is obtained through the network.

[0231] It is understood that the functions of each functional module of the device 300 in this embodiment can be specifically implemented according to the methods in the above method embodiments. The specific implementation process can be referred to the relevant descriptions in the above method embodiments, which will not be repeated here.

[0232] Please refer to Figure 10 The diagram below shows another device for determining the drivable distance provided in this application. Figure 10 As shown, the device 1000 may include: at least one processor 1001, such as a CPU, at least one communication interface 1003, a memory 1004, and at least one communication bus 1002. The communication bus 1002 is used to implement communication between these components. The communication interface 1003 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1004 may be high-speed RAM or non-volatile memory, such as at least one disk storage device. Optionally, the memory 1004 may also be at least one storage device located remotely from the aforementioned processor 1001. Figure 10 As shown, the memory 1004, which serves as a computer storage medium, may include an operating system, a network communication module, and program instructions.

[0233] exist Figure 10 In the device 1000 for determining the drivable distance shown, the processor 1001 can be used to load program instructions stored in the memory 1004 and specifically perform the following operations:

[0234] The vehicle's travel route consists of M road segments, which are arranged in the order in which the vehicle travels, and M is a positive integer.

[0235] N unit road segments are determined from the M unit road segments, wherein the N unit road segments are N consecutive unit road segments starting from the first unit road segment in the M unit road segments, and N is a positive integer less than or equal to M;

[0236] Obtain the cumulative power generation and cumulative energy consumption of the vehicle in the N unit road segments, and obtain the initial reserve energy of the vehicle;

[0237] The remaining energy of the vehicle after passing through the N unit road segments is determined based on the initial stored energy, the cumulative power generation, and the cumulative energy consumption.

[0238] In a case where the remaining energy is less than or equal to an energy threshold, a drivable distance of the vehicle is determined according to lengths of the N unit road segments.

[0239] It should be noted that the specific implementation process can refer to the specific description of the above method embodiments, which will not be repeated here.

[0240] The application further provides a computer storage medium, wherein the computer storage medium can store a program, and the program includes part or all steps of the method for processing a file page when executed.

[0241] The application further provides a computer program product, which includes computer code or a computer program, and when the computer code or the computer program is run on a computer, the operations and / or processes in the method provided by the application are executed.

[0242] In the above embodiments, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0243] In several embodiments provided in the application, it should be understood that the disclosed apparatus can be implemented by other means. For example, the apparatus embodiments described above are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, apparatus or unit, and can be electrical or other forms.

[0244] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0245] In addition, each functional unit in the embodiments of the application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0246] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application or the entire or part of the technical solutions that essentially contribute to the prior art can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0247] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for some technical features; and these modifications or replacements do not make the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method of determining a travel route, characterized by, The method comprises: obtaining M unit road segments included in a first driving route of a vehicle, the M unit road segments being arranged in a driving order of the vehicle, the M being a positive integer, the first driving route being a driving route recommended by map software with the shortest time and the shortest distance, and the first driving route passing through a sunny slope of a mountain and a tunnel; determining N unit road segments from the M unit road segments, wherein the N unit road segments are consecutive N unit road segments starting from a first unit road segment of the M unit road segments, and the N is a positive integer less than or equal to the M; obtaining a cumulative power generation amount and a cumulative energy consumption amount of the vehicle in the N unit road segments, and obtaining an initial reserve energy of the vehicle, the cumulative power generation amount of the N unit road segments being a sum of power generation amounts of each unit road segment in the N unit road segments, the power generation amount of each unit road segment being determined according to a power generation efficiency of a solar cell panel and a time length of a unit time period corresponding to the unit road segment, the power generation efficiency being determined based on a photoelectric conversion rate of the solar cell panel at a road segment node at a first time, an actual light intensity of the road segment node at the first time, and an area of the solar cell panel, the road segment node being a road segment node in the unit road segment, and the first time being a time at which the vehicle is expected to arrive at the road segment node, and the photoelectric conversion rate being determined based on a solar light incidence angle and the actual light intensity of the solar cell panel at the road segment node at the first time; determining a residual energy of the vehicle after passing through the N unit road segments according to the initial reserve energy, the cumulative power generation amount, and the cumulative energy consumption amount; in a case where the residual energy is less than or equal to an energy threshold, determining a drivable distance of the vehicle according to a length of the N unit road segments; in a case where the drivable distance is less than a length of the first driving route, determining that the vehicle cannot reach a destination; determining a second driving route through path traversal, the second driving route having a longer distance than the first driving route and a longer time than the first driving route, and the second driving route driving on a sunny slope of a mountain; if a residual energy of the vehicle after passing through the M unit road segments calculated based on the second driving route is greater than the energy threshold, determining that the vehicle can reach the destination through the second driving route, outputting a prompt message to inform a user that the vehicle cannot reach the destination through the first driving route, and recommending the second driving route for the user to select.

2. The method of claim 1, wherein, The method comprises: obtaining M unit road segments included in a first driving route of a vehicle, the M unit road segments being arranged in a driving order of the vehicle, the M being a positive integer, the first driving route being a driving route recommended by map software with the shortest time and the shortest distance, and the first driving route passing through a sunny slope of a mountain and a tunnel; obtaining a total driving time of the vehicle on the first driving route; determining M unit time periods according to the total driving time, wherein a sum of time lengths of the M unit time periods is equal to the total driving time; for each unit time period in the M unit time periods, obtaining a road segment driven by the vehicle in the unit time period, and taking the road segment as a unit road segment corresponding to the unit time period; The M unit road segments corresponding to the M unit time periods respectively are determined as M unit road segments included in the first driving route of the vehicle.

3. The method of claim 2, wherein the total driving duration of the vehicle on the first driving route is determined by: determining at least one sub-route segment included in the first driving route, wherein the vehicle has a same predicted driving speed on the same sub-route segment; determining, for each of the at least one sub-route segment, a predicted driving speed of the vehicle on the sub-route segment, and a driving duration of the vehicle on the sub-route segment according to a road segment length of the sub-route segment and the predicted driving speed; and determining the total driving duration of the vehicle on the first driving route according to the driving duration of the vehicle on each of the at least one sub-route segment. The method further comprises: obtaining a basic illumination intensity at the road segment node at the first time, the basic illumination intensity being used to represent an illumination intensity received by the vehicle without obstruction; obtaining an obstruction rate at the road segment node at the first time, the obstruction rate being used to represent an obstruction degree of a terrain or a building to sunlight at the road segment node; and determining an actual illumination intensity of the road segment node at the first time according to the basic illumination intensity and the obstruction rate. The obtaining of the basic illumination intensity at the road segment node at the first time comprises: obtaining a first duration during which an optical module of the vehicle is in an activated state, and a first distance between the road segment node and a starting position of a first unit road segment in the M unit road segments, the optical module being used to measure an illumination intensity received by the vehicle; if the first distance is less than or equal to a distance threshold and the first duration is greater than or equal to a duration threshold, obtaining a maximum value of the illumination intensity received by the optical module in a first time period before a second time, the second time corresponding to the starting position of the first unit road segment in the M unit road segments, and determining the maximum value as the basic illumination intensity at the road segment node at the first time; and if the first distance is greater than the distance threshold or the first duration is less than the duration threshold, obtaining the basic illumination intensity at the road segment node at the first time through a network. The method further comprises:

4. The method according to any one of claims 1 to 3, characterized in that, The first obtaining unit is configured to obtain M unit road segments included in a first driving route of a vehicle, the M unit road segments being arranged in a sequence of driving of the vehicle, the M being a positive integer, the first driving route being a driving route recommended by map software and having a shortest driving time and a shortest distance, and the first driving route passing through a sunny slope of a mountain and a tunnel. The first determining unit is configured to determine N unit road segments from the M unit road segments, wherein the N unit road segments are continuous N unit road segments starting from a first unit road segment in the M unit road segments, and the N is a positive integer less than or equal to the M. ​ ​ 5. The method of claim 4, wherein, ​ ​ ​ ​ 6. An apparatus for determining a travel route, characterized by ​ ​ ​ The second acquisition unit is configured to acquire cumulative power generation and cumulative energy consumption of the vehicle on the N unit road segments, wherein the cumulative power generation of the N unit road segments is the sum of power generation of each unit road segment in the N unit road segments, the power generation of each unit road segment is determined according to power generation efficiency of a solar panel and a length of a unit time period corresponding to the unit road segment, the power generation efficiency is determined based on photoelectric conversion rate of the solar panel at a road segment node at a first time, actual light intensity of the road segment node at the first time, and area of the solar panel, the road segment node is a road segment node in the unit road segment, the first time is a time at which the vehicle is expected to arrive at the road segment node, and the photoelectric conversion rate is determined based on solar light incidence angle and actual light intensity of the solar panel at the road segment node at the first time; The third acquisition unit is configured to acquire initial reserve energy of the vehicle; The second determination unit is configured to determine residual energy of the vehicle after passing through the N unit road segments according to the initial reserve energy, the cumulative power generation, and the cumulative energy consumption; The third determination unit is configured to determine drivable distance of the vehicle according to lengths of the N unit road segments in a case where the residual energy is less than or equal to an energy threshold value, determine that the vehicle cannot reach the destination in a case where the drivable distance is less than a length of the first driving route, determine a second driving route through path traversal, the second driving route has a longer route than the first driving route, the second driving route has a longer time than the first driving route, and the second driving route travels on a sunny slope of a mountain, and determine that the destination can be reached by traveling through the second driving route in a case where residual energy of the vehicle after passing through M unit road segments is greater than the energy threshold value based on the second driving route, output a prompt message to inform a user that the destination cannot be reached by traveling through the first driving route, and recommend the second driving route for the user to select.

7. An apparatus for determining a drivable distance, characterized in that The processor, when invoking a computer program or instructions in the memory, executes the method in any one of claims 1 to 5. The computer readable storage medium includes a computer program or instructions, which, when running on a computer, causes the computer to execute the method in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, ​

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