A method and device for planning a vehicle driving route

Abstract

This invention discloses a method and apparatus for planning vehicle travel routes. The planning method acquires multiple travel routes from the vehicle's current location to a target location. Since these routes are navigation routes output from an online map, each route can be divided into multiple segments based on the speed difference between adjacent segments and a set threshold. Then, based on the vehicle's segment energy consumption in each segment, the route energy consumption for each route is obtained. The route with the lowest energy consumption among the multiple routes is determined as the first target route to the target location. This method combines the real-time nature of online map-output navigation routes with the rationality of calculating the route energy consumption by breaking down each route, thus combining the advantages of both to make the determination of the first target route more reasonable and scientific, thereby improving the accuracy of vehicle travel route planning.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle route planning, and more particularly to a method and apparatus for planning vehicle routes. Background Technology

[0002] Despite the development of new energy vehicles, the issue of range anxiety among users, stemming from insufficient driving range, inadequate charging infrastructure, and long charging times, remains unresolved. While companies, governments, and institutions have invested heavily in research and development and infrastructure, improvements require time. Software-based route planning, enabling energy-efficient driving, is currently an effective way to alleviate range anxiety, offering advantages such as low cost and quick results. While existing methods for planning charging routes for pure electric vehicles exist, their energy consumption assessments are often based solely on historical vehicle energy consumption or do not consider actual vehicle energy consumption, leading to discrepancies with energy consumption under real-world road conditions and uncertainty in route selection.

[0003] Therefore, improving the accuracy of vehicle route planning is a pressing technical problem that needs to be solved. Summary of the Invention

[0004] The present invention provides a method and apparatus for planning vehicle driving routes, which improves the accuracy of vehicle driving route planning.

[0005] The embodiments of the present invention provide the following solutions:

[0006] In a first aspect, embodiments of the present invention provide a method for planning vehicle travel routes, the method comprising:

[0007] Obtain multiple driving routes from the current location to the target location, where multiple driving routes are navigation routes output by online maps;

[0008] Each driving route is divided into multiple driving segments, where the speed difference between adjacent driving segments is greater than a set threshold.

[0009] Based on the energy consumption of the vehicle on each road segment, the energy consumption of the vehicle on each route is obtained.

[0010] The route with the lowest energy consumption among multiple routes is determined as the first target route for the vehicle to reach the target location.

[0011] In one optional embodiment, the energy consumption of the vehicle on each travel route is obtained based on the energy consumption of the vehicle on each travel segment, including:

[0012] The corresponding road segment driving energy consumption is determined in the preset driving energy consumption table based on the driving information of each driving segment. The driving information includes at least the vehicle's driving speed and driving acceleration.

[0013] The energy consumption of all segments of each route is summed to obtain the route energy consumption for each route.

[0014] In an optional embodiment, before determining the corresponding road segment driving energy consumption in a preset driving energy consumption table based on the driving information of each driving segment, the method further includes:

[0015] Obtain the vehicle's speed range and acceleration range;

[0016] The vehicle speed range and acceleration range are respectively taken up to a set threshold by a corresponding preset step size to obtain the first dataset of vehicle speed and the second dataset of vehicle acceleration.

[0017] Based on the first dataset and the second dataset, multiple sets of energy consumption simulation parameters are obtained, wherein each set of energy consumption simulation parameters includes one data point from each dataset.

[0018] Vehicle energy consumption is simulated based on multiple sets of energy consumption simulation parameters to obtain the vehicle energy consumption for each set of energy consumption simulation parameters.

[0019] Based on the correspondence between each set of energy consumption simulation parameters and the energy consumption of each vehicle, a driving energy consumption table is obtained.

[0020] In an optional embodiment, the driving information further includes a first ambient temperature inside the vehicle and a second ambient temperature outside the vehicle; after summing the driving energy consumption of all segments of each driving route to obtain the route driving energy consumption, the method further includes:

[0021] Based on the first ambient temperature, the second ambient temperature, and the preset air conditioning energy consumption table, the air conditioning energy consumption of the vehicle on each driving segment is obtained.

[0022] Based on the second ambient temperature and the preset accessory energy consumption table, the accessory energy consumption of the vehicle accessories in each driving segment is obtained, wherein the vehicle accessories include at least the vehicle's cooling fan and cooling water pump.

[0023] Update the route energy consumption for each route based on air conditioning and accessory energy consumption.

[0024] In one optional embodiment, after obtaining the vehicle's route energy consumption for each travel route based on the vehicle's segmental energy consumption for each travel segment, the method further includes:

[0025] Obtain the current remaining electrical energy of the vehicle's power battery;

[0026] Based on the current remaining power and energy consumption during line travel, determine whether the vehicle needs to be charged when it reaches the target location;

[0027] If so, then based on the charging route of each driving route, determine the second target route for the vehicle to reach the target location.

[0028] In one optional embodiment, determining a second target route for the vehicle to reach the target location based on the charging travel path of each travel route includes:

[0029] According to the formula Obtain the minimum number of charges for each driving route. Where E0 is the energy consumption of each driving route, E1 is the current remaining power energy, E2 is the total power energy of the power battery, a% is the preset charging upper limit of the power battery, and b% is the preset charging lower limit of the power battery.

[0030] The charging route for each driving route is determined based on the multiple pre-set charging piles within the preset mileage and the corresponding minimum number of charging times.

[0031] The path with the lowest energy consumption among multiple charging driving paths is determined as the second target route.

[0032] In one optional embodiment, the charging route for each driving route is determined based on multiple preset charging stations within a preset mileage and the corresponding minimum number of charging cycles, including:

[0033] Based on the locations of multiple preset charging stations along each driving route, determine the energy consumption for the vehicle to travel from its current location to each preset charging station along each driving route.

[0034] The charging station whose charging energy consumption is less than the current remaining power is identified as the current energy replenishment charging station;

[0035] The charging station that the vehicle reaches after being charged at the current charging station will be designated as the next charging station. The charging stations for each driving route will continue to be designated until the vehicle is charged and can drive to the target location.

[0036] In each driving route, the driving route that passes through multiple charging stations is defined as the vehicle's charging route.

[0037] The charging route for the corresponding driving route is determined by the charging route that has the minimum number of charging piles among all charging routes.

[0038] Secondly, embodiments of the present invention also provide a vehicle route planning device, the device comprising:

[0039] The first acquisition module is used to acquire multiple driving routes for the vehicle to travel from its current location to the target location. These multiple driving routes are navigation routes output by online maps.

[0040] The segmentation module is used to divide each driving route into multiple driving segments, wherein the speed difference between adjacent driving segments is greater than a set threshold.

[0041] The module is used to obtain the energy consumption of the vehicle on each driving route based on the energy consumption of the vehicle on each driving segment.

[0042] The first determining module is used to determine the driving route with the lowest energy consumption among multiple driving routes as the first target route for the vehicle to travel to the target location.

[0043] Thirdly, embodiments of the present invention also provide an electronic device, including a processor and a memory, the memory being coupled to the processor, the memory storing instructions that, when executed by the processor, cause the electronic device to perform the steps of any of the methods in the first aspect.

[0044] Fourthly, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods in the first aspect.

[0045] The vehicle route planning method and apparatus of the present invention have the following advantages compared with the prior art:

[0046] The planning method of this invention obtains multiple driving routes from the vehicle's current location to the target location. Since these routes are navigation routes output from an online map, each route can be divided into multiple segments based on the speed difference between adjacent segments and a set threshold. Then, based on the vehicle's segmental energy consumption in each segment, the route's energy consumption is obtained. The route with the lowest energy consumption among these multiple routes is determined as the first target route to the target location. This method combines the real-time nature of online map-output navigation routes with the rationality of calculating route energy consumption by breaking down each route, thus combining the advantages of both to make the determination of the first target route more reasonable and scientific, thereby improving the accuracy of vehicle route planning. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of this specification or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 A flowchart illustrating a vehicle route planning method provided in an embodiment of the present invention;

[0049] Figure 2 A diagram illustrating the implementation steps of the driving route planning method provided in this embodiment of the invention;

[0050] Figure 3 This is a schematic diagram of a vehicle route planning device provided in an embodiment of the present invention. Detailed Implementation

[0051] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention are within the protection scope of the embodiments of the present invention.

[0052] Existing vehicle route planning methods primarily focus on charging route planning, determining charging stations based on the shortest distance and lowest energy consumption. However, these methods do not consider the actual energy consumption of the vehicle under real-world road conditions during energy consumption assessment, and their technical characteristics have certain limitations. When determining charging stations based on shortest distance, since an electric vehicle's real-time battery level is considered insufficient when it falls below 20% of its total battery capacity, GPS (Global Positioning System) is used to obtain the vehicle's geographical location and the location of the charging station, navigating to the nearest charging station. This method only estimates whether the battery level meets the route requirements based on the percentage of battery charge, without relating it to the actual energy consumption under real-world operating conditions. When determining charging stations based on lowest energy consumption, a city electronic map is constructed based on real-time traffic data, along with a weight function for each road segment. The lowest energy consumption route is determined based on the ratio of battery charge to the weight function. This method is detached from real-world vehicle energy consumption; the energy consumption trends for the same route may differ between different vehicles, leading to uncertainty in energy consumption judgments that are divorced from real-world vehicle energy consumption.

[0053] Therefore, a new route planning method is needed to make it applicable to pure electric vehicle route planning. In the current stage of development where energy replenishment infrastructure is not yet sound, reasonable route planning through energy estimation can provide users with energy-saving routes, alleviate users' range anxiety during vehicle driving, and enhance product competitiveness. The following embodiments of the present invention will specifically illustrate how to implement this route planning method.

[0054] Please see Figure 1 , Figure 1The flowchart of a vehicle route planning method provided in this embodiment of the invention can be applied to a vehicle controller to implement vehicle route planning. The vehicle type can be a pure electric vehicle or a range-extended electric vehicle. The method specifically includes:

[0055] S11. Obtain multiple driving routes from the current location to the target location, where multiple driving routes are navigation routes output by the online map.

[0056] Specifically, the online map can be a navigation tool integrated into the vehicle system or an APP (Application) on a mobile terminal connected to the vehicle system. It can output multiple driving routes in real time based on the traffic information from the current location to the target location. The traffic information can include the congestion status, road type and other information for each driving route. After obtaining the multiple driving routes of the vehicle, proceed to step S12.

[0057] S12. Divide each driving route into multiple driving segments, where the speed difference between adjacent driving segments is greater than a set threshold.

[0058] Specifically, the threshold can be set based on actual needs, such as any value between 5-15 km / h. Speed ​​fluctuations along the route may indicate congestion or the need to stop at traffic lights (or traffic lights). To more accurately determine the energy consumption of the route, when the speed difference exceeds the set threshold, the corresponding route position is segmented to obtain multiple travel segments. It should be noted that when dividing each route into multiple travel segments, the speed curve for each route can be obtained. The speed curve shows the change in speed with the route position. The speed change is read based on a preset step size. If the speed difference between two adjacent speeds exceeds the set threshold, the route position is interrupted. After determining all adjacent speeds, multiple travel segments of the route are obtained. After dividing each route into multiple travel segments, the process proceeds to step S13.

[0059] S13. Based on the energy consumption of the vehicle on each road segment, obtain the energy consumption of the vehicle on each route.

[0060] Specifically, segment driving energy consumption represents the energy consumption required by a vehicle when driving on a particular segment. It can be determined based on the vehicle speed on that segment. For example, a calibration experiment can be conducted on the vehicle speed and driving energy consumption to obtain a speed-energy consumption comparison table. Based on the driving speed of each segment, the corresponding driving energy consumption can be determined from the speed-energy consumption comparison table and used as the segment driving energy consumption for that segment. By summing up the segment driving energy consumption of all segments on each route, the route driving energy consumption for that route can be obtained.

[0061] Taking multiple routes, including routes A, B, and C, as an example, routes A, B, and C can be represented as follows:

[0062] L A =L A1 +L A2 +L A3 +…+L An ;

[0063] L B =L B1 +L B2 +L B3 +…+L Bn ;

[0064] L C =L C1 +L C2 +L C3 +…+L Cn ;

[0065] By calculating the segment energy consumption (EC) for each driving segment, the route energy consumption for each driving route is calculated. The segment energy consumption (EC) represents the energy consumption per unit distance, such as the energy consumption per kilometer at a given vehicle speed. Specifically, it can be represented as:

[0066]

[0067] In practical applications, due to the various road conditions affecting vehicles during operation, it is difficult to maintain a constant speed. Therefore, determining the route energy consumption solely based on vehicle speed suffers from insufficient accuracy. Accordingly, in one specific implementation, the route energy consumption for each driving route is obtained based on the vehicle's energy consumption per road segment, including:

[0068] The first step is to determine the corresponding road segment's driving energy consumption in a pre-defined driving energy consumption table based on the driving information for each road segment. The driving information includes at least the vehicle's speed and acceleration. The driving energy consumption table is a mapping table between driving information and driving energy consumption. Since the driving information represents the vehicle's speed and acceleration for a road segment, the corresponding driving energy consumption can be found in the driving energy consumption table using the vehicle's speed and acceleration, and this driving energy consumption is then determined as the road segment's driving energy consumption. It should be noted that the driving energy consumption table can be obtained by processing data collected during vehicle operation or through calibration experiments; no specific limitations are imposed here.

[0069] In practical applications, energy consumption data collected during vehicle operation is influenced by various factors, and generating a driving energy consumption table based on this data also suffers from insufficient accuracy. Therefore, in one specific implementation, before determining the corresponding road segment driving energy consumption in a pre-set driving energy consumption table based on the driving information for each road segment, the planning method further includes:

[0070] Obtain the vehicle's speed and acceleration ranges. These ranges can be set according to the vehicle type and driving route. For example, for passenger cars, the speed range can be set to 0-130 km / h, and the acceleration range to 0-2.1 m / s². 2 Through big data analysis of vehicle usage, the above range can meet the needs of most users' travel scenarios.

[0071] The vehicle speed range and acceleration range are each set with a preset step size up to a predetermined threshold to obtain a first dataset of vehicle speed and a second dataset of vehicle acceleration. The preset step size and predetermined threshold can be set according to actual needs. For example, the predetermined threshold can be the upper limit of each range, i.e., the maximum vehicle speed in the first dataset is 130 km / h, and the maximum acceleration in the second dataset is 2.1 m / s². 2 The preset step size for the vehicle speed range and the acceleration range can be the same, or different values ​​can be set according to actual needs. For example, the preset step size for the vehicle speed range can be set to 5 km / h, and the preset step size for the acceleration range can be set to 0.3 m / s. 2 .

[0072] Based on the first and second datasets, multiple sets of energy consumption simulation parameters are obtained. Each set of energy consumption simulation parameters includes one data point from each dataset. Each vehicle speed in the first dataset can be sequentially combined with each vehicle acceleration in the second dataset to obtain multiple sets of energy consumption simulation parameters. For example, if the first dataset contains M vehicle speeds and the second dataset contains N vehicle accelerations, then the combined parameters will be M×N sets of energy consumption simulation parameters.

[0073] Vehicle energy consumption simulations are performed using multiple sets of energy consumption simulation parameters to obtain the vehicle energy consumption for each set of simulation parameters. Based on the correspondence between each set of simulation parameters and the energy consumption of each vehicle, a driving energy consumption table is obtained. Vehicle energy consumption simulation can be implemented using energy consumption simulation software tools, such as Matlab. These software tools can fix the correspondence between vehicle speed, acceleration, and energy consumption at specific boundaries, thus completing the establishment of the driving energy consumption table. After obtaining the driving energy consumption table, the road segment driving energy consumption for each driving segment is determined using the above method before proceeding to the next step.

[0074] The second step is to sum the energy consumption of all segments along each route to obtain the total energy consumption for that route. This can be achieved by constructing a corresponding energy consumption set for each route, where each data point corresponds to the energy consumption of each segment along that route. Summing the data in the energy consumption set yields the total energy consumption for that route.

[0075] Because vehicles are affected by ambient temperature during operation, they may have cooling and interior temperature control requirements. Determining vehicle energy consumption solely based on speed and acceleration may lead to insufficient accuracy in determining route energy consumption. In one specific implementation, the driving information also includes a first ambient temperature inside the vehicle and a second ambient temperature outside the vehicle. After summing the energy consumption of all segments of each route to obtain the route energy consumption for each route, the method further includes:

[0076] The third step involves obtaining the vehicle's air conditioning energy consumption for each driving segment based on the first ambient temperature, the second ambient temperature, and a preset air conditioning energy consumption table. The air conditioning energy consumption table represents the correspondence between the first ambient temperature, the second ambient temperature, and air conditioning energy consumption. Similarly, the air conditioning energy consumption table can be established using user big data, vehicle test data, or data obtained through simulation. When determining air conditioning energy consumption by looking up the table, it can first be determined whether the vehicle's air conditioning is on. If the air conditioning is on, the air conditioning energy consumption is determined based on the first and second ambient temperatures from the air conditioning energy consumption table.

[0077] The fourth step involves obtaining the energy consumption of vehicle accessories for each driving segment based on the second ambient temperature and a pre-set accessory energy consumption table. Vehicle accessories include at least the vehicle's cooling fan and water pump. Because the power battery has internal resistance, it generates heat during discharge. To prevent thermal runaway, a cooling fan and water pump are needed for thermal management of the power battery. An accessory energy consumption table can be generated based on road test data of the vehicle at high, low, and normal temperatures. This table represents the correspondence between the second ambient temperature and accessory energy consumption. By looking up the table at the second ambient temperature for each driving segment, the corresponding accessory energy consumption can be determined.

[0078] Step 5: Update the route driving energy consumption for each driving route based on the air conditioning energy consumption and accessory energy consumption. Since both air conditioning energy consumption and accessory energy consumption are energy consumption generated when the vehicle is driving on the road segment, they can be accumulated into the route driving energy consumption for each driving route to update the route driving energy consumption for each driving route. After obtaining the route driving energy consumption for each driving route, proceed to step S14.

[0079] S14. Determine the route with the lowest energy consumption among multiple routes as the first target route for the vehicle to travel to the target location.

[0080] Specifically, in order to reduce the energy consumption of a vehicle traveling from its current location to its target location, the energy consumption of multiple routes can be sorted in descending order to select the route with the lowest energy consumption and determine it as the first target route for the vehicle to travel to the target location. The first target route is the route for which the vehicle does not need to be recharged when traveling to the target location.

[0081] In practical applications, due to limitations in battery capacity, a vehicle may need to be charged when traveling from its current location to its destination. Therefore, it is necessary to determine whether the vehicle needs charging. For example, after obtaining the vehicle's energy consumption for each route based on the energy consumption of the vehicle on each road segment, the method further includes:

[0082] Obtain the current remaining energy of the vehicle's power battery. The current remaining energy can be derived from the current remaining charge level, which is obtained via the vehicle's CAN (Controller Area Network) bus at preset intervals. The current remaining charge level represents the amount of charge remaining in the power battery at the current point in time and can be expressed as a percentage. Considering user habits and psychological expectations, the formula E1 = E2 × (C) can be used. soc -10%), calculate the current remaining electrical energy E1, E2 is the total electrical energy of the power battery, C soc This represents the current remaining charge of the power battery.

[0083] Based on the current remaining battery power and the energy consumption during route travel, determine whether the vehicle needs to be charged upon reaching the destination. If the current remaining battery power is less than the energy consumption during route travel, the vehicle needs to be charged; conversely, if the current remaining battery power is not less than the energy consumption during route travel, the vehicle can reach the destination without charging.

[0084] When the vehicle does not need to be recharged when it reaches the target location, the first target route is determined based on the route with the lowest energy consumption among multiple routes.

[0085] When the vehicle needs to be charged at the target location, a second target route is determined based on the charging route of each driving route. The charging route is the path the vehicle takes to reach the target location while charging at the charging station, and the second target route is the route the vehicle takes to reach the target location via the charging route with the lowest energy consumption.

[0086] For example, based on the charging travel path of each travel route, a second target route for the vehicle to travel to the target location is determined, including:

[0087] The first step is to follow the formula. Obtain the minimum number of charges for each driving route. Where E0 is the energy consumption for each route, E1 is the current remaining energy, E2 is the total energy of the power battery, a% is the preset upper limit of charging for the power battery, and b% is the preset lower limit of charging for the power battery. Since the charging current gradually decreases as the battery capacity increases when it approaches saturation, continuing to charge the power battery to full capacity after it has reached a relatively high level will consume a lot of charging time. Therefore, a preset upper limit of charging can be set according to actual needs, for example, setting a% to 90%. Furthermore, limited by user habits and psychological expectations, a preset lower limit of charging can be set according to actual needs, for example, setting b% to 10%. The minimum number of charging cycles for each route can be obtained by calculating α using the above formula and rounding it up.

[0088] The second step involves determining the charging route for each driving route based on the multiple pre-set charging stations within a preset mileage and the corresponding minimum number of charging attempts. Since some routes may lack charging stations, requiring detours to locations with charging stations, a preset mileage of 5km can be set to allow vehicles to recharge using these stations. The charging route can be determined through iterative optimization, ensuring that the number of charging stations along each route is equal to the minimum number of charging attempts.

[0089] For example, based on multiple preset charging stations within a preset mileage and the corresponding minimum number of charging cycles for each driving route, the charging driving path for each driving route is determined, including:

[0090] Based on the locations of multiple preset charging stations along each driving route, the energy consumption for the vehicle to travel from its current location to each preset charging station on each driving route is determined. Alternatively, the energy consumption can be determined by dividing the route between adjacent charging stations into multiple driving segments based on the vehicle's driving information, then using a lookup table to determine the energy consumption for each driving segment, and finally summing the accumulated energy consumption to obtain the total energy consumption for charging. This implementation method is the same as described above and will not be repeated here.

[0091] Charging stations where the energy consumption for driving while charging is less than the vehicle's current remaining battery power are designated as the current charging station. If the energy consumption for driving while charging is less than the current remaining battery power, it means the vehicle can travel to the corresponding charging station using its current remaining battery power; therefore, this type of charging station is selected as the current charging station. Similarly, the charging station reached by the vehicle after charging at the current charging station is designated as the next charging station, and this process continues for each driving route until the vehicle can travel to its destination after charging. Charging stations are those that the vehicle can reach using its current remaining battery power or the battery power after charging.

[0092] Within each driving route, the route passing through multiple charging stations is defined as the vehicle's charging route. It should be noted that when determining the charging route, all charging stations can be numbered, but a charging route cannot have charging stations with the same number; that is, each charging station on each charging route will only provide charging once. The charging route with the minimum number of charging stations is then defined as the charging path for the corresponding driving route. A charging route with the minimum number of charging stations indicates that it has met the vehicle's charging requirements to reach the target location. Multiple chargings would consume excessive charging time, so redundant charging routes should be eliminated. The charging route with the minimum number of charging stations is then defined as the charging path for the corresponding driving route. After determining the charging path for each driving route, proceed to the next step.

[0093] The third step is to determine the path with the lowest energy consumption among multiple charging routes as the second target route. The energy consumption of each charging route is determined by dividing it into multiple segments using the same method described above, then summing the energy consumption from a table to obtain the total energy consumption for each route. The charging route with the lowest energy consumption is then determined as the second target route. This method allows for the identification of the most energy-efficient route among multiple routes, and the energy consumption determination process can be performed using table lookups, making it applicable to route optimization within the vehicle's overall controller.

[0094] To ensure real-time updates of energy-saving routes, the route can be replanned at preset intervals. A new energy-saving route will be generated after a preset interval. If the new route is the same as the previous one, no notification will be given; if the new route is different, the user will be prompted to drive along the new route. The preset interval can be set according to actual needs, for example, 5 minutes.

[0095] It is understandable that the above method can select the route with the lowest energy consumption from multiple routes. In practical applications, the travel time of each route can also be used as a reference for route selection. For example, the travel time and route energy consumption can be weighted and calculated, and the target route of the vehicle can be output after comprehensive evaluation.

[0096] To further clarify the technical solutions of the embodiments of the present invention, the overall implementation process will be described below. Please refer to [link / reference]. Figure 2 , Figure 2 The implementation steps of the route planning method are shown in the diagram, including steps 1 to 8, and the specific implementation is as follows:

[0097] Step 1: Online map route recognition. Using the current location and target location as input, acquire different route data from the online map and divide each route into multiple driving segments.

[0098] Step 2, Rapid Energy Demand Assessment. Assess vehicle energy consumption for each route, including driving energy consumption, heating / cooling energy consumption, and accessory energy consumption. Integrating vehicle energy consumption into an energy consumption meter shortens computation time compared to embedding a simulation model; furthermore, energy demand prediction based on online map data provides a more accurate reflection of the current route's energy requirements compared to predictions based on historical vehicle energy consumption data.

[0099] Step 3: Remaining battery power can be identified. This can be calculated based on the total battery capacity, the current remaining battery capacity, and the user's expected minimum battery capacity.

[0100] Step 4, assess the feasibility of continuous battery power. Compare the energy demand of the planned route calculated in Step 2 with the remaining energy obtained in Step 3 to determine whether the remaining available energy of the power battery can meet the route's energy demand. If the battery power is insufficient, consider user habits and battery charging characteristics to complete charging with a shorter charging time and as few charging cycles as possible.

[0101] Step 5, Charging Station Selection. Based on the vehicle's current remaining battery power and the energy stored after a single charge, select a charging station that can be reached by driving and plan the charging route.

[0102] Step 6: Energy consumption comparison analysis for each route. Compare the energy consumption of each route.

[0103] Step 7: Based on the route energy comparison results from Step 6, recommend the most energy-efficient target route to the user.

[0104] Step 8, Real-time Route Planning. The route is replanned based on a preset time to ensure real-time route planning.

[0105] Based on the same inventive concept as the planning method, embodiments of the present invention also provide a vehicle travel route planning device. Please refer to [link to relevant documentation]. Figure 3 , Figure 3 This is a schematic diagram of the planned device, which specifically includes:

[0106] The first acquisition module 301 is used to acquire multiple driving routes for the vehicle from its current location to its target location, wherein the multiple driving routes are navigation routes output by an online map;

[0107] The segmentation module 302 is used to divide each driving route into multiple driving segments, wherein the speed difference between adjacent driving segments is greater than a set threshold.

[0108] The module 303 is used to obtain the energy consumption of the vehicle on each driving route based on the energy consumption of the vehicle on each driving segment.

[0109] The first determining module 304 is used to determine the driving route with the lowest energy consumption among multiple driving routes as the first target route for the vehicle to travel to the target location.

[0110] In one alternative embodiment, the obtaining module includes:

[0111] The first determining submodule is used to determine the corresponding road segment driving energy consumption in a preset driving energy consumption table based on the driving information of each driving segment. The driving information includes at least the vehicle's driving speed and driving acceleration.

[0112] The first submodule is used to sum up the energy consumption of all segments of each route to obtain the route energy consumption for each route.

[0113] In an optional embodiment, the obtaining module further includes:

[0114] The acquisition submodule is used to acquire the vehicle's speed range and acceleration range;

[0115] The second acquisition submodule is used to take values ​​of the vehicle speed range and the acceleration range with corresponding preset step sizes up to a set threshold, so as to obtain the first dataset of driving speed and the second dataset of driving acceleration.

[0116] The third acquisition submodule is used to obtain multiple sets of energy consumption simulation parameters based on the first dataset and the second dataset, wherein each set of energy consumption simulation parameters includes one data point from each dataset;

[0117] The fourth submodule is used to perform vehicle energy consumption simulation based on multiple sets of energy consumption simulation parameters to obtain the vehicle energy consumption for each set of energy consumption simulation parameters.

[0118] The fifth submodule is used to obtain the driving energy consumption table based on the correspondence between each set of energy consumption simulation parameters and the energy consumption of each vehicle.

[0119] In one optional embodiment, the driving information further includes a first ambient temperature inside the vehicle and a second ambient temperature outside the vehicle; the obtaining module further includes:

[0120] The sixth submodule is used to obtain the air conditioning energy consumption of the vehicle's air conditioning on each driving segment based on the first ambient temperature, the second ambient temperature, and the preset air conditioning energy consumption table.

[0121] The seventh submodule is used to obtain the energy consumption of vehicle accessories on each driving segment based on the second ambient temperature and the preset accessory energy consumption table, wherein the vehicle accessories include at least the vehicle's cooling fan and cooling water pump.

[0122] The update submodule is used to update the route driving energy consumption for each driving route based on the air conditioning energy consumption and accessory energy consumption.

[0123] In an optional embodiment, the device further includes:

[0124] The second acquisition module is used to acquire the current remaining electrical energy of the vehicle's power battery;

[0125] The second determining module is used to determine whether the vehicle needs to be charged when it reaches the target location, based on the current remaining power and the energy consumption of the line.

[0126] The third determining module is used to determine the second target route for the vehicle to travel to the target location based on the charging travel path of each driving route when the vehicle needs to be charged.

[0127] In one optional embodiment, the third determining module includes:

[0128] The eighth submodule is used to obtain the formula. Obtain the minimum number of charges for each driving route. Where E0 is the energy consumption of each driving route, E1 is the current remaining power energy, E2 is the total power energy of the power battery, a% is the preset charging upper limit of the power battery, and b% is the preset charging lower limit of the power battery.

[0129] The second determining submodule is used to determine the charging driving path for each driving route based on the multiple preset charging piles within the preset mileage and the corresponding minimum number of charging times for each driving route.

[0130] The third determining submodule is used to determine the path with the lowest energy consumption among multiple charging driving paths as the second target route.

[0131] In one optional embodiment, the second determining submodule includes:

[0132] The first determining unit is used to determine the charging energy consumption of the vehicle from its current location to each preset charging pile on each driving route based on the charging pile locations of multiple preset charging piles on each driving route.

[0133] The second determining unit is used to determine the charging pile whose charging driving energy consumption is less than the current remaining power as the current energy replenishment charging pile;

[0134] The third determining unit is used to determine the charging station that the vehicle reaches after being charged by the current charging station as the next charging station, and continues to determine the charging stations for each driving route until the vehicle can drive to the target location after being charged.

[0135] The fourth determining unit is used to determine the driving route of the vehicle passing through multiple charging piles as the vehicle's charging route in each driving route.

[0136] The fifth determining unit is used to determine the charging driving path of the corresponding driving route for the charging charging line that has the minimum number of charging piles among all charging lines.

[0137] Based on the same inventive concept as the planning method, embodiments of the present invention also provide an electronic device, including a processor and a memory, the memory being coupled to the processor, the memory storing instructions that, when executed by the processor, cause the electronic device to perform the steps of any of the methods in the planning method.

[0138] Based on the same inventive concept as the planning method, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods in the planning method.

[0139] The technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0140] 1. The planning method of this invention obtains multiple driving routes from the current location to the target location. Since these routes are navigation routes output from an online map, each route can be divided into multiple segments based on the speed difference between adjacent segments and a set threshold. Then, based on the vehicle's segment energy consumption in each segment, the route energy consumption is obtained. The route with the lowest energy consumption among the multiple routes is determined as the first target route to the target location. This method combines the real-time nature of online map-output navigation routes with the rationality of calculating route energy consumption by splitting each route, combining the advantages of both to make the determination of the first target route more reasonable and scientific, thereby improving the accuracy of vehicle route planning.

[0141] 2. This method reduces the computational workload in the data determination process by using a large number of pre-set numerical tables, improves the timeliness of calculations and the smoothness of the vehicle system, and enables the method to be integrated into the vehicle system development of vehicle models. Ultimately, it can be integrated into map software or implemented by developing a separate application to provide users with real-time energy-saving routes. It has good engineering application value and application prospects in the field of energy conservation; moreover, the technical principle is simple and the technical cost is low.

[0142] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0143] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (modules, systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0144] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0145] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0146] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0147] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for planning vehicle travel routes, characterized in that, The method includes: Obtain multiple driving routes from the current location to the target location, wherein the multiple driving routes are navigation routes output by online maps; Each driving route is divided into multiple driving segments, where the speed difference between adjacent driving segments is greater than a set threshold. Based on the energy consumption of the vehicle on each road segment, the energy consumption of the vehicle on each route is obtained. The driving route with the lowest energy consumption among the multiple driving routes is determined as the first target route for the vehicle to travel to the target location; Wherein, after obtaining the vehicle's route energy consumption for each driving route based on the vehicle's segment energy consumption for each driving segment, the method further includes: Obtain the current remaining electrical energy of the vehicle's power battery; Based on the current remaining electrical energy and the energy consumption during the route, determine whether the vehicle needs to be charged when it reaches the target location; If so, then based on the charging travel path of each travel route, determine the second target route for the vehicle to travel to the target location; The step of determining the second target route for the vehicle to reach the target location based on the charging travel path of each travel route includes: According to the formula The minimum number of charging cycles for each travel route is obtained. ,in, E 0 represents the energy consumption for each travel route. E 1 represents the current remaining electrical energy. E 2 represents the total electrical energy of the power battery. a% This is the preset charging limit for the power battery. b% The preset lower limit for charging the power battery; The charging route for each driving route is determined based on the multiple preset charging piles within a preset mileage for each driving route and the corresponding minimum number of charging times. The path with the lowest energy consumption among the multiple charging driving paths is determined as the second target route.

2. The method for planning vehicle routes according to claim 1, characterized in that, The step of obtaining the vehicle's route energy consumption for each driving route based on the vehicle's segment energy consumption for each driving segment includes: The driving energy consumption of each driving segment is determined in a preset driving energy consumption table based on the driving information of each driving segment, wherein the driving information includes at least the vehicle's driving speed and driving acceleration. The energy consumption of each route is summed up for all segments to obtain the route energy consumption for each route.

3. The method for planning vehicle routes according to claim 2, characterized in that, Before determining the corresponding driving energy consumption of each driving segment in a preset driving energy consumption table based on the driving information of each driving segment, the method further includes: Obtain the vehicle's speed range and acceleration range; The vehicle speed range and the acceleration range are respectively taken to a set threshold with corresponding preset step sizes to obtain a first dataset of vehicle speed and a second dataset of vehicle acceleration. Based on the first dataset and the second dataset, multiple sets of energy consumption simulation parameters are obtained, wherein each set of energy consumption simulation parameters includes one data point from each dataset; The vehicle energy consumption is simulated based on the multiple sets of energy consumption simulation parameters to obtain the vehicle energy consumption for each set of energy consumption simulation parameters. The driving energy consumption table is obtained based on the correspondence between each set of energy consumption simulation parameters and the energy consumption of each vehicle.

4. The method for planning vehicle travel routes according to claim 2, characterized in that, The driving information also includes a first ambient temperature inside the vehicle and a second ambient temperature outside the vehicle; after summing the driving energy consumption of all segments of each driving route to obtain the route driving energy consumption of each driving route, the method further includes: Based on the first ambient temperature, the second ambient temperature, and the preset air conditioning energy consumption table, the air conditioning energy consumption of the vehicle on each driving segment is obtained. Based on the second ambient temperature and the preset accessory energy consumption table, the accessory energy consumption of the vehicle accessories in each driving segment is obtained, wherein the vehicle accessories include at least the vehicle's cooling fan and cooling water pump; Update the route driving energy consumption for each driving route based on the air conditioning energy consumption and the accessory energy consumption.

5. The method for planning vehicle travel routes according to claim 1, characterized in that, The step of determining the charging route for each driving route based on multiple preset charging piles within a preset mileage and the corresponding minimum number of charging cycles includes: Based on the locations of multiple preset charging piles along each driving route, determine the energy consumption for the vehicle to travel from its current location to each preset charging pile along each driving route. The charging pile whose charging energy consumption is less than the current remaining power is identified as the current energy replenishment charging pile; The charging station that the vehicle reaches after being charged at the current charging station is determined as the next charging station. The charging stations for each driving route are determined until the vehicle can drive to the target location after being charged. In each of the driving routes, the driving route of the vehicle passing through multiple charging stations is determined as the vehicle's charging route. The charging route for the corresponding driving route is determined by the charging route for the charging route that has the minimum number of charging piles among all charging routes.

6. A vehicle route planning device, characterized in that, The device includes: The first acquisition module is used to acquire multiple driving routes for the vehicle to travel from its current location to its target location, wherein the multiple driving routes are navigation routes output by an online map; The segmentation module is used to divide each driving route into multiple driving segments, wherein the speed difference between adjacent driving segments is greater than a set threshold. The module is used to obtain the vehicle's route energy consumption for each driving route based on the vehicle's segment energy consumption for each driving segment. The first determining module is used to determine the driving route corresponding to the lowest energy consumption among the multiple driving routes as the first target route for the vehicle to travel to the target location; The device further includes: The second acquisition module is used to acquire the current remaining electrical energy of the vehicle's power battery; The second determining module is used to determine whether the vehicle needs to be charged when it reaches the target location, based on the current remaining power and the energy consumption of the line. The third determining module is used to determine the second target route for the vehicle to travel to the target location based on the charging travel path of each driving route when the vehicle needs to be charged. The third determining module includes: The eighth submodule is used to obtain the formula. To obtain the minimum number of charging cycles for each route. ,in, E 0 represents the energy consumption for each route. E 1 represents the current remaining electrical energy. E 2 represents the total electrical energy of the power battery. a% The preset charging limit for the power battery. b% The preset lower limit for charging the power battery; The second determining submodule is used to determine the charging driving path for each driving route based on the multiple preset charging piles within the preset mileage and the corresponding minimum number of charging times for each driving route. The third determining submodule is used to determine the path with the lowest energy consumption among multiple charging driving paths as the second target route.

7. An electronic device, characterized in that, The device includes a processor and a memory, the memory being coupled to the processor, the memory storing instructions that, when executed by the processor, cause the electronic device to perform the steps of the method according to any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-5.

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