Vehicle residual energy determination method and apparatus, electronic device, and readable storage medium

Abstract

This invention relates to a method, apparatus, electronic device, and readable storage medium for determining vehicle remaining energy. The method includes: acquiring the real-time vehicle location and a first vehicle remaining energy when the vehicle's onboard network terminal is offline during a current driving cycle; determining a second vehicle energy consumption corresponding to the real-time vehicle location based on a pre-acquired correspondence between vehicle location and offline energy consumption; the second vehicle energy consumption being the vehicle energy consumption from the time the onboard network terminal goes offline during the current driving cycle until the end of the current driving cycle; and determining a third vehicle remaining energy at the end of the current driving cycle based on the first vehicle remaining energy and the second vehicle energy consumption. Using this invention, a more accurate vehicle remaining energy can be obtained, thereby providing a better user experience when providing services to users subsequently.

Description

Technical Field

[0001] This invention relates to the field of vehicle communication technology, and in particular to a method, apparatus, electronic device, and readable storage medium for determining the remaining energy of a vehicle. Background Technology

[0002] As new energy vehicles become increasingly popular, users' understanding of them is deepening, and their demands for vehicle energy consumption statistics are also rising. Vehicle energy consumption includes fuel consumption, electricity consumption, and gas consumption.

[0003] During vehicle operation, the onboard controller collects vehicle energy consumption data and transmits it to the TSP (Telematics Service Provider) via the onboard connected terminal, specifically the intelligent connected terminal T-Box (Telematics-Box) installed in the vehicle. After the trip, if the user wants to view the vehicle energy consumption data through a mobile application, the TSP will send the corresponding data to the user's mobile app.

[0004] However, when the vehicle is driving in areas with poor network conditions, such as underground parking lots, the T-Box will go offline because it cannot connect to the network, thus failing to upload the vehicle's energy consumption data to the TSP in a timely manner. Summary of the Invention

[0005] In view of the above problems, embodiments of the present invention are proposed to provide a method for determining vehicle remaining energy and a corresponding vehicle remaining energy determination device, electronic device and readable storage medium to overcome the above problems or at least partially solve the above problems.

[0006] To address the aforementioned problems, this invention discloses a method for determining the remaining energy of a vehicle, the method comprising:

[0007] Obtain the real-time vehicle location and the remaining energy of the first vehicle when the vehicle-mounted network terminal is offline during this driving cycle;

[0008] Based on the pre-obtained correspondence between vehicle location and vehicle offline energy consumption, a second vehicle energy consumption corresponding to the real-time vehicle location is determined; the second vehicle energy consumption is the vehicle offline energy consumption from when the vehicle-mounted network terminal goes offline during the current driving cycle to the end of the current driving cycle.

[0009] Based on the remaining energy of the first vehicle and the energy consumption of the second vehicle, the remaining energy of the third vehicle at the end of the current driving cycle is determined.

[0010] Furthermore, obtaining the correspondence between the vehicle's location and its offline energy consumption includes:

[0011] Obtain the first historical vehicle location and the first historical vehicle remaining energy when the vehicle-mounted connected terminal is offline during at least one historical driving cycle;

[0012] When the vehicle-mounted connected terminal comes online again after each historical driving cycle, the second historical vehicle remaining energy of the vehicle at the time the vehicle-mounted connected terminal comes online again is obtained.

[0013] Based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle, determine the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle;

[0014] Based on the first historical vehicle location and the corresponding third historical vehicle energy consumption, the correspondence between the vehicle location and the vehicle offline energy consumption is determined.

[0015] Furthermore, when the vehicle-mounted connected terminal comes online again after each historical driving cycle, it also includes:

[0016] Acquire vehicle charging data from when the vehicle-mounted connected terminal goes offline until when the vehicle-mounted connected terminal comes back online;

[0017] Based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, and the vehicle charging data, the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle is determined.

[0018] Furthermore, obtaining the correspondence between the vehicle's location and its offline energy consumption also includes:

[0019] When the vehicle-mounted connected terminal comes online again after each historical driving cycle, it also acquires the first historical driving data of the vehicle from when the vehicle-mounted connected terminal went offline to the end of the historical driving cycle, and the second historical driving data of the vehicle from the end of the historical driving cycle to when the vehicle-mounted connected terminal comes online again.

[0020] Based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle, as well as the first historical driving data and the second historical driving data, the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle is determined.

[0021] Further, determining the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, the first historical driving data, and the second historical driving data includes:

[0022] The energy consumption of the fourth historical vehicle is determined based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle.

[0023] Determine the scaling factor based on the first historical driving data and the second historical driving data;

[0024] The energy consumption of the third historical vehicle is determined based on the energy consumption of the fourth historical vehicle and the proportional coefficient.

[0025] Furthermore, each of the first historical vehicle locations corresponds to multiple third historical vehicle energy consumptions. Determining the correspondence between the vehicle location and the corresponding third historical vehicle energy consumption, based on the first historical vehicle location and the corresponding third historical vehicle energy consumption, includes:

[0026] The energy consumption of multiple third historical vehicles corresponding to the first historical vehicle location is processed to determine the energy consumption of the fourth historical vehicle that uniquely corresponds to the first historical vehicle location.

[0027] Based on the locations of the first historical vehicles and the energy consumption of the fourth historical vehicles, the correspondence between the vehicle locations and the offline energy consumption of the vehicles is determined.

[0028] Furthermore, obtaining the correspondence between the vehicle's location and its offline energy consumption includes:

[0029] Acquire the second historical vehicle location and the third historical vehicle remaining energy when the vehicle-mounted connected terminal is offline during at least one historical driving cycle;

[0030] When the vehicle-mounted connected terminal comes online again after each historical driving cycle, it obtains the fifth historical vehicle remaining energy corresponding to the end of each historical driving cycle.

[0031] Based on the remaining energy of the third historical vehicle and the remaining energy of the fifth historical vehicle, determine the energy consumption of the sixth historical vehicle from when the vehicle went offline from the on-board network terminal to the end of the historical driving cycle.

[0032] Based on the second historical vehicle location and the sixth historical vehicle energy consumption, the correspondence between the vehicle location and the vehicle offline energy consumption is determined.

[0033] Accordingly, embodiments of the present invention also disclose a vehicle remaining energy determination device, the device comprising:

[0034] The acquisition module is used to acquire the real-time vehicle location and the remaining energy of the first vehicle when the vehicle-mounted network terminal is offline during this driving cycle.

[0035] The first determining module is used to determine the second vehicle energy consumption corresponding to the real-time vehicle location based on the pre-acquired correspondence between vehicle location and vehicle offline energy consumption; the second vehicle energy consumption is the vehicle offline energy consumption from when the vehicle-mounted network terminal goes offline during the current driving cycle to the end of the current driving cycle.

[0036] The second determining module is used to determine the remaining energy of the third vehicle at the end of the current driving cycle based on the remaining energy of the first vehicle and the energy consumption of the second vehicle.

[0037] Accordingly, this invention discloses an electronic device, including: a processor, a memory, and a computer program stored in the memory and capable of running on the processor. When the computer program is executed by the processor, it implements the various steps of the above-described vehicle remaining energy determination method embodiment.

[0038] Accordingly, embodiments of the present invention disclose a readable storage medium storing a computer program, which, when executed by a processor, implements the various steps of the above-described vehicle remaining energy determination method embodiments.

[0039] The embodiments of the present invention have the following advantages:

[0040] During this driving cycle, the real-time vehicle location and remaining energy of the first vehicle when the on-board network terminal is offline are acquired. The remaining energy of the first vehicle refers to data such as the remaining fuel, remaining battery power, and remaining gas when the on-board network terminal is offline.

[0041] The pre-acquired correspondence between vehicle location and offline energy consumption stores vehicle locations that match real-time vehicle locations, along with their corresponding offline energy consumption. Therefore, a second vehicle energy consumption corresponding to the real-time vehicle location can be determined. Furthermore, the offline energy consumption stored in this correspondence refers to the electricity, fuel, or gas consumed by the vehicle at the corresponding vehicle location during the period from when the on-board network terminal goes offline until the end of the driving cycle. Therefore, the second vehicle energy consumption represents the electricity, fuel, or gas consumed by the vehicle during this driving cycle, from when the on-board network terminal goes offline until the end of the driving cycle.

[0042] Based on this, the remaining energy of the third vehicle at the end of this driving cycle can be determined according to the remaining energy of the first vehicle and the energy consumption of the second vehicle.

[0043] Compared to existing technologies that can only provide information on the vehicle's remaining energy when the vehicle-mounted connected terminal is offline, the embodiments of the present invention can obtain more accurate information on the vehicle's remaining energy. This allows for more accurate data to be provided to users when providing services in the future, enabling users to make better plans for their next trip and resulting in a better user experience. Attached Figure Description

[0044] Figure 1 This is a flowchart of a method for determining the remaining energy of a vehicle according to an embodiment of the present invention;

[0045] Figure 2 This is a flowchart illustrating the relationship between vehicle location and offline energy consumption in an embodiment of the present invention.

[0046] Figure 3 This is another flowchart in an embodiment of the present invention for determining the correspondence between vehicle location and vehicle offline energy consumption;

[0047] Figure 4 This is a structural block diagram of a vehicle remaining energy determination device according to an embodiment of the present invention;

[0048] Figure 5 This is a structural block diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0049] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0050] In the description of the embodiments of the present invention, terms such as "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of the embodiments of the present invention, "multiple" refers to two or more, unless otherwise explicitly specified.

[0051] In addition, some descriptions of the embodiments of the present invention will be explained:

[0052] Driving cycle process: refers to the complete process of a vehicle from power-on to operation and then to power-off.

[0053] Vehicle-mounted connected terminal (T-Box): This refers to the intelligent connected terminal installed in a vehicle. The T-Box, short for Telematics-Box, communicates directly with the vehicle's CAN bus to acquire vehicle-related data and uploads this data to a backend or cloud platform. Therefore, the T-Box's operation is dependent on network conditions such as transmission speed and quality.

[0054] Vehicle energy consumption refers to data such as fuel consumption, electricity consumption, or gas consumption of a vehicle over a period of time.

[0055] Vehicle offline energy consumption: refers to the amount of electricity, fuel, or gas consumed by a vehicle during a driving cycle after the vehicle's onboard network terminal has gone offline.

[0056] Vehicle remaining energy: refers to data such as the amount of electricity, fuel, or gas remaining in a vehicle at a certain point in time.

[0057] Driving data refers to data reflecting a vehicle's driving status, such as the distance traveled or the time consumed during its journey.

[0058] Correspondence: Used to represent the relationships between data. It can be represented in the form of matrices, tables, etc., and stored in computer programs or instructions.

[0059] Currently, the T-Box requires a stable network connection to transmit data. Therefore, the T-Box can only upload vehicle energy consumption data to the TSP (Traffic Support Service) in a timely manner when the vehicle is traveling in an area with good network coverage. However, when the vehicle is traveling in areas with poor network conditions, such as underground parking lots, the T-Box will go offline due to network connectivity, thus failing to upload vehicle energy consumption data to the TSP in a timely manner. In this case, if users view vehicle energy consumption data through the app, they can only see the energy consumption data provided by the TSP before the vehicle entered the underground parking lot, when the T-Box was online, and cannot accurately obtain the actual energy consumption data when the vehicle is in a parking space. Users may misjudge their next trip based on this energy consumption data, resulting in a poor user experience.

[0060] One of the core concepts of this invention is to use big data statistical analysis to collect and process historical vehicle data, thereby predicting vehicle energy consumption in poor network conditions, and thus obtaining the vehicle's remaining energy in a timely and accurate manner to provide better service to users.

[0061] Reference Figure 1 This invention illustrates a method for determining the remaining energy of a vehicle, which specifically includes the following steps:

[0062] Step 101: Obtain the real-time vehicle location and remaining energy of the first vehicle when the on-board network terminal is offline during this driving cycle. For electric vehicles, the driving cycle is the complete process from power-on to power-off and then to engine shutdown.

[0063] During this driving cycle, if the vehicle travels to a location with poor network conditions, such as an underground parking lot, the vehicle-mounted connected terminal will disconnect from the network. At this time, the vehicle remote service provider (TSP) will also disconnect from the communication connection with the vehicle-mounted connected terminal, and the vehicle-mounted connected terminal will be in an offline state.

[0064] The real-time vehicle location when the in-vehicle connected terminal is offline refers to the last vehicle location sent by the in-vehicle connected terminal before it went offline. The vehicle location can be obtained through the map navigation system installed in the vehicle.

[0065] The first vehicle remaining energy refers to the vehicle's remaining energy data last transmitted before the on-board network terminal went offline. This data can include remaining fuel, remaining battery power, or remaining gas. The vehicle's remaining energy is obtained by the vehicle's energy management system, such as the battery management system, and then uploaded to the TSP (Transport Service Provider) via the on-board network terminal. The energy management system refers to the software and hardware system that coordinates, monitors, and controls the vehicle's energy storage devices and energy conversion devices.

[0066] Step 102: Based on the pre-obtained correspondence between vehicle location and vehicle offline energy consumption, determine the second vehicle energy consumption corresponding to the real-time vehicle location; the second vehicle energy consumption is the vehicle offline energy consumption from when the vehicle-mounted network terminal goes offline during the current driving cycle to the end of the current driving cycle.

[0067] It should be noted here that the end of the driving cycle refers to the point at which the vehicle is powered off and stopped.

[0068] The correspondence between vehicle location and offline energy consumption refers to the interrelationship between multiple vehicle locations and multiple offline energy consumptions. Specifically, vehicle location refers to the location of different vehicle terminals when they are offline, and offline energy consumption refers to the energy consumed by the vehicle while driving from the point where the vehicle terminal is offline until the end of the driving cycle. For example, if the location of the vehicle terminal when it is offline is the entrance of a parking lot, then the corresponding offline energy consumption is the energy consumed by the vehicle while driving to the parking space.

[0069] TSP can find the vehicle location that is the same as the real-time vehicle location obtained in step 101 in the correspondence, and then extract the corresponding vehicle offline energy consumption and use it as the second vehicle energy consumption.

[0070] In addition, the correspondence between vehicle location and vehicle offline energy consumption is determined by big data analysis based on historical vehicle data before executing step 101 of the embodiment of this application.

[0071] Reference Figure 2 It illustrates a step-by-step process for establishing a correspondence between vehicle location and vehicle offline energy consumption, as provided in an embodiment of this application, specifically including:

[0072] Step 201: Obtain the first historical vehicle location and the first historical vehicle remaining energy when the vehicle-mounted network terminal is offline during at least one historical driving cycle.

[0073] A historical driving cycle refers to a driving cycle that occurred before the current driving cycle. To establish the above correspondence, at least one set of historical data is required; therefore, historical data from at least one historical driving cycle must be obtained.

[0074] Specifically, in each historical driving cycle in which an offline event of the vehicle-to-everything (V2X) terminal has occurred, the historical vehicle location and the remaining energy of the vehicle when the V2X terminal went offline during that historical driving cycle are obtained. This allows for the acquisition of multiple first historical vehicle locations and multiple corresponding first historical vehicle remaining energies.

[0075] For example, during a certain historical driving cycle, when a pure electric vehicle reaches the entrance / exit of parking lot A, the on-board network terminal goes offline, and the vehicle's remaining battery power is E1. At this point, the first historical vehicle location could be parking lot A, and the first historical vehicle's remaining battery power could be E1.

[0076] Step 202: When the vehicle-mounted network terminal comes online again after each historical driving cycle, obtain the second historical vehicle remaining energy of the vehicle when the vehicle-mounted network terminal comes online again.

[0077] It should be noted that after each historical driving cycle ends, when the vehicle-mounted connected terminal comes online again, that is, when the vehicle-mounted connected terminal re-establishes a communication connection with the TSP, the vehicle-mounted connected terminal can upload vehicle data to the TSP.

[0078] Specifically, when the vehicle-mounted connected terminal goes online, it can upload the vehicle's remaining energy at that moment. The TSP can then obtain the vehicle's remaining energy as the second historical vehicle remaining energy, and combine it with the first historical vehicle remaining energy in subsequent processes to determine the total energy consumed by the vehicle from when the vehicle-mounted connected terminal goes offline to when it goes back online.

[0079] Step 203: Determine the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle.

[0080] In this application embodiment, the following two methods for determining the energy consumption of a third historical vehicle are provided.

[0081] Alternatively, in one method, step 203 may include steps 20311 to 20313.

[0082] Step 20311: When the vehicle-mounted connected terminal comes online again after each historical driving cycle, it also acquires the first historical driving data of the vehicle from when the vehicle-mounted connected terminal went offline to the end of the historical driving cycle, and the second historical driving data of the vehicle from the end of the historical driving cycle to when the vehicle-mounted connected terminal comes online again.

[0083] The process from when the vehicle-mounted connected terminal goes offline to when it comes back online can be divided into two sub-processes. The first sub-process is from when the vehicle-mounted connected terminal goes offline until the end of the corresponding historical driving cycle. The second sub-process is from when the next driving cycle begins after the end of the historical driving cycle until the vehicle-mounted connected terminal comes back online.

[0084] Based on the historical vehicle data in the first sub-process and the historical vehicle data in the second sub-process, the total energy consumed by the vehicle during the process from the offline to the online state of the vehicle-mounted network terminal can be divided to obtain the energy consumed by the vehicle in the first sub-process, thereby establishing the above-mentioned correspondence.

[0085] In this embodiment of the application, first historical driving data is obtained in the first sub-process, and second historical driving data is also obtained in the second sub-process. Both the first historical driving data and the second historical driving data refer to the vehicle's driving data in the corresponding sub-process, such as driving time and driving distance.

[0086] It should be noted that if the first historical driving data is driving time, then the second historical driving data is also driving time. If the first historical driving data is driving distance, then the second historical driving data is also driving distance.

[0087] Step 20312: Determine the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, the first historical driving data, and the second historical driving data.

[0088] In this embodiment of the invention, the total energy consumed by the vehicle during the entire offline process of the vehicle-mounted connected terminal can be determined by using the first historical vehicle remaining energy and the second historical vehicle remaining energy. Then, based on the first historical driving data and the second historical driving data, the energy consumed by the vehicle in the first sub-process can be divided.

[0089] It should be noted that the user may have recharged the vehicle after the current driving cycle. In this case, the remaining energy of the second historical vehicle is greater than that of the first historical vehicle, and the energy consumption of the third historical vehicle determined in this way may be less than 0. Therefore, in this embodiment of the application, the data of the third historical vehicle that is less than or equal to 0 can be discarded, so that the established correspondence is more consistent with reality.

[0090] Optionally, step 20312 may include sub-steps 203121 to 203123.

[0091] Sub-step 203121: Determine the energy consumption of the fourth historical vehicle based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle.

[0092] Specifically, the energy consumption of the fourth historical vehicle is obtained by subtracting the remaining energy of the second historical vehicle from the remaining energy of the first historical vehicle.

[0093] For example, if the remaining battery power of the first historical vehicle is E1 and the remaining battery power of the second historical vehicle is E2, then the energy consumption of the fourth historical vehicle is E3 = E1 - E2.

[0094] Sub-step 203122: Determine the proportional coefficient based on the first historical driving data and the second historical driving data.

[0095] Specifically, the sum of the first historical driving data and the second historical driving data is first calculated, and then the first historical driving data is divided by the sum to obtain the scaling factor.

[0096] For example, if the first historical driving data is the driving distance S1 and the second historical driving data is the driving distance S2, then the proportional coefficient K = S1 / (S1+S2).

[0097] Of course, if the first historical driving data is the driving time T1 and the second historical driving data is the driving distance T2, then the proportional coefficient K = T1 / (T1+T2).

[0098] Alternatively, the total driving distance S3 or total driving time T3 of the vehicle during the process from when the on-board terminal goes offline to when it comes back online can be obtained directly from the vehicle. In this case, the proportionality coefficient K = S1 / S3 or K = T1 / T3. This method of determining the proportionality coefficient requires less calculation.

[0099] Sub-step 203123: Determine the third historical vehicle energy consumption based on the fourth historical vehicle energy consumption and the proportional coefficient.

[0100] In this embodiment of the application, the energy consumption of the third historical vehicle can be obtained by multiplying the energy consumption of the fourth historical vehicle by the proportional coefficient.

[0101] It should be noted that the third historical vehicle energy consumption is determined through sub-steps 203121 to 203123, taking into account that the vehicle location when the vehicle-connected terminal is offline and the location when the vehicle-connected terminal is back online may be different, or the energy consumption of the vehicle in the first sub-process may be different from the energy consumption in the second sub-process.

[0102] Alternatively, in another method, step 203 may include:

[0103] Determine the difference between the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle.

[0104] Multiply the difference by 1 / 2 to obtain the third historical vehicle energy consumption.

[0105] It should be noted that in this embodiment, 1 / 2 is directly used as the proportional coefficient because of the design of some parking lots, where the position of vehicles entering and exiting the parking lot is generally the same, so 1 / 2 can be directly used for calculation.

[0106] Furthermore, in this alternative method, the reliability of this application can be enhanced by judging the following conditions. If at least one of the following conditions is met, the scaling factor can be directly determined to be 1 / 2.

[0107] 1) By verifying the vehicle location when the vehicle-mounted network terminal is offline and the vehicle location when the vehicle-mounted network terminal is back online, it is confirmed that the vehicle location when the vehicle-mounted network terminal is offline and when it is back online are consistent.

[0108] 2) By using the first historical driving data and the second historical driving data, determine that the vehicle's driving distance or driving time is consistent in the first sub-process and the second sub-process.

[0109] For example, when a pure electric vehicle arrives at entrance / exit A of parking lot A, the on-board network terminal goes offline. When the on-board network terminal reconnects, the vehicle's location remains at entrance / exit A. Since the distance the pure electric vehicle travels from entrance / exit A to its parking space remains the same, 1 / 2 can be directly used as a proportional coefficient to determine the third historical vehicle energy consumption.

[0110] Since the user may charge the vehicle after the driving cycle is over, considering the possible charging situations, step 202 may also include: when the vehicle-mounted network terminal comes online again after each historical driving cycle, acquiring the vehicle charging data of the vehicle from when the vehicle-mounted network terminal went offline to when the vehicle-mounted network terminal comes online again.

[0111] Vehicle charging data refers to the amount of energy added to a vehicle, such as the amount of electricity charged, fuel added, or gas added.

[0112] Accordingly, step 203 may be: determining the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, and the vehicle charging data.

[0113] Accordingly, step 203 may include sub-steps 20321 to 20323.

[0114] Sub-step 20321: Determine the energy consumption of the fourth historical vehicle based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, and the vehicle charging data.

[0115] At this point, the remaining energy of the first historical vehicle is subtracted from the remaining energy of the second historical vehicle, and then the vehicle charging data is added to obtain the energy consumption of the fourth historical vehicle.

[0116] Sub-step 20322 can be the same as sub-step 203122, and sub-step 20323 can be the same as sub-step 203123, which will not be described again here.

[0117] Optionally, step 203 may include sub-steps 20331 to 20332.

[0118] Sub-step 20331: Determine the energy consumption of the fourth historical vehicle based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, and the vehicle charging data.

[0119] Sub-step 20332: Multiply the fourth historical vehicle energy consumption by 1 / 2 to obtain the third historical vehicle energy consumption.

[0120] Step 204: Determine the correspondence between the vehicle location and the vehicle offline energy consumption based on the first historical vehicle location and the corresponding third historical vehicle energy consumption.

[0121] The first historical vehicle location can include multiple locations such as parking lot entrance / exit A and parking lot entrance / exit B. It uses locations that users' vehicles frequently visit, such as residences, companies, and shopping malls.

[0122] Correspondingly, for each first historical vehicle location, under ideal conditions, when the vehicle intelligently controls the entire driving cycle, the energy consumption of the third historical vehicle for each first historical vehicle location remains consistent, that is, each first historical vehicle location has a unique corresponding energy consumption of the third historical vehicle.

[0123] In this embodiment of the application, determining the correspondence between vehicle location and vehicle offline energy consumption can be achieved by representing the first historical vehicle location and the third historical vehicle energy consumption in a matrix or table format, and then storing them in a computer program. For example, Table 1 below shows the correspondence between vehicle location and vehicle offline energy consumption.

[0124] Table 1. Correspondence between vehicle location and vehicle offline energy consumption.

[0125] Vehicle location Vehicle offline energy consumption Parking Lot A (Residential) a Parking lot B (Company) b …… …… Parking lot N (shopping mall) n

[0126] The vehicle locations in Table 1 are obtained through map navigation and can be represented using latitude and longitude. The offline energy consumption of the vehicles in Table 1 can be represented in different ways depending on the vehicle's power source. For example, if the vehicle uses electricity as its power source, the offline energy consumption can be represented using State of Charge (SOC), which is the SOC consumed by the vehicle from its offline location at the on-board network terminal until the end of the driving cycle.

[0127] However, in reality, due to the influence of user driving behavior, the energy consumption of the third historical vehicle at each first historical vehicle location is basically different. Therefore, for each first historical vehicle location, there are several third historical vehicle energy consumption values.

[0128] Optionally, step 204 further includes: processing the energy consumption of multiple third historical vehicles corresponding to the first historical vehicle location to determine the energy consumption of a fourth historical vehicle that uniquely corresponds to the first historical vehicle location.

[0129] Based on the locations of the first historical vehicles and the energy consumption of the fourth historical vehicles, the correspondence between the vehicle locations and the offline energy consumption of the vehicles is determined.

[0130] Specifically, based on the energy consumption of the third historical vehicle corresponding to each first historical vehicle position, a better value can be determined through mathematical statistics to reflect the energy consumption of several third historical vehicles, thus obtaining the energy consumption of the fourth historical vehicle that uniquely corresponds to the first historical vehicle position.

[0131] Then, based on the first historical vehicle location and its uniquely corresponding fourth historical vehicle energy consumption, the correspondence between vehicle location and vehicle offline energy consumption is determined.

[0132] Optionally, for several third-historical vehicle energy consumptions: e1, e2, ..., e n The mathematical statistical method could be to calculate the average energy consumption of several third-historical vehicles, that is, the energy consumption of the fourth-historical vehicle is (e1+e2+…+e…). n ) / n.

[0133] Furthermore, the energy consumption of the fourth historical vehicle can be calculated by applying a weighted square to the energy consumption of the third historical vehicle. The formula for the weighted square is as follows:

[0134] Of course, in this embodiment of the application, the method for determining the energy consumption of the fourth historical vehicle is not specifically limited.

[0135] Optionally, step 204 may further include: filtering the plurality of third historical vehicle energy consumptions and retaining third historical vehicle energy consumptions that are not greater than a set value.

[0136] The third historical vehicle energy consumption, which is not greater than a set value, is processed to determine the fourth historical vehicle energy consumption.

[0137] The reason for filtering the third historical vehicle energy consumption data using set values ​​is that during the process of a vehicle traveling offline from the on-board network terminal to the end of the driving cycle, there may be situations where the air conditioning cools, heats, or dehumidifies, consuming the entire vehicle's energy. Therefore, among the several third historical vehicle energy consumption values ​​corresponding to each first historical vehicle location, there may be outliers. These outliers may lead to poor accuracy in the subsequent establishment of the correspondence when applied. Determining the fourth historical vehicle energy consumption using the third historical vehicle energy consumption data after data filtering can make the correspondence between the determined vehicle location and the vehicle's offline energy consumption more effective when applied. In the embodiments of this application, the set values ​​can be empirical values.

[0138] Accordingly, in this embodiment of the application, the correspondence between the vehicle location and the vehicle offline energy consumption can also be determined by using a matrix or table to represent the first historical vehicle location and the fourth historical vehicle energy consumption, and then storing them in a computer program.

[0139] It should be noted that the larger the amount of energy consumption data of the third historical vehicle corresponding to each first historical vehicle location, the better the application effect of the final determined correspondence. In the embodiments of this application, there are no fewer than 30 third historical vehicle energy consumption data corresponding to each first historical vehicle location.

[0140] Reference Figure 3 This illustrates another step-by-step process for establishing the correspondence between vehicle location and vehicle offline energy consumption, provided by an embodiment of this application, specifically including:

[0141] Step 301: Obtain the second historical vehicle location and the third historical vehicle remaining energy of the vehicle when the vehicle-mounted network terminal is offline during at least one historical driving cycle.

[0142] Step 301 is essentially the same as step 201, the only difference being: in step 201, the first historical vehicle position is used to represent the historical vehicle position when the vehicle-mounted network terminal is offline during the historical driving cycle, and the first historical vehicle remaining energy is used to represent the historical vehicle remaining energy when the vehicle-mounted network terminal is offline during the historical driving cycle; in step 301, the second historical vehicle position is used to represent the historical vehicle position when the vehicle-mounted network terminal is offline during the historical driving cycle, and the third historical vehicle remaining energy is used to represent the historical vehicle remaining energy when the vehicle-mounted network terminal is offline during the historical driving cycle. To avoid repetition, step 301 will not be described again.

[0143] Step 302: When the vehicle-mounted network terminal comes online again after each historical driving cycle, it obtains the fifth historical vehicle remaining energy corresponding to the end of each historical driving cycle.

[0144] The fifth historical vehicle remaining energy refers to the vehicle's remaining energy at the end of the historical driving cycle, that is, the vehicle's remaining electricity, fuel, and gas when the vehicle is turned off and parked.

[0145] When a vehicle is in a space with poor network conditions, the vehicle's own energy management system or vehicle management system can still collect the vehicle's remaining energy, but it is difficult to upload it to the TPS through the vehicle network terminal.

[0146] In this embodiment of the application, when the vehicle-mounted network terminal goes online, it uploads the fifth historical vehicle energy to the TSP via network transmission.

[0147] Step 303: Based on the remaining energy of the third historical vehicle and the remaining energy of the fifth historical vehicle, determine the energy consumption of the sixth historical vehicle from when the vehicle went offline from the on-board network terminal to the end of the historical driving cycle.

[0148] Specifically, the energy consumption of the sixth historical vehicle is obtained by subtracting the remaining energy of the fifth historical vehicle from the remaining energy of the third historical vehicle. The energy consumption of the sixth historical vehicle is the energy consumed by the vehicle from the time it goes offline from the time the on-board network terminal goes offline until the end of the historical driving cycle.

[0149] Step 304: Determine the correspondence between the vehicle location and the vehicle offline energy consumption based on the second historical vehicle location and the sixth historical vehicle energy consumption.

[0150] In this embodiment of the application, determining the correspondence between the vehicle location and the vehicle's offline energy consumption can be done by representing the second historical vehicle location and the sixth historical vehicle energy consumption in a matrix or table, and then storing them in a computer program.

[0151] Optionally, step 304 further includes: processing the energy consumption of multiple sixth historical vehicles corresponding to the second historical vehicle location to determine the energy consumption of the seventh historical vehicle that uniquely corresponds to the second historical vehicle location.

[0152] Based on the locations of each of the second historical vehicles and the energy consumption of the seventh historical vehicle, the correspondence between the vehicle location and the vehicle's offline energy consumption is determined.

[0153] Optionally, step 304 further includes: filtering the energy consumption of the plurality of sixth historical vehicles and retaining the energy consumption of the sixth historical vehicles that is not greater than a set value.

[0154] The energy consumption of the sixth historical vehicle, which is not greater than a set value, is processed to determine the energy consumption of the seventh historical vehicle.

[0155] Accordingly, in this embodiment of the application, the correspondence between the vehicle location and the vehicle offline energy consumption can also be determined by using a matrix or table to represent the second historical vehicle location and the seventh historical vehicle energy consumption, and then storing them in a computer program.

[0156] In this embodiment, steps 304 and 204 are essentially the same. To avoid repetition, they are described in a simpler way. For relevant parts, refer to step 204.

[0157] It should be noted that, in this embodiment of the application, the above correspondence can be continuously updated according to the subsequent driving cycle of the vehicle to make it more consistent with the actual driving state of the vehicle.

[0158] Step 103: Based on the remaining energy of the first vehicle and the energy consumption of the second vehicle, determine the remaining energy of the third vehicle at the end of the current driving cycle.

[0159] In this embodiment, the remaining energy of the first vehicle is subtracted from the energy consumption of the second vehicle to obtain the remaining energy of the third vehicle. The remaining energy of the third vehicle can more accurately reflect the remaining energy of the vehicle at the end of the driving cycle.

[0160] By executing steps 101 to 103, the TSP can obtain the remaining energy of the third vehicle. Based on this, the TSP can directly send the remaining energy of the third vehicle to the user's mobile app, or it can respond to the user's request and then send the remaining energy of the third vehicle to the user.

[0161] TSP can not only provide users with feedback on the remaining energy of the third vehicle, but also, in conjunction with the mileage traveled during this driving cycle, provide users with data such as energy consumption per 100 kilometers.

[0162] For example, the initial battery level of the vehicle at the start of this driving cycle is E4, and the initial mileage is S4. At the end of this driving cycle, the remaining energy of the third vehicle, i.e., the remaining battery level, is E5, and the mileage traveled is S5. After obtaining the initial battery level E4, the initial mileage S4, the remaining battery level E5, and the mileage traveled S5, the TSP can calculate the energy consumption per 100 kilometers for this driving cycle, which is (E4-E5) / (S5-S4). The TSP can send this energy consumption per 100 kilometers to the user's mobile app for reference.

[0163] In addition, TSP can also predict vehicle running time or mileage based on the remaining energy of the third vehicle when the user plans their next trip, and then provide feedback to the user to give them a better experience.

[0164] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0165] Reference Figure 4 The diagram shows a structural block diagram of an embodiment of a vehicle remaining energy determination device provided by the present invention, which may specifically include the following modules:

[0166] The acquisition module 401 is used to acquire the real-time vehicle location and the remaining energy of the first vehicle when the vehicle-mounted network terminal is offline during this driving cycle.

[0167] The first determining module 402 is used to determine the second vehicle energy consumption corresponding to the real-time vehicle location based on the pre-acquired correspondence between the vehicle location and the vehicle offline energy consumption; the second vehicle energy consumption is the vehicle offline energy consumption from when the vehicle-mounted network terminal goes offline during the current driving cycle to the end of the current driving cycle.

[0168] The second determining module 403 is used to determine the remaining energy of the third vehicle at the end of the current driving cycle based on the remaining energy of the first vehicle and the energy consumption of the second vehicle.

[0169] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0170] This invention also provides an electronic device 500, comprising:

[0171] It includes a processor 501, a memory 502, and a computer program stored in the memory 502 and capable of running on the processor 501. When the computer program is executed by the processor 501, it implements the various processes of the above-described vehicle remaining energy determination method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0172] This invention also provides a readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described vehicle remaining energy determination method embodiment and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0173] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0174] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented 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.

[0175] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (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 processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, 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.

[0176] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate 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.

[0177] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal 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.

[0178] Although preferred embodiments of the present 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 the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0179] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0180] The present invention has provided a detailed description of a method for determining the remaining energy of a vehicle. Specific examples have been used to illustrate the principle and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for determining the remaining energy of a vehicle, characterized in that, The method includes: Obtain the real-time vehicle location and the remaining energy of the first vehicle when the vehicle-mounted network terminal is offline during this driving cycle; Based on the pre-obtained correspondence between vehicle location and vehicle offline energy consumption, a second vehicle energy consumption corresponding to the real-time vehicle location is determined; the second vehicle energy consumption is the vehicle offline energy consumption from when the vehicle-mounted network terminal goes offline during the current driving cycle to the end of the current driving cycle. Based on the remaining energy of the first vehicle and the energy consumption of the second vehicle, the remaining energy of the third vehicle at the end of the current driving cycle is determined; wherein, the remaining energy of the third vehicle is obtained by subtracting the energy consumption of the second vehicle from the remaining energy of the first vehicle. Obtaining the correspondence between the vehicle location and the vehicle's offline energy consumption includes: Obtain the first historical vehicle location and the first historical vehicle remaining energy when the vehicle-mounted connected terminal is offline during at least one historical driving cycle; When the vehicle-mounted connected terminal comes online again after each historical driving cycle, the second historical vehicle remaining energy of the vehicle at the time the vehicle-mounted connected terminal comes online again is obtained. Based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle, determine the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle; Based on the first historical vehicle location and the corresponding third historical vehicle energy consumption, determine the correspondence between the vehicle location and the vehicle offline energy consumption; When the in-vehicle connected terminal comes online again after each historical driving cycle, it also includes: Acquire vehicle charging data from when the vehicle-mounted connected terminal goes offline until when the vehicle-mounted connected terminal comes back online; Based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, and the vehicle charging data, the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle is determined.

2. The method according to claim 1, characterized in that, Obtaining the correspondence between the vehicle location and the vehicle's offline energy consumption also includes: When the vehicle-mounted connected terminal comes online again after each historical driving cycle, it also acquires the first historical driving data of the vehicle from when the vehicle-mounted connected terminal went offline to the end of the historical driving cycle, and the second historical driving data of the vehicle from the end of the historical driving cycle to when the vehicle-mounted connected terminal comes online again. Based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle, as well as the first historical driving data and the second historical driving data, the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle is determined.

3. The method according to claim 2, characterized in that, The step of determining the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, the first historical driving data, and the second historical driving data includes: The energy consumption of the fourth historical vehicle is determined based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle. Determine the scaling factor based on the first historical driving data and the second historical driving data; The energy consumption of the third historical vehicle is determined based on the energy consumption of the fourth historical vehicle and the proportional coefficient.

4. The method according to any one of claims 2-3, characterized in that, Each first historical vehicle location corresponds to multiple third historical vehicle energy consumptions. Determining the correspondence between the vehicle location and the corresponding third historical vehicle energy consumption includes: The energy consumption of multiple third historical vehicles corresponding to the first historical vehicle location is processed to determine the energy consumption of the fourth historical vehicle that uniquely corresponds to the first historical vehicle location. Based on the locations of the first historical vehicles and the energy consumption of the fourth historical vehicles, the correspondence between the vehicle locations and the offline energy consumption of the vehicles is determined.

5. The method according to claim 1, characterized in that, Obtaining the correspondence between the vehicle location and the vehicle's offline energy consumption includes: Acquire the second historical vehicle location and the third historical vehicle remaining energy when the vehicle-mounted connected terminal is offline during at least one historical driving cycle; When the vehicle-mounted connected terminal comes online again after each historical driving cycle, it obtains the fifth historical vehicle remaining energy corresponding to the end of each historical driving cycle. Based on the remaining energy of the third historical vehicle and the remaining energy of the fifth historical vehicle, determine the energy consumption of the sixth historical vehicle from when the vehicle went offline from the on-board network terminal to the end of the historical driving cycle. Based on the second historical vehicle location and the sixth historical vehicle energy consumption, the correspondence between the vehicle location and the vehicle offline energy consumption is determined.

6. A device for determining the remaining energy of a vehicle, characterized in that, The device includes: The acquisition module is used to acquire the real-time vehicle location and the remaining energy of the first vehicle when the vehicle-mounted network terminal is offline during this driving cycle. The first determining module is used to determine the second vehicle energy consumption corresponding to the real-time vehicle location based on the pre-acquired correspondence between vehicle location and vehicle offline energy consumption; the second vehicle energy consumption is the vehicle offline energy consumption from when the vehicle-mounted network terminal goes offline during the current driving cycle to the end of the current driving cycle. The second determining module is used to determine the remaining energy of the third vehicle at the end of the current driving cycle based on the remaining energy of the first vehicle and the energy consumption of the second vehicle; wherein the remaining energy of the third vehicle is obtained by subtracting the energy consumption of the second vehicle from the remaining energy of the first vehicle. The device is also used for: Obtain the first historical vehicle location and the first historical vehicle remaining energy when the vehicle-mounted connected terminal is offline during at least one historical driving cycle; When the vehicle-mounted connected terminal comes online again after each historical driving cycle, the second historical vehicle remaining energy of the vehicle at the time the vehicle-mounted connected terminal comes online again is obtained. Based on the remaining energy of the first historical vehicle and the remaining energy of the second historical vehicle, determine the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle; Based on the first historical vehicle location and the corresponding third historical vehicle energy consumption, determine the correspondence between the vehicle location and the vehicle offline energy consumption; Acquire vehicle charging data from when the vehicle-mounted connected terminal goes offline until when the vehicle-mounted connected terminal comes back online; Based on the remaining energy of the first historical vehicle, the remaining energy of the second historical vehicle, and the vehicle charging data, the energy consumption of the third historical vehicle corresponding to the location of the first historical vehicle is determined.

7. An electronic device, characterized in that, include: A processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the steps of the vehicle remaining energy determination method according to any one of claims 1 to 5.

8. A readable storage medium, characterized in that, A computer program is stored on the readable storage medium, which, when executed by a processor, implements the steps of the vehicle remaining energy determination method according to any one of claims 1 to 5.

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