Vehicle energy management method, device, equipment and storage medium

Abstract

This application discloses a vehicle energy management method, device, equipment, and storage medium. Relating to the field of vehicle control technology, the method includes: determining reference mileage / elevation information based on current navigation information corresponding to a target driving route; predicting the slope of the target driving route based on the reference mileage / elevation information to obtain a target slope state; and determining a target energy management strategy corresponding to the target driving route based on the target slope state. This application can first predict the target slope state corresponding to the target driving route based on the reference mileage / elevation information determined by navigation information, and then determine the target energy management strategy corresponding to the target driving route based on the target slope state. This allows for timely adjustment of the vehicle's energy distribution based on slope changes along the target driving route, achieving limited control over vehicle energy distribution and improving vehicle operating efficiency.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle energy management method, device, equipment and storage medium. Background Technology

[0002] With the booming development of green energy, new energy vehicles are beginning to enter thousands of households. A common problem with new energy vehicles is that their range is not as good as that of traditional vehicles. Especially when the vehicle is on a slope, if the energy allocation is insufficient, the vehicle will not be able to start; if the energy allocation is excessive, it will cause energy waste and further reduce the driving range.

[0003] Therefore, how to effectively manage vehicle energy distribution and improve vehicle operating efficiency has become an urgent problem to be solved. Summary of the Invention

[0004] The main objective of this application is to provide a vehicle energy management method, device, equipment, and storage medium, aiming to solve the technical problem of how to effectively manage vehicle energy distribution and improve vehicle operating efficiency.

[0005] To achieve the above objectives, this application proposes a vehicle energy management method, which includes:

[0006] Determine the baseline mileage and altitude information based on the current navigation information corresponding to the target driving route;

[0007] Based on the baseline mileage and altitude information, the gradient of the target driving route is predicted to obtain the target gradient status;

[0008] The target energy management strategy corresponding to the target driving route is determined based on the target slope status.

[0009] In one embodiment, the step of determining the unit mileage altitude information based on the current navigation information corresponding to the target driving route includes:

[0010] Determine the current coordinates and altitude based on the current navigation information corresponding to the target driving route;

[0011] The reference mileage altitude information is determined based on the current coordinate information and the altitude information.

[0012] In one embodiment, the step of predicting the slope of the target driving route based on the reference mileage altitude information to obtain the target slope state includes:

[0013] The baseline mileage altitude information is compared at preset intervals to obtain the target mileage altitude difference;

[0014] The unit mileage slope information corresponding to the target driving route is determined based on the preset height threshold and the target mileage height difference;

[0015] The target slope status is determined based on the unit mileage slope information.

[0016] In one embodiment, the target energy management strategy includes a target power planning strategy and a target torque planning strategy;

[0017] The step of determining the target energy management strategy corresponding to the target driving route based on the target slope state includes:

[0018] The target battery power planning strategy is determined based on the base battery power and the target slope status.

[0019] The target torque planning strategy is determined based on the basic energy recovery torque and the target slope state.

[0020] In one embodiment, the step of determining the target battery capacity planning strategy based on the base battery capacity and the target slope state includes:

[0021] The target driving route is divided into preset road segments to obtain a first driving segment and a second driving segment;

[0022] Determine whether the target slope state corresponding to the first driving segment is a continuous slope;

[0023] If so, determine whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same;

[0024] If so, the target power planning strategy is determined based on the base battery capacity and the compensation amount per unit mileage.

[0025] In one embodiment, after determining whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same, the method further includes:

[0026] If not, the target power planning strategy is determined based on the base battery capacity and the recharge amount per unit mileage.

[0027] In one embodiment, the step of determining the target torque planning strategy based on the base energy recovery torque and the target slope state includes:

[0028] The target torque correction amount is determined based on the target slope state;

[0029] The target torque planning strategy is determined based on the slope type corresponding to the target slope state, the target torque correction amount, and the basic energy recovery torque.

[0030] Furthermore, to achieve the above objectives, this application also proposes a vehicle energy management device, which includes:

[0031] The altitude acquisition module is used to determine the reference mileage altitude information based on the current navigation information corresponding to the target driving route;

[0032] The slope detection module is used to predict the slope of the target driving route based on the reference mileage height information, and obtain the target slope status;

[0033] The energy planning module is used to determine the target energy management strategy corresponding to the target driving route based on the target slope state.

[0034] In addition, to achieve the above objectives, this application also proposes a vehicle, the device including: a memory, a processor, and a vehicle energy management program stored in the memory and executable on the processor, the vehicle energy management program being configured to implement the steps of the vehicle energy management method as described above.

[0035] In addition, to achieve the above objectives, this application also proposes a storage medium, which stores a vehicle energy management program. When the vehicle energy management program is executed by a processor, it implements the steps of the vehicle energy management method described above.

[0036] This application provides a vehicle energy management method, device, equipment, and storage medium. The method includes: determining reference mileage / elevation information based on current navigation information corresponding to a target driving route; predicting the slope of the target driving route based on the reference mileage / elevation information to obtain a target slope state; and determining a target energy management strategy corresponding to the target driving route based on the target slope state. This application can first determine the reference mileage / elevation information corresponding to the target driving route based on navigation information, thereby predicting the target slope state of the target driving route, and then determining a target energy management strategy based on the target slope state. This allows for timely adjustment of the vehicle's energy distribution based on the target energy management strategy determined by the slope changes along the target driving route, achieving limited control over the vehicle's energy distribution and improving vehicle operating efficiency. Attached Figure Description

[0037] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0038] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0039] Figure 1 This is a first flowchart illustrating the first embodiment of the vehicle energy management method of this application;

[0040] Figure 2 This is a second flowchart illustrating the first embodiment of the vehicle energy management method of this application;

[0041] Figure 3 This is a schematic diagram of the third process of the first embodiment of the vehicle energy management method of this application;

[0042] Figure 4 This is a schematic diagram of the first process of the second embodiment of the vehicle energy management method of this application;

[0043] Figure 5 This is a schematic diagram of the second process of the second embodiment of the vehicle energy management method of this application;

[0044] Figure 6 This is a schematic diagram of the module structure of the vehicle energy management device according to an embodiment of this application;

[0045] Figure 7 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle energy management method in the embodiments of this application.

[0046] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0047] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0048] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0049] The main solution of this application is: to determine the reference mileage and altitude information based on the current navigation information corresponding to the target driving route; to predict the slope of the target driving route based on the reference mileage and altitude information to obtain the target slope status; and to determine the target energy management strategy corresponding to the target driving route based on the target slope status.

[0050] Currently, especially when a vehicle is on a slope, insufficient energy allocation will prevent it from starting; excessive energy allocation will lead to energy waste and further reduce driving range. Therefore, there is an urgent need for a method to effectively control vehicle energy allocation and improve vehicle operating efficiency.

[0051] To address this issue, this application first determines the baseline mileage and altitude information corresponding to the target driving route based on navigation information, thereby predicting the target slope state corresponding to the target driving route. Then, based on the target slope state, a target energy management strategy is determined. The target energy management strategy determined based on the slope changes in the target driving route is used to adjust the vehicle's energy distribution in a timely manner, thereby achieving limited control over the vehicle's energy distribution and improving vehicle operating efficiency.

[0052] It should be noted that the executing entity in this embodiment can be a vehicle energy management method system, or a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or a vehicle capable of performing the above functions. This embodiment does not specifically limit the specific implementation. The following uses a vehicle as the executing entity to illustrate this embodiment and the subsequent embodiments.

[0053] Based on this, embodiments of this application provide a vehicle energy management method, referring to... Figure 1 , Figure 1 This is a first flowchart illustrating the first embodiment of the vehicle energy management method of this application.

[0054] In this embodiment, the vehicle energy management method includes steps S10 to S30:

[0055] Step S10: Determine the reference mileage altitude information based on the current navigation information corresponding to the target driving route;

[0056] It is understood that the aforementioned target driving route can be a route determined by the user in the vehicle navigation system or navigation software that will be driven in the future. Therefore, in this embodiment, the corresponding navigation route information, i.e., the aforementioned current navigation information, can be obtained from the target driving route in the vehicle map. Furthermore, in this embodiment, the altitude information of each mileage point in the route that the vehicle will drive can be determined based on the current navigation information, i.e., the aforementioned reference mileage altitude information.

[0057] In one feasible implementation, refer to Figure 2 , Figure 2 This is a second flowchart illustrating the first embodiment of the vehicle energy management method of this application. In this embodiment, step S10 may include steps A1 to A2:

[0058] Step A1: Determine the current coordinates and altitude based on the current navigation information corresponding to the target driving route;

[0059] Step A2: Determine the reference mileage altitude information based on the current coordinate information and the altitude information.

[0060] It is easy to understand that the current navigation information may include: the current latitude and longitude coordinates, the latitude and longitude coordinate sequence corresponding to the entire target driving route, the driving speed sequence, the altitude sequence, and other information. Therefore, this embodiment can determine the current coordinate information and altitude information based on the current navigation information corresponding to the target driving route, and can further obtain the altitude information corresponding to each future mileage point of the entire route based on the vehicle's current coordinates, the coordinate sequence of the entire route, and the altitude sequence contained therein.

[0061] Step S20: Based on the reference mileage altitude information, predict the slope of the target driving route to obtain the target slope status;

[0062] It should be understood that this embodiment needs to predict the slope of the target driving route based on the change in altitude between adjacent reference mileage altitude information, so as to obtain the slope information corresponding to the target driving route, i.e., the target slope state mentioned above.

[0063] In one feasible implementation, refer to Figure 3 , Figure 3 This is a schematic diagram of the third process of the first embodiment of the vehicle energy management method of this application. In this embodiment, step S20 may include steps B1 to B3:

[0064] Step B1: Compare the baseline mileage altitude information at preset intervals to obtain the target mileage altitude difference;

[0065] Step B2: Determine the unit mileage slope information corresponding to the target driving route based on the preset height threshold and the target mileage height difference;

[0066] Understandably, in this embodiment, the process of comparing the above-mentioned preset interval values ​​can be as follows: take the mileage points within the preset interval as unit mileage, and compare the height information of adjacent unit mileages. Then, determine the slope information corresponding to each unit mileage L0 (e.g., every 100 meters) based on the change in altitude corresponding to the difference in height information of unit mileage. That is, the above-mentioned unit mileage slope information can be uphill, flat road or downhill.

[0067] Specifically, in this embodiment, the current unit mileage (from the current coordinate point to the coordinate point at a distance of one unit mileage from the current coordinate point) can be used as the first unit mileage, the next unit mileage as the second unit mileage, and so on. The altitude of the starting point of the first unit mileage is recorded as H0, the altitude of the ending point of the first unit mileage is recorded as H1 (H1 is also the altitude of the starting point of the second unit mileage), the altitude of the ending point of the second unit mileage is recorded as H2, and so on. The entire target driving route is defined in sequence, and the difference in altitude information corresponding to adjacent unit mileages is used as the target mileage altitude difference.

[0068] It is easy to understand that in this embodiment, two calibrable altitude thresholds, Hmax and Hmin, can be preset, where Hmax > Hmin > 0, which are the aforementioned preset altitude thresholds. This embodiment can compare the preset altitude thresholds with the target mileage altitude difference to determine the corresponding slope information.

[0069] Specifically, when H1-H0>Hmax, the first unit mileage can be determined to be uphill, and the same applies to determine whether the remaining unit mileages are uphill; when Hmin≤H1-H0≤Hmax and H2-H1>Hmin, the first unit mileage can be determined to be uphill, and the same applies to determine whether the remaining unit mileages are uphill.

[0070] When |H1-H0|<Hmin, it can be determined that the first unit mileage is a flat road, and the remaining unit mileages can be determined accordingly.

[0071] When H1-H0 < -Hmax, the first unit of mileage can be determined to be downhill, and the same applies to determine whether the remaining units of mileage are downhill; when -Hmax ≤ H1-H0 ≤ -Hmin, and H2-H1 ≤ -Hmin, the first unit of mileage can be determined to be downhill, and the same applies to determine whether the remaining units of mileage are downhill.

[0072] Step B3: Determine the target slope status based on the unit mileage slope information.

[0073] It is easy to understand that this embodiment can also determine the slope information of each unit mileage L0 (e.g., every 100 meters) based on the changes in altitude, i.e., the unit mileage slope. In this case, the unit mileage slope = (altitude of the end point of each unit mileage - altitude of the starting point of each unit mileage) / unit mileage L0. Thus, this embodiment can determine the target slope state corresponding to each unit mileage based on the unit mileage slope and unit mileage gradient information.

[0074] Furthermore, in this embodiment, slope thresholds □max and □min can be preset. When the slope information of any unit mileage is uphill and the slope of the unit mileage is greater than the preset threshold θmax, the unit mileage is determined to be a large uphill section; when the slope information of any unit mileage is downhill and the slope of the unit mileage is less than the preset threshold □min, the unit mileage is determined to be a large downhill section. That is, in this embodiment, the target slope state can be uphill, large uphill, downhill or large downhill.

[0075] Step S30: Determine the target energy management strategy corresponding to the target driving route based on the target slope state.

[0076] It should be noted that in this embodiment, the vehicle can determine the energy management strategy corresponding to the target driving route based on the target slope state. That is, this embodiment can adjust the vehicle's energy distribution in a timely manner based on the slope information and slope change information in the target slope state, thereby avoiding uneven energy distribution of the vehicle, realizing limited control over the vehicle's energy distribution, and improving the vehicle's operating efficiency.

[0077] In this embodiment, the reference mileage and altitude information corresponding to the target driving route can be determined first based on navigation information, thereby determining the target slope state corresponding to the target driving route. Then, the target energy management strategy can be determined based on the target slope state, so as to adjust the energy distribution of the vehicle in a timely manner based on the target energy management strategy, thereby achieving limited control over the energy distribution of the vehicle and improving the vehicle's operating efficiency.

[0078] This embodiment provides a vehicle energy management method, which includes: determining current coordinate information and altitude information based on current navigation information corresponding to the target driving route; determining reference mileage altitude information based on the current coordinate information and altitude information; comparing the reference mileage altitude information at preset intervals to obtain the target mileage altitude difference; determining unit mileage slope information corresponding to the target driving route based on a preset altitude threshold and the target mileage altitude difference; determining the target slope state based on the unit mileage slope information; and determining the target energy management strategy corresponding to the target driving route based on the target slope state. This embodiment can first determine the reference mileage altitude information corresponding to the target driving route based on navigation information, thereby determining the target slope state corresponding to the target driving route, and then determining the target energy management strategy based on the target slope state. This allows for timely adjustment of the vehicle's energy distribution based on the target energy management strategy, achieving limited control over the vehicle's energy distribution and improving vehicle operating efficiency.

[0079] Based on the first embodiment of this application, in the second embodiment of this application, the same or similar content as the first embodiment can be referred to the above description, and will not be repeated hereafter.

[0080] Based on the first embodiment, please refer to Figure 4 , Figure 4 This is a first flowchart illustrating the second embodiment of the vehicle energy management method of this application. In this embodiment, the target energy management strategy includes a target energy planning strategy and a target torque planning strategy; step S30 includes steps C1 to C2:

[0081] Step C1: Determine the target power planning strategy based on the base battery power and the target slope status;

[0082] Step C2: Determine the target torque planning strategy based on the base energy recovery torque and the target slope state.

[0083] It should be noted that, in order to achieve limited control of vehicle energy in slope scenarios, this embodiment will not only control the vehicle's power distribution according to the slope and gradient to obtain a target power planning strategy, but also control the vehicle's torque output to obtain a target torque planning strategy.

[0084] In one feasible implementation of the target power planning strategy, referencing Figure 5 , Figure 5 This is a second flowchart illustrating the second embodiment of the vehicle energy management method of this application. In this embodiment, step C1 may include steps C11 to C14:

[0085] Step C11: Divide the target driving route into preset road segments to obtain the first driving segment and the second driving segment;

[0086] Step C12: Determine whether the target slope state corresponding to the first driving segment is a continuous slope;

[0087] Step C13: If yes, then determine whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same;

[0088] Step C14: If yes, then determine the target power planning strategy based on the base battery capacity and the unit mileage compensation amount.

[0089] It is understood that in this embodiment, the target driving route can be divided into the (i+1)th unit mileage to the (i+n)th unit mileage, i.e., the first driving segment mentioned above, and the (i+n+1)th unit mileage to the (i+n+m)th unit mileage, i.e., the second driving segment mentioned above.

[0090] Furthermore, in this embodiment, the target slope status mentioned above includes not only the slope of each unit mileage, but also the continuous slope information determined based on the slope and gradient information of each unit mileage, which may include continuous uphill or continuous downhill.

[0091] Specifically, when Hi+n-Hi>Hmin*n is detected, it can be determined that the section from the (i+1)th unit mileage to the (i+n)th unit mileage is a continuous uphill section; when Hi+n-Hi<-Hmin*n is detected, it can be determined that the section from the (i+1)th unit mileage to the (i+n)th unit mileage is a continuous downhill section; the average slope of the continuous uphill or downhill section is θavg=(Hi+n-Hi) / (L0*n);

[0092] Therefore, this embodiment can detect whether the section from the (i+1)th unit mileage to the (i+n)th unit mileage is a continuous gradient section. If so, the gradient types corresponding to the first and second driving sections can be further obtained, and it can be determined whether the gradient types corresponding to the first and second driving sections are the same.

[0093] If they are the same, this embodiment can plan the vehicle's power allocation based on the base battery capacity and the unit mileage compensation amount to obtain the target power planning strategy.

[0094] In another feasible implementation, step C1 may further include step C15:

[0095] Step C15: If not, determine the target power planning strategy based on the base battery capacity and the recharge amount per unit mileage.

[0096] It is easy to understand that if the first driving segment is a continuous slope and the slope type corresponding to the first driving segment is different from the slope type corresponding to the second driving segment, this embodiment can plan the vehicle's power allocation based on the basic battery capacity and the recharge amount per unit mileage to obtain a target power planning strategy.

[0097] Specifically, for ease of understanding, the target power planning strategy in this embodiment can be as follows:

[0098] 1) If the section from the (i+1)th unit mileage to the (i+n)th unit mileage is a continuous uphill section, then continue to determine whether the section from the (i+n+1)th unit mileage to the (i+n+m)th unit mileage is a continuous downhill section (m < n):

[0099] a) If not, the target battery capacity planning strategy can be as follows: Target battery capacity at the first unit mileage = base target battery capacity; Target battery capacity at the (i+1)th unit mileage = base target battery capacity + unit mileage capacity compensation * n; Target battery capacity at the end of the (i+n)th unit mileage = base target battery capacity; Target battery capacity increases linearly with mileage from the first unit mileage to the (i+1)th unit mileage; Target battery capacity decreases linearly with mileage from the (i+1)th unit mileage to the (i+n)th unit mileage.

[0100] The target battery capacity for each subsequent unit mileage (from the (i+n)th unit mileage onwards can be directly set as the base target battery capacity. It's easy to understand that the battery capacity compensation per unit mileage is related to the average gradient; the greater the average gradient, the greater the battery capacity compensation per unit mileage.

[0101] (b) If so, the target battery capacity planning strategy can be as follows: Target battery capacity at the first unit mileage = base target battery capacity; Target battery capacity at the (i+1)th unit mileage = base target battery capacity + unit mileage capacity compensation * n - unit mileage capacity recharge * m; Target battery capacity at the end of the (i+n)th unit mileage = base target battery capacity - unit mileage capacity recharge * m; Target battery capacity at the end of the (i+n+m)th unit mileage = base target battery capacity; The target battery capacity increases linearly with mileage from the first unit mileage to the (i+1)th unit mileage; The target battery capacity decreases linearly with mileage from the (i+1)th unit mileage to the (i+n)th unit mileage; The target battery capacity increases linearly with mileage from the (i+n+1)th unit mileage to the (i+n+m)th unit mileage. Similarly, the unit mileage capacity recharge is related to the average gradient; the greater the average gradient, the greater the unit mileage capacity recharge.

[0102] 2) If the section from the (i+1)th unit mileage to the (i+n)th unit mileage is a continuous downhill section, continue to determine whether the section from the (i+n+1)th unit mileage to the (i+n+m)th unit mileage is a continuous uphill section (m < n):

[0103] a) If not, the target battery capacity planning strategy can be as follows: Target battery capacity at the first unit mileage = base target battery capacity; Target battery capacity at the (i+1)th unit mileage = base target battery capacity - unit mileage chargeback amount * n; Target battery capacity at the end of the (i+n)th unit mileage = base target battery capacity; Target battery capacity decreases linearly with mileage from the first unit mileage to the (i+1)th unit mileage; Target battery capacity increases linearly with mileage from the (i+1)th unit mileage to the (i+n)th unit mileage; Target battery capacity at all other unit mileages = base target battery capacity.

[0104] b) If so, the target battery capacity planning strategy can be as follows: Target battery capacity at the first unit mileage = base target battery capacity; Target battery capacity at the (i+1)th unit mileage = base target battery capacity - unit mileage chargeback amount * n + unit mileage compensation amount * m; Target battery capacity at the end of the (i+n)th unit mileage = base target battery capacity + unit mileage compensation amount * m; Target battery capacity at the end of the (i+n+m)th unit mileage = base target battery capacity; Target battery capacity decreases linearly with mileage from the first unit mileage to the (i+1)th unit mileage; Target battery capacity increases linearly with mileage from the (i+1)th unit mileage to the (i+n)th unit mileage; Target battery capacity decreases linearly with mileage from the (i+n+1)th unit mileage to the (i+n+m)th unit mileage.

[0105] In one feasible implementation, step C2 may include steps C21 to C22:

[0106] Step C21: Determine the target torque correction amount based on the target slope state;

[0107] Step C22: Determine the target torque planning strategy based on the slope type corresponding to the target slope state, the target torque correction amount, and the basic energy recovery torque.

[0108] It is easy to understand that this embodiment can also control the vehicle torque according to the target slope state. Specifically, this embodiment can control the vehicle energy recovery torque, so the above-mentioned target torque correction amount can be the energy recovery torque correction amount.

[0109] In practical implementation, when the target slope is a steep uphill section or a continuous uphill section, the target energy recovery torque = base energy recovery torque - energy recovery torque correction amount. The energy recovery torque correction amount is related to the slope or average slope, and the larger the slope, the larger the correction amount.

[0110] When the target slope is a steep downhill section or a continuous downhill section, the target energy recovery torque = base energy recovery torque + energy recovery torque correction amount. The energy recovery torque correction amount is related to the slope or average slope, and the larger the slope, the larger the correction amount.

[0111] In this embodiment, not only can the vehicle's power distribution be controlled according to the slope and gradient to obtain a target power planning strategy, but the vehicle's torque output can also be controlled according to the slope and gradient to obtain a target torque planning strategy, thereby achieving limited control of vehicle energy in slope scenarios and improving vehicle operating efficiency.

[0112] In this embodiment, the target energy management strategy includes a target battery power planning strategy and a target torque planning strategy. Therefore, on one hand, this embodiment divides the target driving route into preset segments to obtain a first driving segment and a second driving segment; it determines whether the target slope state corresponding to the first driving segment is a continuous slope; if so, it determines whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same; if so, it determines the target battery power planning strategy based on the base battery power and the unit mileage compensation amount. If not, it determines the target battery power planning strategy based on the base battery power and the unit mileage recharge amount. On the other hand, this embodiment determines the target torque correction amount based on the target slope state; it determines the target torque planning strategy based on the slope type corresponding to the target slope state, the target torque correction amount, and the base energy recovery torque. Therefore, this embodiment can not only control the vehicle's battery power distribution according to the slope and gradient conditions to obtain a target battery power planning strategy, but also control the vehicle's torque output according to the slope and gradient conditions to obtain a target torque planning strategy, thereby achieving limited control of vehicle energy in slope scenarios and improving vehicle operating efficiency.

[0113] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle energy management method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0114] This application also provides a vehicle energy management device; please refer to... Figure 6 , Figure 6 This is a schematic diagram of the module structure of the vehicle energy management device according to an embodiment of this application. In this embodiment, the vehicle energy management device includes:

[0115] Altitude acquisition module 601 is used to determine the reference mileage altitude information based on the current navigation information corresponding to the target driving route;

[0116] The slope detection module 602 is used to predict the slope of the target driving route based on the reference mileage height information and obtain the target slope status.

[0117] The energy planning module 603 is used to determine the target energy management strategy corresponding to the target driving route based on the target slope state.

[0118] As one possible implementation, in this embodiment, the altitude acquisition module 601 is further used to determine the current coordinate information and altitude information based on the current navigation information corresponding to the target driving route;

[0119] The altitude acquisition module 601 is also used to determine the reference mileage altitude information based on the current coordinate information and the altitude information.

[0120] As one possible implementation, in this embodiment, the slope detection module 602 is also used to compare the baseline mileage height information at preset intervals to obtain the target mileage height difference;

[0121] The slope detection module 602 is also used to determine the unit mileage slope information corresponding to the target driving route based on the preset height threshold and the target mileage height difference;

[0122] The slope detection module 602 is also used to determine the target slope status based on the unit mileage slope information.

[0123] As one possible implementation, in this embodiment, the target energy management strategy includes a target power planning strategy and a target torque planning strategy; the energy planning module 603 is further configured to determine the target power planning strategy based on the base battery power and the target slope state;

[0124] The energy planning module 603 is also used to determine the target torque planning strategy based on the base energy recovery torque and the target slope state.

[0125] As one possible implementation, in this embodiment, the energy planning module 603 is also used to pre-divide the target driving route into a first driving segment and a second driving segment;

[0126] The energy planning module 603 is also used to determine whether the target slope state corresponding to the first driving segment is a continuous slope;

[0127] The energy planning module 603 is also used to determine, if so, whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same;

[0128] The energy planning module 603 is also used to determine the target energy planning strategy based on the base battery capacity and the unit mileage compensation amount if the condition is met.

[0129] As one possible implementation, in this embodiment, the energy planning module 603 is further configured to determine the target energy planning strategy based on the base battery capacity and the recharge amount per unit mileage, if not.

[0130] As one possible implementation, in this embodiment, the energy planning module 603 is further configured to determine the target torque planning strategy based on the slope type corresponding to the target slope state, the target torque correction amount, and the basic energy recovery torque.

[0131] The vehicle energy management device provided in this application, employing the vehicle energy management method in the above embodiments, can solve the technical problems of vehicle energy management methods. Compared with the prior art, the beneficial effects of the vehicle energy management device provided in this application are the same as those of the vehicle energy management method provided in the above embodiments, and other technical features in the vehicle energy management device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0132] This application provides a vehicle, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle energy management method in Embodiment 1 above.

[0133] The following is for reference. Figure 7 The diagram illustrates a structural schematic of a vehicle suitable for implementing embodiments of this application. The vehicle in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 7 The vehicle shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of this application.

[0134] like Figure 7As shown, the vehicle may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.) that can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for vehicle operation. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 allows the vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although vehicles with various systems are shown in the figures, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0135] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, an embodiment disclosed in this application includes a vehicle energy management program product, which includes a vehicle energy management program carried on a computer-readable medium, the vehicle energy management program containing program code for performing the methods shown in the flowcharts. In such an embodiment, the vehicle energy management program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the vehicle energy management program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0136] The vehicle provided in this application, employing the vehicle energy management method described in the above embodiments, can solve the technical problems of vehicle energy management methods. Compared with the prior art, the beneficial effects of the vehicle provided in this application are the same as those of the vehicle energy management method provided in the above embodiments, and other technical features of the vehicle are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0137] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0138] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0139] This application provides a storage medium having computer-readable program instructions (i.e., vehicle energy management program) stored thereon, which are used to execute the vehicle energy management method in the above embodiments.

[0140] The storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0141] The aforementioned storage medium may be included in the vehicle or may exist independently without being installed in the vehicle.

[0142] The aforementioned storage medium carries one or more programs, which, when executed by the vehicle, enable the vehicle to effectively manage its energy.

[0143] Vehicle energy management program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0144] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and vehicle energy management program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0145] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0146] The above are only some embodiments of this application and do not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle energy management method, characterized in that, The method includes: Determine the baseline mileage and altitude information based on the current navigation information corresponding to the target driving route; Based on the baseline mileage and altitude information, the gradient of the target driving route is predicted to obtain the target gradient status; The target energy management strategy corresponding to the target driving route is determined based on the target slope state; the target energy management strategy includes a target power planning strategy and a target torque planning strategy. The step of determining the target energy management strategy corresponding to the target driving route based on the target slope state includes: The target battery power planning strategy is determined based on the base battery power and the target slope status. The target torque planning strategy is determined based on the basic energy recovery torque and the target slope state. The step of determining the target battery capacity planning strategy based on the base battery capacity and the target slope state includes: The target driving route is divided into preset road segments to obtain a first driving segment and a second driving segment; Determine whether the target slope state corresponding to the first driving segment is a continuous slope; If so, determine whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same; If so, the target power planning strategy is determined based on the base battery capacity and the compensation amount per unit mileage.

2. The vehicle energy management method as described in claim 1, characterized in that, The step of determining the unit mileage altitude information based on the current navigation information corresponding to the target driving route includes: Determine the current coordinates and altitude based on the current navigation information corresponding to the target driving route; The reference mileage altitude information is determined based on the current coordinate information and the altitude information.

3. The vehicle energy management method as described in claim 1, characterized in that, The step of predicting the slope of the target driving route based on the reference mileage altitude information to obtain the target slope state includes: The baseline mileage altitude information is compared at preset intervals to obtain the target mileage altitude difference; The unit mileage slope information corresponding to the target driving route is determined based on the preset height threshold and the target mileage height difference; The target slope status is determined based on the unit mileage slope information.

4. The vehicle energy management method as described in claim 1, characterized in that, After determining whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same, the method further includes: If not, the target power planning strategy is determined based on the base battery capacity and the recharge amount per unit mileage.

5. The vehicle energy management method as described in claim 1, characterized in that, The step of determining the target torque planning strategy based on the basic energy recovery torque and the target slope state includes: The target torque correction amount is determined based on the target slope state; The target torque planning strategy is determined based on the slope type corresponding to the target slope state, the target torque correction amount, and the basic energy recovery torque.

6. A vehicle energy management device, characterized in that, The vehicle energy management device includes: The altitude acquisition module is used to determine the reference mileage altitude information based on the current navigation information corresponding to the target driving route; The slope detection module is used to predict the slope of the target driving route based on the reference mileage height information, and obtain the target slope status; An energy planning module is used to determine a target energy management strategy corresponding to the target driving route based on the target slope state; the target energy management strategy includes a target power planning strategy and a target torque planning strategy. The energy planning module is further configured to determine the target power planning strategy based on the base battery charge and the target slope state; and to determine the target torque planning strategy based on the base energy recovery torque and the target slope state. The energy planning module is also used to divide the target driving route into preset segments to obtain a first driving segment and a second driving segment; determine whether the target slope state corresponding to the first driving segment is a continuous slope; if so, determine whether the slope type corresponding to the first driving segment and the slope type corresponding to the second driving segment are the same; if so, determine the target power planning strategy based on the base battery power and the unit mileage compensation amount.

7. A vehicle, characterized in that, The vehicle includes: a memory, a processor, and a vehicle energy management program stored in the memory and executable on the processor, the vehicle energy management program being configured to implement the steps of the vehicle energy management method as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium is a storage medium that stores a vehicle energy management program. When the vehicle energy management program is executed by the processor, it implements the steps of the vehicle energy management method as described in any one of claims 1 to 5.

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