Vehicle energy management method, electronic equipment and vehicle

Abstract

The invention provides a vehicle energy management method, electronic equipment and a vehicle, and the method comprises the steps: obtaining map navigation information which comprises the recommended vehicle speed of each path; and determining a preset vehicle speed interval corresponding to the recommended vehicle speed of each path. Acquiring an energy consumption correction coefficient corresponding to each vehicle speed interval of the driver and basic energy consumption corresponding to each vehicle speed interval; wherein the energy consumption correction coefficient is determined according to the driving style of the driver. And for each section of path, determining corrected energy consumption according to the energy consumption correction coefficient and the basic energy consumption of the corresponding vehicle speed interval. The correction energy consumption about to be generated by each path is predicted in combination with the driving styles of the drivers, so that the determination of the correction energy consumption better fits the driving styles of the drivers, and the planning of the energy consumption of the whole vehicle is more reasonable. The hybrid power vehicle can be continuously in a high-efficiency and low-energy-consumption state in the running process, and the energy consumption of the whole vehicle is effectively reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle energy management method, electronic equipment, and vehicle. Background Technology

[0002] Energy management for hybrid vehicles can rationally allocate the power of the engine and electric motor, enabling both to operate in a high-efficiency, low-energy-consumption range to minimize overall vehicle energy consumption. Currently, energy management for hybrid vehicles predicts average energy consumption based on average data from a large number of drivers, but this ignores the differences in driving styles among different drivers, leading to inefficient energy management and insignificant reductions in overall vehicle energy consumption. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle energy management method, electronic equipment and vehicle to solve the problem that unreasonable energy management of hybrid vehicles leads to insignificant reduction in overall vehicle energy consumption.

[0004] To achieve the above objectives, the first aspect of this application provides a vehicle energy management method, comprising: Obtain map navigation information, which includes recommended vehicle speeds for each route segment; Determine the preset speed range corresponding to the recommended speed for each route segment; The energy consumption correction coefficient for each vehicle speed range and the base energy consumption for each vehicle speed range are obtained; wherein the energy consumption correction coefficient is determined based on the driver's driving style. For each route segment, the corrected energy consumption is determined based on the energy consumption correction coefficient and the base energy consumption for the corresponding speed range.

[0005] Optionally, the method for determining the energy consumption correction coefficient includes: Obtain the driver's driving style and style intensity index for each speed range; The initial energy consumption correction coefficient is determined based on the driving style and the preset correspondence. The initial energy consumption correction coefficient is corrected based on the style degree index to obtain the energy consumption correction coefficient.

[0006] Optionally, the method for determining the driving style and the style degree index includes: Obtain the driver's historical driving data and historical map navigation information, wherein the historical map navigation information includes the historical recommended speed for each historical route; Determine the speed range corresponding to the historical recommended speed for each historical route segment; For each speed range, all historical paths corresponding to the speed range are determined, and historical driving data corresponding to all historical paths are determined. Based on the historical driving data corresponding to all historical paths, the driver's driving style and style intensity index within the speed range are determined.

[0007] Optionally, the driver's driving style within the speed range is determined based on the historical driving data corresponding to all historical paths, including: The historical speed information, historical accelerator pedal information, and historical brake pedal information are statistically analyzed from the historical driving data corresponding to all historical paths. The driving style is determined based on historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information.

[0008] Optionally, the historical vehicle speed information includes historical speeding incidents and historical average vehicle speed; the historical accelerator pedal information includes historical average accelerator pedal opening; and the historical brake pedal information includes historical average brake pedal opening. Determining the driving style based on the historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information includes: In response to the historical average vehicle speed being less than or equal to a first vehicle speed threshold, the historical average accelerator pedal opening being less than or equal to a first acceleration opening threshold, and the historical average brake pedal opening being greater than a second brake opening threshold, the driving style is determined to be a conservative style. In response to the historical average vehicle speed being greater than a first vehicle speed threshold and less than or equal to a second vehicle speed threshold, the historical average accelerator pedal opening being greater than a first acceleration opening threshold and less than or equal to a second acceleration opening threshold, and the historical average brake pedal opening being greater than a first brake opening threshold and less than or equal to a second brake opening threshold, the driving style is determined to be a smooth style. In response to the historical average vehicle speed being greater than a second vehicle speed threshold, the historical average accelerator pedal opening being greater than a second acceleration opening threshold, and the historical average brake pedal opening being less than or equal to a first brake opening threshold, the driving style is determined to be an aggressive style; or, In response to the historical speeding count exceeding a preset number, the driving style is determined to be an aggressive style.

[0009] Optionally, a style index of the driver within the speed range is determined based on historical driving data corresponding to all historical paths, including: Statistically analyze the historical speed standard deviation, historical emergency operation count, and historical lane change count in the historical driving data corresponding to all historical paths. The style degree index is determined based on the historical speed standard deviation, the number of historical emergency operations, and the number of historical lane changes.

[0010] Optionally, determining the style degree index based on historical speed standard deviation, historical emergency operation count, and historical lane change count includes: In response to the historical speed standard deviation being less than or equal to a first standard deviation threshold, the historical number of emergency operations being less than or equal to a first operation number threshold, and the historical number of lane changes being less than or equal to a first lane change number threshold, the style degree index is determined to be a primary index. In response to the historical speed standard deviation being greater than a first standard deviation threshold and less than or equal to a second standard deviation threshold, the historical number of emergency operations being greater than a first operation number threshold and less than or equal to a second operation number threshold, and the historical number of lane changes being greater than a first lane change number threshold and less than or equal to a second lane change number threshold, the style degree index is determined to be a medium-level index. In response to the historical speed standard deviation being greater than the second standard deviation threshold, the historical number of emergency operations being greater than the second number of operations threshold, and the historical number of lane changes being greater than the second number of lane changes threshold, the style degree index is determined to be an advanced index.

[0011] Optionally, the method further includes: Obtain the reserved energy consumption set by the driver; Based on the corrected energy consumption and the reserved energy consumption for each path segment, the target energy consumption for each path segment is determined so that the vehicle can travel according to the target energy consumption.

[0012] A second aspect of this application also provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the computer program, implements the method as described in the first aspect.

[0013] This application also provides a vehicle including the electronic equipment described in the second aspect.

[0014] As can be seen from the above, the vehicle energy management method, electronic device, and vehicle provided in this application include: acquiring map navigation information, which includes recommended speeds for each route segment, the recommended speed being the average speed of most drivers on that route; determining a preset speed range corresponding to the recommended speed for each route segment; statistically analyzing the driver's actual driving behavior at different recommended speeds by dividing the speed range; acquiring the energy consumption correction coefficient corresponding to the driver in each speed range, and the base energy consumption corresponding to each speed range; wherein the energy consumption correction coefficient is determined based on the driver's driving style. The energy consumption correction coefficient is predetermined based on driving style, and different drivers have different energy consumption correction coefficients, which can reflect the differences in driving styles among different drivers. Furthermore, for different speed ranges, the same driver's driving style will also differ, resulting in different energy consumption. For each route segment, the corrected energy consumption is determined based on the energy consumption correction coefficient and base energy consumption of the corresponding speed range. By combining driver driving style predictions with the estimated corrected energy consumption for each route segment, the determination of corrected energy consumption becomes more aligned with each driver's style, leading to more rational planning of overall vehicle energy consumption. Furthermore, dividing the entire trip into multiple segments and determining the corrected energy consumption for each segment refines the overall energy consumption planning method. This allows for segmented and detailed power allocation between the engine and electric motor, enabling hybrid vehicles to maintain a consistently high-efficiency, low-energy-consumption state during operation and effectively reducing overall vehicle energy consumption. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart illustrating the vehicle energy management method according to an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a vehicle energy management device according to an embodiment of this application; Figure 3 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] As described in the background section, the energy consumption of hybrid vehicles includes both electricity and fuel consumption. How to rationally allocate the fuel consumption of the engine and the energy consumption of the electric motor is a crucial aspect of energy management. Currently, the average energy consumption for future road segments is typically predicted based on the average vehicle speed of most drivers and the electric motor torque. However, this process does not consider the impact of different driving styles on average energy consumption. When different drivers operate the vehicle, the predicted average energy consumption cannot minimize the vehicle's energy consumption, resulting in a minimal reduction in overall vehicle energy consumption and unsatisfactory energy management performance, leading to low user satisfaction. Therefore, this application proposes a vehicle energy management method that incorporates the driver's driving style for global energy consumption planning, making the energy consumption planning more rational and conducive to reducing overall vehicle energy consumption.

[0020] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0021] This application proposes a vehicle energy management method, referencing... Figure 1 This includes the following steps: Step 102: Obtain map navigation information, which includes the recommended speed for each route segment.

[0022] Specifically, map navigation information can be obtained from map providers. This information includes navigation routes and recommended speeds for each route segment, as well as road types and speed limits. Recommended speeds are either average speeds calculated from a large amount of real-world driving data or suggested speeds based on road type and other factors.

[0023] Step 104: Determine the preset speed range corresponding to the recommended speed for each route segment.

[0024] Specifically, the preset speed ranges are pre-defined based on actual vehicle speeds. For example, four speed ranges can be determined based on actual speed: low speed, low-medium speed, medium speed, and high speed. The driver's driving style can then be determined based on each different speed range. In practice, the low speed range is 0-30 km / h, the low-medium speed range is 30 km / h-60 km / h, the medium speed range is 60 km / h-90 km / h, and the high speed range is above 90 km / h. This embodiment uses recommended speeds as a basis. Recommended speeds are the average speeds of most drivers. By comparing actual speeds with recommended speeds, the differences in driving style between the current driver and most other drivers can be reflected, as well as the specific differences in driving behavior within each speed range. After determining the recommended speed for each route from the map navigation information, the recommended speed can be divided into corresponding preset speed ranges to determine the speed range to which each route belongs. Subsequently, in energy consumption planning, routes belonging to the same speed range can be planned uniformly. It should be noted that the number of speed ranges and the speed range of each speed range can be adjusted according to the actual situation, and this step does not impose specific restrictions.

[0025] Step 106: Obtain the energy consumption correction coefficient for the driver in each speed range, and the basic energy consumption for each speed range; wherein the energy consumption correction coefficient is determined based on the driver's driving style.

[0026] Specifically, the energy consumption correction coefficient is predetermined based on the driver's driving style. For the same driver, different speed ranges correspond to different energy consumption correction coefficients because the driver's driving style varies across these ranges. For example, in low-speed ranges, the actual road conditions may be congested, leading the driver to exhibit a driving style that is either more stable or more aggressive when following other vehicles. In high-speed ranges, the actual road conditions are relatively smooth, allowing the driver to exhibit a different driving style, potentially either conservative or aggressive. This application further subdivides the energy consumption correction coefficient according to speed ranges, which is beneficial for optimizing energy consumption planning throughout the entire trip. Simultaneously, for each speed range, extensive real-vehicle testing has yielded corresponding baseline energy consumption data. The energy consumption value generated when the vehicle travels at speeds within a speed range is the baseline energy consumption for that speed range. For hybrid vehicles, the baseline energy consumption data includes both electricity consumption and fuel consumption.

[0027] Step 108: For each route segment, determine the corrected energy consumption based on the energy consumption correction coefficient and the base energy consumption for the corresponding speed range.

[0028] Specifically, after dividing each path into corresponding speed ranges, a corresponding energy consumption correction coefficient can be assigned. Based on the energy consumption correction coefficient and the base energy consumption for each path, the base energy consumption is corrected according to the correction coefficient to obtain the corrected energy consumption for that path, thus yielding the energy consumption matched to the driver's driving style. Subsequently, the corrected energy consumption for all paths in the entire navigation route can be obtained to complete global energy consumption planning. The vehicle controller can then rationally allocate power to the engine and motor based on the corrected energy consumption for each path, minimizing overall vehicle energy consumption and effectively reducing overall vehicle energy consumption.

[0029] Based on steps 102 to 108 above, the vehicle energy management method provided in this embodiment includes: acquiring map navigation information, wherein the map navigation information includes recommended vehicle speeds for each route segment, and the recommended vehicle speed is the average speed of most drivers when driving on that route segment. Determining a preset speed range corresponding to the recommended vehicle speed for each route segment. By dividing the speed range, the actual driving situation of the driver at different recommended speeds can be statistically analyzed. Acquiring the energy consumption correction coefficient corresponding to the driver in each speed range, and the base energy consumption corresponding to each speed range; wherein the energy consumption correction coefficient is determined according to the driver's driving style. The energy consumption correction coefficient is predetermined based on driving style; different drivers have different energy consumption correction coefficients, and the energy consumption correction coefficient can reflect the differences in driving styles of different drivers. At the same time, for different speed ranges, the driving style of the same driver will also be different, resulting in different energy consumption. For each route segment, determining the corrected energy consumption based on the energy consumption correction coefficient and base energy consumption of the corresponding speed range. By combining driver driving style predictions with the estimated corrected energy consumption for each route segment, the determination of corrected energy consumption becomes more aligned with each driver's style, leading to more rational planning of overall vehicle energy consumption. Furthermore, dividing the entire trip into multiple segments and determining the corrected energy consumption for each segment refines the overall energy consumption planning method. This allows for segmented and detailed power allocation between the engine and electric motor, enabling hybrid vehicles to maintain a consistently high-efficiency, low-energy-consumption state during operation and effectively reducing overall vehicle energy consumption.

[0030] The method for determining the energy consumption correction factor is explained in detail below.

[0031] In some embodiments, the method for determining the energy consumption correction coefficient includes: Obtain the driver's driving style and style intensity index for each speed range; The initial energy consumption correction coefficient is determined based on the driving style and the preset correspondence. The initial energy consumption correction coefficient is corrected based on the style degree index to obtain the energy consumption correction coefficient.

[0032] Specifically, when characterizing a driver's driving style, a style degree index corresponding to that style is also considered. For example, when a driver's driving style is aggressive, the style degree index characterizes the degree of aggression; when a driver's driving style is conservative, the style degree index characterizes the degree of conservatism. Both driving style and the style degree index are determined based on a large amount of historical driving data. There is a correspondence between driving style and initial energy consumption correction coefficient. Driving styles include conservative, moderate, and aggressive. The initial energy consumption correction coefficient for moderate driving is the standard reference value, for example, 1. Based on this, the initial energy consumption correction coefficient for conservative driving is less than the standard reference value, for example, 0.8, and the initial energy consumption correction coefficient for aggressive driving is greater than the standard reference value, for example, 1.2. The style degree index characterizes the degree of driving style, such as the conservatism of a conservative driving style, the moderation of a moderate driving style, and the aggression of an aggressive driving style. The style level index includes a basic index, an intermediate index, and an advanced index. The higher the index level, the greater the degree. For example, an aggressive driving style, if the corresponding style level index is advanced, means that the driver's driving style is very aggressive. If the corresponding style level index is basic, it means that the driver's driving style is slightly aggressive.

[0033] The initial energy consumption correction factor is adjusted based on the style degree index. The higher the index level, the larger the style degree index. For example, if the initial energy consumption correction factor is 1, and the style degree index is a primary index of 0.1, the energy consumption correction factor = 1 * (1 + 0.1) = 1.1. If the style degree index is a high-level index of 0.3, the energy consumption correction factor = 1 * (1 + 0.3) = 1.3.

[0034] The energy consumption correction coefficient determined in this embodiment not only takes into account the driver's basic driving style, but also the degree of style under the driving style, which can more accurately determine the energy consumption correction coefficient matched with the driver, which is beneficial to optimizing energy consumption planning in subsequent navigation paths.

[0035] The following describes the method for determining driving style and style degree index through specific embodiments.

[0036] In some embodiments, the method for determining the driving style and the style degree index includes: Obtain the driver's historical driving data and historical map navigation information, wherein the historical map navigation information includes the historical recommended speed for each historical route; Determine the speed range corresponding to the historical recommended speed for each historical route segment; For each speed range, all historical paths corresponding to the speed range are determined, and historical driving data corresponding to all historical paths are determined. Based on the historical driving data corresponding to all historical paths, the driver's driving style and style intensity index within the speed range are determined.

[0037] In this embodiment, driving style and style intensity index are determined by acquiring the driver's historical driving data and historical map navigation information. The historical driving data is collected from onboard sensors, including an onboard positioning system, accelerometer, gyroscope, vehicle speed sensor, and vision sensor. The historical driving data includes vehicle speed, acceleration, steering wheel angle and rate of change, accelerator pedal opening and rate of change, brake pedal opening and rate of change, distance to the vehicle in front, acceleration of the vehicle in front, and type of the vehicle in front.

[0038] Historical map navigation information includes the historical recommended speed for each historical route. These recommended speeds are divided into corresponding speed ranges. Then, for each speed range, all historical routes within that range can be statistically analyzed. From historical driving data, driving data corresponding to all historical routes within each speed range is determined, and statistical analysis is performed on this data. This includes analyzing speed, rapid acceleration, rapid deceleration, and lane changes to determine the driver's driving style and style intensity index within each speed range. During the statistical analysis, models can be used, such as K-means clustering machine learning algorithms, to analyze historical driving data, extract key feature data, and then perform cluster analysis to quickly determine driving style and style intensity index. Through detailed segmentation of historical driving data and extraction of feature data, the driver's driving style and style intensity index within different speed ranges can be accurately determined.

[0039] The historical data required to determine driving style and style intensity index varies, as illustrated below with specific examples.

[0040] In some embodiments, determining the driver's driving style within the speed range based on historical driving data corresponding to all historical paths includes: The historical speed information, historical accelerator pedal information, and historical brake pedal information are statistically analyzed from the historical driving data corresponding to all historical paths. The driving style is determined based on historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information.

[0041] Specifically, driving style is determined based on historical vehicle speed, accelerator pedal, and brake pedal data. Historical vehicle speed data reflects the driver's average speed during driving, indicating their speed preferences. The frequency and force of accelerator and brake pedal use reflect the intensity of driving. Historical accelerator pedal data reveals the driver's habits when pressing the accelerator, indicating whether they frequently accelerate rapidly. Frequent rapid acceleration suggests an aggressive driving style, while conversely, a more conservative or stable style. Historical brake pedal data reflects the driver's habits when pressing the brake pedal; higher brake pedal usage indicates a more conservative driving style, while conversely, an aggressive style. By using this historical driving data, the driver's driving style can be accurately assessed and determined, ensuring the determined style better reflects the driver's actual driving conditions and facilitating accurate vehicle energy consumption planning.

[0042] Furthermore, the historical vehicle speed information includes historical speeding incidents and historical average vehicle speed; the historical accelerator pedal information includes historical average accelerator pedal opening; and the historical brake pedal information includes historical average brake pedal opening. Determining the driving style based on the historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information includes: In response to the historical average vehicle speed being less than or equal to a first vehicle speed threshold, the historical average accelerator pedal opening being less than or equal to a first acceleration opening threshold, and the historical average brake pedal opening being greater than a second brake opening threshold, the driving style is determined to be a conservative style. In response to the historical average vehicle speed being greater than a first vehicle speed threshold and less than or equal to a second vehicle speed threshold, the historical average accelerator pedal opening being greater than a first acceleration opening threshold and less than or equal to a second acceleration opening threshold, and the historical average brake pedal opening being greater than a first brake opening threshold and less than or equal to a second brake opening threshold, the driving style is determined to be a smooth style. In response to the historical average vehicle speed being greater than a second vehicle speed threshold, the historical average accelerator pedal opening being greater than a second acceleration opening threshold, and the historical average brake pedal opening being less than or equal to a first brake opening threshold, the driving style is determined to be an aggressive style; or, In response to the historical speeding count exceeding a preset number, the driving style is determined to be an aggressive style.

[0043] Specifically, historical average vehicle speed can be determined based on historical vehicle speed information, and the number of speeding violations can be determined by combining this with road segment speed limit information from historical navigation maps. For the accelerator and brake pedals, the pedal opening is the primary reference, used to characterize the driver's driving intensity. The average historical accelerator pedal opening is calculated based on historical accelerator pedal information, and the average historical brake pedal opening is calculated based on historical brake pedal information.

[0044] When the driving style is conservative, the average vehicle speed and average accelerator pedal opening are typically low, while the average brake pedal opening is relatively high. Specifically, if the historical average vehicle speed is less than or equal to a first vehicle speed threshold, the historical average accelerator pedal opening is less than or equal to a first acceleration opening threshold, and the historical average brake pedal opening is greater than a second brake opening threshold, it indicates that the driver is driving at a low speed, pressing the accelerator pedal lightly, and pressing the brake pedal heavily, thus determining the driving style to be conservative. For example, the first vehicle speed threshold is 40 km / h, the first acceleration opening threshold is 30%, and the second brake opening threshold is 80%.

[0045] When the driving style is set to "smooth," the average vehicle speed and average pedal opening are typically moderate. Specifically, if the historical average vehicle speed is greater than a first speed threshold and less than or equal to a second speed threshold, the historical average accelerator pedal opening is greater than a first acceleration pedal opening threshold and less than or equal to a second acceleration pedal opening threshold, and the historical average brake pedal opening is greater than a first brake pedal opening threshold and less than or equal to a second brake pedal opening threshold, it indicates that the driver's driving data is moderate across all aspects, thus determining the driving style to be "smooth." The second speed threshold is greater than the first speed threshold. For example, the second speed threshold is 70 km / h, the second acceleration pedal opening threshold is 50%, and the first brake pedal opening threshold is 50%.

[0046] When the driving style is aggressive, the average vehicle speed and average accelerator pedal opening are typically higher, while the average brake pedal opening is lower. Specifically, if the historical average vehicle speed is greater than a second speed threshold, the historical average accelerator pedal opening is greater than a second acceleration opening threshold, and the historical average brake pedal opening is less than or equal to a first brake opening threshold, it indicates that the driver's average vehicle speed is high, the accelerator pedal is pressed harder, and the accelerator pedal is pressed lighter, thus defining the driving style as aggressive.

[0047] In addition to determining whether a driver is aggressive based on average vehicle speed and average pedal opening, the driving style can also be determined based on the number of historical speeding violations. A higher number of speeding violations indicates a more aggressive driving style. Specifically, if the number of historical speeding violations exceeds a preset limit, the driving style is determined to be aggressive. The preset limit can be determined based on the amount of historical driving data; the larger the data volume, the higher the preset limit. This embodiment analyzes different historical driving data from multiple perspectives, analyzing the driver's actual driving behavior to accurately determine their driving style.

[0048] In some embodiments, determining a driver's style index within the speed range based on historical driving data corresponding to all historical paths includes: Statistically analyze the historical speed standard deviation, historical emergency operation count, and historical lane change count in the historical driving data corresponding to all historical paths. The style degree index is determined based on the historical speed standard deviation, the number of historical emergency operations, and the number of historical lane changes.

[0049] Specifically, the historical speed standard deviation characterizes the fluctuations in vehicle speed during driving; a larger historical speed standard deviation indicates greater speed fluctuations. The historical number of emergency maneuvers characterizes the frequency of emergency maneuvers during driving; a higher number of emergency maneuvers indicates more aggressive driving. Emergency maneuvers include sudden braking and sudden acceleration. Vehicle monitoring systems can record the number and frequency of lane changes; aggressive drivers typically change lanes more frequently to seek faster passage, while conservative drivers change lanes less often.

[0050] When determining whether an operation is an emergency, the rate of change of the accelerator pedal opening and brake pedal opening can be calculated to determine whether it is a sudden acceleration or sudden braking. For example, when the rate of change of opening exceeds 15%, it is considered an emergency operation. When determining the number of historical lane changes, the steering wheel angle rate before and after the lane change can also be counted to determine the aggressiveness of the lane change. If the steering wheel angle rate is large, it indicates that the lane change speed is fast and the lane change process is relatively aggressive.

[0051] The style intensity index is determined based on historical speed standard deviation, historical emergency maneuver count, and historical lane change count. This index includes basic, intermediate, and advanced levels; a higher index level indicates a higher degree of intensity. Essentially, it subdivides driving styles within a given range, using the index level to represent the degree of driving intensity. Through the statistical analysis of this data, the style intensity index can be accurately assessed. Based on the established driving styles, further refinement of those styles is possible, helping to determine energy consumption correction coefficients that are more tailored to each driver, thereby optimizing overall vehicle energy consumption.

[0052] Furthermore, determining the style degree index based on historical speed standard deviation, historical emergency operation count, and historical lane change count includes: In response to the historical speed standard deviation being less than or equal to a first standard deviation threshold, the historical number of emergency operations being less than or equal to a first operation number threshold, and the historical number of lane changes being less than or equal to a first lane change number threshold, the style degree index is determined to be a primary index. In response to the historical speed standard deviation being greater than a first standard deviation threshold and less than or equal to a second standard deviation threshold, the historical number of emergency operations being greater than a first operation number threshold and less than or equal to a second operation number threshold, and the historical number of lane changes being greater than a first lane change number threshold and less than or equal to a second lane change number threshold, the style degree index is determined to be a medium-level index. In response to the historical speed standard deviation being greater than the second standard deviation threshold, the historical number of emergency operations being greater than the second number of operations threshold, and the historical number of lane changes being greater than the second number of lane changes threshold, the style degree index is determined to be an advanced index.

[0053] Specifically, when the style degree index is at the primary level, the vehicle speed fluctuates less, the number of emergency maneuvers is less, and lane changes are more cautious. In practice, if the historical speed standard deviation is less than or equal to the first standard deviation threshold, the historical number of emergency maneuvers is less than or equal to the first maneuver threshold, and the historical number of lane changes is less than or equal to the first lane change threshold, the style degree index is determined to be at the primary level.

[0054] When the style severity index is at the intermediate level, the vehicle speed fluctuates evenly during driving, with occasional emergency maneuvers and a moderate number of lane changes. Specifically, if the historical speed standard deviation is greater than the first standard deviation threshold but less than or equal to the second standard deviation threshold, the historical number of emergency maneuvers is greater than the first maneuver threshold but less than or equal to the second maneuver threshold, and the historical number of lane changes is greater than the first lane change threshold but less than or equal to the second lane change threshold, then the style severity index is determined to be at the intermediate level.

[0055] When the style severity index is high, the vehicle speed fluctuates significantly, there are many emergency maneuvers, and lane changes occur frequently during driving. In specific implementation, the style severity index is determined to be high if the historical speed standard deviation is greater than the second standard deviation threshold, the historical number of emergency maneuvers is greater than the second maneuver threshold, and the historical number of lane changes is greater than the second lane change threshold.

[0056] It should be noted that the second standard deviation threshold is greater than the first standard deviation threshold, the second number of operations threshold is greater than the first operation threshold, and the second number of lane changes threshold is greater than the first number of lane changes threshold. The first standard deviation threshold, second standard deviation threshold, first number of operations threshold, second number of operations threshold, first number of lane changes threshold, and second number of lane changes threshold can be set according to actual conditions, such as vehicle condition, road condition, etc., and this embodiment does not impose specific restrictions. Through the method of this embodiment, different historical driving data are analyzed from multiple perspectives, and the specific style degree index is refined based on the driver's actual driving behavior analysis, achieving the goal of accurately determining the style degree index.

[0057] After determining the corrected energy consumption through the aforementioned embodiments, the energy consumption for each segment of the entire navigation path for the current driver can be obtained. However, if the driver expects the vehicle to retain some residual energy after reaching the destination on the navigation path, the energy consumption allocation during vehicle operation can be further planned based on the driver's demand for residual energy. Specific embodiments are described below.

[0058] In some embodiments, the method further includes: Obtain the reserved energy consumption set by the driver; Based on the corrected energy consumption and the reserved energy consumption for each path segment, the target energy consumption for each path segment is determined so that the vehicle can travel according to the target energy consumption.

[0059] Specifically, before the trip begins, the driver can set a reserved energy consumption on the vehicle's end. This reserved energy consumption represents the vehicle's expected remaining energy consumption after reaching its destination. After determining the corrected energy consumption and reserved energy consumption for each route segment, a cost optimization algorithm can be used to calculate the target energy consumption for each segment. This ensures that after the vehicle travels according to the target energy consumption, its remaining energy consumption upon reaching the destination equals the reserved energy consumption, thus achieving energy consumption planning for the driving process. The cost optimization algorithm can employ the Differential Dynamic Programming (DDP) algorithm, a recursive algorithm for solving nonlinear optimal control problems. Based on the idea of ​​dynamic programming, it recursively optimizes the control strategy by linearizing the system's dynamic equations and using a quadratic approximation cost function. This method not only rationally plans the energy consumption for each route segment but also adjusts and optimizes the energy consumption of each segment based on the reserved energy consumption set by the driver, ensuring that the vehicle's remaining energy consumption meets the driver's needs, providing a more intelligent and user-friendly energy consumption planning solution.

[0060] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0061] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0062] Based on the same inventive concept, corresponding to any of the above-described embodiments, this application also provides a vehicle energy management device.

[0063] refer to Figure 2 The vehicle energy management device includes: The first acquisition module 202 is configured to acquire map navigation information, which includes the recommended speed for each route. The first determining module 204 is configured to determine the preset speed range corresponding to the recommended speed of each path segment; The second acquisition module 206 is configured to acquire the energy consumption correction coefficient corresponding to the driver in each vehicle speed range, and the basic energy consumption corresponding to each vehicle speed range; wherein, the energy consumption correction coefficient is determined according to the driver's driving style. The second determining module 208 is configured to determine the corrected energy consumption for each path segment based on the energy consumption correction coefficient and the base energy consumption for the corresponding speed range.

[0064] In some embodiments, a third determining module is further included, configured to acquire the driver's driving style and style degree index corresponding to each vehicle speed range; determine an initial energy consumption correction coefficient based on the driving style and a preset correspondence; and correct the initial energy consumption correction coefficient based on the style degree index to obtain the energy consumption correction coefficient.

[0065] In some embodiments, the third determining module is configured to acquire the driver's historical driving data and historical map navigation information, wherein the historical map navigation information includes the historical recommended speed for each historical path; determine the speed range corresponding to the historical recommended speed for each historical path; for each speed range, determine all historical paths corresponding to the speed range, and determine the historical driving data corresponding to all historical paths; and determine the driver's driving style and style intensity index within the speed range based on the historical driving data corresponding to all historical paths.

[0066] In some embodiments, the historical vehicle speed information includes historical speeding incidents and historical average vehicle speed; the historical accelerator pedal information includes historical average accelerator pedal opening; and the historical brake pedal information includes historical average brake pedal opening. A third determining module is configured to determine that the driving style is a conservative style in response to the historical average vehicle speed being less than or equal to a first vehicle speed threshold, the historical average accelerator pedal opening being less than or equal to a first acceleration opening threshold, and the historical average brake pedal opening being greater than a second brake opening threshold. The module is also configured to determine that the driving style is conservative in response to the historical average vehicle speed being greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold. If the historical average accelerator pedal opening value is greater than a first acceleration opening value threshold and less than or equal to a second acceleration opening value threshold, and the historical average brake pedal opening value is greater than a first braking opening value threshold and less than or equal to a second braking opening value threshold, the driving style is determined to be a smooth driving style; if the historical average vehicle speed is greater than a second vehicle speed threshold, the historical average accelerator pedal opening value is greater than a second acceleration opening value threshold, and the historical average brake pedal opening value is less than or equal to a first braking opening value threshold, the driving style is determined to be an aggressive driving style; or, if the historical number of speeding violations exceeds a preset number, the driving style is determined to be an aggressive driving style.

[0067] In some embodiments, the third determining module is configured to statistically analyze the historical speed standard deviation, historical emergency operation count, and historical lane change count in the historical driving data corresponding to all historical paths; and determine the style degree index based on the historical speed standard deviation, historical emergency operation count, and historical lane change count.

[0068] In some embodiments, the third determining module is configured to determine the style degree index as a primary index in response to the historical speed standard deviation being less than or equal to a first standard deviation threshold, the historical number of emergency operations being less than or equal to a first operation number threshold, and the historical number of lane changes being less than or equal to a first lane change number threshold; to determine the style degree index as an intermediate index in response to the historical speed standard deviation being greater than the first standard deviation threshold and less than or equal to a second standard deviation threshold, the historical number of emergency operations being greater than the first operation number threshold and less than or equal to the second operation number threshold, and the historical number of lane changes being greater than the first lane change number threshold and less than or equal to the second lane change number threshold; and to determine the style degree index as a high-level index in response to the historical speed standard deviation being greater than the second standard deviation threshold, the historical number of emergency operations being greater than the second operation number threshold, and the historical number of lane changes being greater than the second lane change number threshold.

[0069] In some embodiments, the second determining module 208 is further configured to obtain the reserved energy consumption set by the driver; and determine the target energy consumption for each path segment based on the corrected energy consumption corresponding to each path segment and the reserved energy consumption, so that the vehicle travels according to the target energy consumption.

[0070] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0071] The apparatus of the above embodiments is used to implement the corresponding vehicle energy management method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0072] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle energy management method described in any of the above embodiments.

[0073] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0074] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0075] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0076] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0077] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0078] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0079] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0080] The electronic devices described above are used to implement the corresponding vehicle energy management methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0081] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle energy management method as described in any of the above embodiments.

[0082] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0083] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle energy management method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0084] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0085] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0086] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to choose, based on the prompt message, whether to provide personal information to the software or hardware such as the electronic device, application, server, or storage medium performing the operations of this disclosed technical solution.

[0087] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" regarding the provision of personal information by the electronic device.

[0088] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0089] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0090] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0091] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0092] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle energy management method, characterized in that: include: Obtaining map navigation information, wherein the map navigation information includes a recommended vehicle speed for each route segment; Determine a preset speed range corresponding to a recommended speed for each route segment; Obtaining the energy consumption correction coefficient corresponding to each speed range of the driver and the basic energy consumption corresponding to each speed range; wherein the energy consumption correction coefficient is determined according to the driving style of the driver; For each route segment, the corrected energy consumption is determined based on the energy consumption correction coefficient and basic energy consumption of the corresponding vehicle speed range.

2. The method according to claim 1, characterized in that: The method for determining the energy consumption correction coefficient includes: Obtain the driver's driving style and style degree index corresponding to each vehicle speed range; Determining an initial energy consumption correction coefficient according to the driving style and a preset corresponding relationship; The initial energy consumption correction coefficient is corrected according to the style degree index to obtain the energy consumption correction coefficient.

3. The method according to claim 2, characterized in that The method for determining the driving style and the style degree index comprises: Acquiring historical driving data and historical map navigation information of the driver, wherein the historical map navigation information includes a historical recommended vehicle speed for each historical route; Determine the speed range corresponding to the historical recommended speed for each historical route; For each vehicle speed interval, all historical routes corresponding to the vehicle speed interval are determined, and historical driving data corresponding to the all historical routes are determined. The driving style and style degree index of the driver in the vehicle speed interval are determined based on the historical driving data corresponding to the all historical routes.

4. The method according to claim 3, characterized in that Determining the driving style of the driver within the vehicle speed range according to the historical driving data corresponding to all the historical routes includes: Counting historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information in the historical driving data corresponding to all the historical paths; The driving style is determined based on historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information.

5. The method according to claim 4, characterized in that The historical vehicle speed information includes the historical speeding times and the historical average vehicle speed, the historical accelerator pedal information includes the historical accelerator pedal opening average, and the historical brake pedal information includes the historical brake pedal opening average; the determining the driving style according to the historical vehicle speed information, the historical accelerator pedal information and the historical brake pedal information includes: In response to a historical average vehicle speed being less than or equal to a first vehicle speed threshold, a historical accelerator pedal opening average being less than or equal to a first accelerator opening threshold, and a historical brake pedal opening average being greater than a second brake opening threshold, determining that the driving style is a conservative style; In response to a historical average vehicle speed being greater than a first vehicle speed threshold and less than or equal to a second vehicle speed threshold, a historical accelerator pedal opening average being greater than a first accelerator opening threshold and less than or equal to a second accelerator opening threshold, and a historical brake pedal opening average being greater than a first brake opening threshold and less than or equal to a second brake opening threshold, determining that the driving style is a stable style; In response to the historical average vehicle speed being greater than the second vehicle speed threshold, the historical accelerator pedal opening average being greater than the second accelerator opening threshold, and the historical brake pedal opening average being less than or equal to the first brake opening threshold, determining that the driving style is an aggressive style; or, In response to the historical speeding times exceeding a preset number, it is determined that the driving style is an aggressive style.

6. The method according to claim 3, characterized in that Determining the driver's style index within the vehicle speed range according to the historical driving data corresponding to all the historical routes includes: Counting the historical speed standard deviation, the historical number of emergency operations, and the historical number of lane changes in the historical driving data corresponding to all the historical paths; The style degree index is determined according to a historical speed standard deviation, a historical number of emergency operations, and a historical number of lane changes.

7. The method according to claim 6, characterized in that Determining the style degree index according to the historical speed standard deviation, the historical number of emergency operations and the historical number of lane changes includes: In response to a historical speed standard deviation being less than or equal to a first standard deviation threshold, a historical emergency operation number being less than or equal to a first operation number threshold, and a historical lane change number being less than or equal to a first lane change number threshold, determining that the style degree index is a primary index; In response to a historical speed standard deviation being greater than a first standard deviation threshold and less than or equal to a second standard deviation threshold, a historical emergency operation number being greater than a first operation number threshold and less than or equal to a second operation number threshold, and a historical lane change number being greater than a first lane change number threshold and less than or equal to a second lane change number threshold, determining that the style degree index is a medium index; In response to a historical speed standard deviation being greater than a second standard deviation threshold, a historical emergency operation number being greater than a second operation number threshold, and a historical lane change number being greater than a second lane change number threshold, determining that the style degree index is a high-level index.

8. The method according to claim 1, characterized in that The method further comprises: Obtain the reserved energy consumption set by the driver; According to the corrected energy consumption corresponding to each path segment and the reserved energy consumption, the target energy consumption of each path segment is determined so that the vehicle travels according to the target energy consumption.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 9.

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