Vehicle energy management method, electronic equipment and vehicle

Abstract

The present application provides a vehicle energy management method, an electronic device and a vehicle, the method comprising: obtaining map navigation information, the map navigation information including a recommended speed for each route segment. Determining a preset speed interval corresponding to the recommended speed for each route segment. Obtaining the energy consumption correction coefficient corresponding to each speed interval of the driver, and the basic energy consumption corresponding to each speed interval; 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 according to the energy consumption correction coefficient and the basic energy consumption of the corresponding speed interval. Predicting the corrected energy consumption that will be generated for each route segment in combination with the driver's driving style, so that the determination of the corrected energy consumption is more in line with each driver's driving style, and the planning of the energy consumption of the whole vehicle is more reasonable. It is beneficial for hybrid vehicles to remain in a high-efficiency and low-energy-consumption state during driving, effectively reducing the energy consumption of the whole vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle energy management method, electronic equipment and a vehicle. Background Art

[0002] Energy management for hybrid vehicles can reasonably allocate the power of the engine and motor so that both work in the high-efficiency and low-energy consumption area, so as to minimize the energy consumption of the whole vehicle. At present, the energy management for hybrid vehicles is to predict the average energy consumption based on the average data of a large number of drivers, but ignores the problem of different driving styles of different drivers, resulting in unreasonable energy management and no obvious reduction in the energy consumption of the whole vehicle. Summary of the invention

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

[0004] Based on the above objectives, the first aspect of the present application provides a vehicle energy management method, comprising:

[0005] Obtaining map navigation information, wherein the map navigation information includes a recommended vehicle speed for each route segment;

[0006] Determine a preset speed range corresponding to a recommended speed for each route segment;

[0007] 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;

[0008] 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.

[0009] Optionally, the method for determining the energy consumption correction coefficient includes:

[0010] Obtain the driver's driving style and style degree index corresponding to each vehicle speed range;

[0011] Determining an initial energy consumption correction coefficient according to the driving style and a preset corresponding relationship;

[0012] The initial energy consumption correction coefficient is corrected according to the style degree index to obtain the energy consumption correction coefficient.

[0013] Optionally, the method for determining the driving style and the style degree index includes:

[0014] 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;

[0015] Determine the speed range corresponding to the historical recommended speed for each historical route;

[0016] 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.

[0017] Optionally, determining the driving style of the driver within the speed range according to the historical driving data corresponding to all the historical routes includes:

[0018] 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;

[0019] The driving style is determined based on historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information.

[0020] Optionally, the historical vehicle speed information includes the historical number of speeding times and the historical average vehicle speed, the historical accelerator pedal information includes the historical average accelerator pedal opening, and the historical brake pedal information includes the historical average brake pedal opening; determining the driving style according to the historical vehicle speed information, the historical accelerator pedal information and the historical brake pedal information includes:

[0021] 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;

[0022] 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;

[0023] 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,

[0024] In response to the historical speeding times exceeding a preset number, it is determined that the driving style is an aggressive style.

[0025] Optionally, determining the driver's style index within the vehicle speed range according to the historical driving data corresponding to all the historical routes includes:

[0026] 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;

[0027] 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.

[0028] Optionally, determining the style degree index according to a historical speed standard deviation, a historical number of emergency operations, and a historical number of lane changes includes:

[0029] 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;

[0030] 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;

[0031] 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.

[0032] Optionally, the method further includes:

[0033] Obtaining the reserved energy consumption set by the driver;

[0034] 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.

[0035] The second aspect of the present application also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described in the first aspect when executing the computer program.

[0036] The present application also provides a vehicle, comprising the electronic device as described in the second aspect.

[0037] As can be seen from the above, the vehicle energy management method, electronic device and vehicle provided by the present application, the method includes: obtaining map navigation information, the map navigation information includes the recommended speed of each route, and the recommended speed is the average speed of most drivers when driving on the route. Determine the preset speed interval corresponding to the recommended speed of each route. By dividing the speed interval, the actual driving conditions of the driver at different recommended speeds can be statistically analyzed. Obtain the energy consumption correction coefficient corresponding to each speed interval of the driver, and the basic energy consumption corresponding to each speed interval; wherein the energy consumption correction coefficient is determined according to the driving style of the driver. The energy consumption correction coefficient is determined in advance according to the driving style, and different drivers have different corresponding energy consumption correction coefficients, and the energy consumption correction coefficient can reflect the driving style differences of different drivers. At the same time, for different speed intervals, the driving style of the same driver will also be different, and the energy consumption generated will also be different. For each route, the corrected energy consumption is determined according to the energy consumption correction coefficient and the basic energy consumption of the corresponding speed interval. Combined with the driver's driving style, the corrected energy consumption of each route is predicted, so that the determination of the corrected energy consumption is more in line with each driver's driving style, and the planning of the energy consumption of the whole vehicle is more reasonable. In addition, the entire journey is divided into multiple routes, and the corrected energy consumption of each route is determined separately, which refines the overall energy consumption planning method and can achieve segmented and refined power distribution for engine and motor functions, which is conducive to the hybrid vehicle to continue to be in a high-efficiency and low-energy state during driving, effectively reducing the energy consumption of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0039] Figure 1 A schematic diagram of a vehicle energy management method according to an embodiment of the present application;

[0040] Figure 2 A schematic diagram of the structure of a vehicle energy management device according to an embodiment of the present application;

[0041] Figure 3 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0043] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like 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.

[0044] As described in the background technology, the energy consumption of hybrid vehicles includes electricity consumption and fuel consumption. How to reasonably allocate the fuel consumption of the engine and the energy consumption of the motor is an important part of energy management. At present, the average energy consumption of the future road section is usually predicted based on the average vehicle speed and motor torque of most drivers. However, in this process, the impact of different driving styles on the average energy consumption is not considered. When different drivers drive the vehicle, the predicted average energy consumption cannot minimize the vehicle's energy consumption, and the energy consumption of the whole vehicle does not decrease significantly, resulting in unsatisfactory energy management effects and low user satisfaction. In view of this, the present application proposes a vehicle energy management method, which combines the driver's driving style to perform global energy consumption planning, so that the energy consumption planning is more reasonable, which is conducive to reducing the energy consumption of the whole vehicle.

[0045] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0046] This application proposes a vehicle energy management method, referring to Figure 1 , including the following steps:

[0047] Step 102: Obtain map navigation information, wherein the map navigation information includes a recommended vehicle speed for each route segment.

[0048] Specifically, the map navigation information can be obtained from the map provider. The map navigation information includes the navigation route and the recommended speed for each route, and the road type and road section speed limit information. The recommended speed is the average speed obtained based on the actual driving data of a large number of drivers, or the recommended speed given based on the road type, etc.

[0049] Step 104: Determine a preset speed range corresponding to the recommended speed for each route segment.

[0050] Specifically, the preset speed interval is pre-divided according to the actual speed. For example, four speed intervals of low speed, low-medium speed, medium speed and high speed can be determined according to the actual speed. The driving style of the driver can be determined according to each different speed interval. In specific implementation, the speed of the low speed interval is 0-30km / h, the speed of the low-medium speed interval is 30km / h~60km / h, the speed of the medium speed interval is 60km / h~90km / h, and the speed of the high speed interval is above 90km / h. In this embodiment, the recommended speed is based on the average speed of most drivers. By comparing the actual speed with the recommended speed, the driving style difference between the current driver and most other drivers, as well as the specific driving behavior difference when subdivided into each speed interval can be reflected. After determining the recommended speed of each route from the map navigation information, the recommended speed can be divided into the corresponding preset speed interval to determine the speed range to which each route belongs. In the subsequent energy consumption planning, the paths belonging to the same speed range can be planned uniformly. It should be noted that the number of speed intervals and the speed range of each speed interval can be adjusted according to actual conditions, and this step does not impose any specific restrictions.

[0051] Step 106: Obtain the energy consumption correction coefficient corresponding to each vehicle speed interval of the driver, and the 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.

[0052] Specifically, the energy consumption correction coefficient is predetermined according to the driver's driving style. For the same driver, different speed ranges correspond to different energy consumption correction coefficients, because the same driver has different driving styles in different speed ranges. For example, in the low-speed range, the actual road conditions may be congested. At this time, the driver shows a driving style, which may be relatively stable or aggressive when following the car. In the high-speed range, the actual road conditions are relatively smooth. At this time, the driver may show another driving style, which may be conservative or aggressive. The present application subdivides the energy consumption correction coefficient according to the speed range, which is conducive to further optimizing the energy consumption planning of the entire journey. At the same time, for each speed range, the corresponding basic energy consumption data is obtained through a large number of real vehicle tests. When the vehicle travels at a speed within the speed range, the corresponding energy consumption value generated is the basic energy consumption corresponding to the speed range. For hybrid vehicles, the basic energy consumption data includes power consumption and fuel consumption.

[0053] Step 108: For each route segment, determine the corrected energy consumption according to the energy consumption correction coefficient and the basic energy consumption of the corresponding vehicle speed interval.

[0054] Specifically, after each path is divided into corresponding speed intervals, it can correspond to the corresponding energy consumption correction coefficient. According to the energy consumption correction coefficient and basic energy consumption of each path, the basic energy consumption is corrected according to the energy consumption correction coefficient, and the corrected energy consumption of the path can be obtained, which also obtains the energy consumption that matches the driver's driving style. Then, the corrected energy consumption corresponding to all paths in the entire navigation path can be obtained to complete the global energy consumption planning. The vehicle controller can reasonably allocate power to the engine and motor according to the corrected energy consumption of each path, minimize the energy consumption of the whole vehicle, and effectively reduce the energy consumption of the whole vehicle.

[0055] Based on the above steps 102 to 108, the vehicle energy management method provided in this embodiment includes: obtaining map navigation information, wherein the map navigation information includes the recommended speed for each route segment, and the recommended speed is the average speed of most drivers when driving on the route segment. Determine the preset speed interval corresponding to the recommended speed for each route segment. By dividing the speed interval, the actual driving conditions of the driver at different recommended speeds can be statistically analyzed. Obtain the energy consumption correction coefficient corresponding to each speed interval of the driver, and the basic energy consumption corresponding to each speed interval; wherein the energy consumption correction coefficient is determined according to the driving style of the driver. The energy consumption correction coefficient is determined in advance according to the driving style, and different drivers have different corresponding energy consumption correction coefficients, and the energy consumption correction coefficient can reflect the driving style differences of different drivers. At the same time, for different speed intervals, the driving style of the same driver will also be different, and the energy consumption generated will also be different. For each route segment, the corrected energy consumption is determined according to the energy consumption correction coefficient and the basic energy consumption of the corresponding speed interval. Combined with the driver's driving style, the corrected energy consumption of each route is predicted, so that the determination of the corrected energy consumption is more in line with each driver's driving style, and the planning of the energy consumption of the whole vehicle is more reasonable. In addition, the entire journey is divided into multiple routes, and the corrected energy consumption of each route is determined separately, which refines the overall energy consumption planning method and can achieve segmented and refined power distribution for engine and motor functions, which is conducive to the hybrid vehicle to continue to be in a high-efficiency and low-energy state during driving, effectively reducing the energy consumption of the whole vehicle.

[0056] The method for determining the energy consumption correction factor is described in detail below.

[0057] In some embodiments, the method for determining the energy consumption correction coefficient includes:

[0058] Obtain the driver's driving style and style degree index corresponding to each vehicle speed range;

[0059] Determining an initial energy consumption correction coefficient according to the driving style and a preset corresponding relationship;

[0060] The initial energy consumption correction coefficient is corrected according to the style degree index to obtain the energy consumption correction coefficient.

[0061] Specifically, when characterizing the driver's driving style, the style degree index corresponding to the driving style is also taken into account. Exemplarily, when the driver's driving style is aggressive, the style degree index can characterize the driver's aggressiveness; when the driver's driving style is conservative, the style degree index can characterize the driver's conservativeness. Both the driving style and the style degree index are determined based on a large amount of historical driving data of the driver. There is a corresponding relationship between the driving style and the initial energy consumption correction coefficient, and the driving styles include conservative, stable and aggressive. The initial energy consumption correction coefficient corresponding to the stable type is a standard reference value, such as 1. On this basis, the initial energy consumption correction coefficient corresponding to the conservative type is less than the standard reference value, such as 0.8, and the initial energy consumption correction coefficient corresponding to the aggressive type is greater than the standard reference value, such as 1.2. The style degree index can characterize the degree of driving style, such as the conservative degree of the conservative type, the stable degree of the stable type, and the aggressive degree of the aggressive type. The style degree index includes primary index, intermediate index and advanced index. The higher the index level, the greater the degree. For example, for an aggressive driving style, if the corresponding style degree index is an advanced index, it means that the driver's driving style is a very aggressive type. If the corresponding style degree index is a primary index, it means that the driver's driving style is slightly aggressive.

[0062] The initial energy consumption correction coefficient is corrected according to the style degree index. The higher the index level, the greater the style degree index. For example, if the initial energy consumption correction coefficient is 1, if the style degree index is the primary index 0.1, the energy consumption correction coefficient = 1* (1 + 0.1) = 1.1, if the style degree index is the advanced index 0.3, the energy consumption correction coefficient = 1* (1 + 0.3) = 1.3.

[0063] The energy consumption correction coefficient determined by this embodiment not only takes into account the basic driving style of the driver, but also takes into account the style degree under the driving style. It can more accurately determine the energy consumption correction coefficient that matches the driver, which is conducive to optimizing the energy consumption planning in the subsequent navigation path.

[0064] The method for determining the driving style and the style degree index is described below through a specific embodiment.

[0065] In some embodiments, the method for determining the driving style and the style degree index includes:

[0066] Acquiring the driver's historical driving data and historical map navigation information, wherein the historical map navigation information includes a historical recommended vehicle speed for each historical route;

[0067] Determine the speed range corresponding to the historical recommended speed for each historical route;

[0068] 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.

[0069] In this embodiment, the driving style and style degree index are determined by obtaining the driver's historical driving data and historical map navigation information. The historical driving data is collected based on vehicle sensors, which include vehicle positioning systems, accelerometers, gyroscopes, vehicle speed sensors, and visual sensors. The historical driving data includes vehicle speed, acceleration, steering wheel angle and change rate, accelerator pedal opening and change rate, brake pedal opening and change rate, front vehicle distance, front vehicle acceleration, front vehicle type, and other data.

[0070] The historical map navigation information includes the historical recommended speed for each historical route. The historical recommended speed is divided into corresponding speed intervals, and then, according to each speed interval, all historical routes within the speed interval can be counted. From the historical driving data, the driving data corresponding to all historical routes in each speed interval is determined, and the historical driving data is statistically analyzed, including the speed, sudden acceleration, sudden deceleration, and lane change in the historical driving data. The driving style and style degree index of the driver in the speed interval are determined. In the statistical analysis process, the model can be used for analysis, such as using the K-means clustering machine learning algorithm to analyze the historical driving data, extracting the key feature data in the historical driving data, and then performing cluster analysis, which can quickly determine the driving style and style degree index. Through the detailed division of the historical driving data and the extraction of feature data in the historical driving data, the driving style and style degree index of the driver in different speed intervals can be accurately determined.

[0071] The historical data required to determine the driving style and the style degree index are different, which will be explained below through specific embodiments.

[0072] In some embodiments, determining the driving style of the driver within the speed range according to the historical driving data corresponding to all the historical routes includes:

[0073] 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;

[0074] The driving style is determined based on historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information.

[0075] Specifically, the driving style is determined based on historical vehicle speed information, historical accelerator pedal information, and historical brake pedal information. The historical vehicle speed information can reflect the average speed of the driver during driving and can show the driver's speed preference. The frequency and intensity of use of the accelerator pedal and the brake pedal can reflect the intensity of driving. The historical accelerator pedal information can reflect the driver's habits when stepping on the accelerator pedal, whether he often accelerates suddenly. If he often accelerates suddenly, it means that the driving style is more aggressive. On the contrary, the driving style is more conservative or stable. The historical brake pedal information can reflect the driver's habits when stepping on the brake pedal. If the frequency of use of the brake pedal is high, it means that the driving style is more conservative. On the contrary, the driving style is more aggressive. The above historical driving data can accurately evaluate and determine the driver's driving style, so that the determined driving style is more in line with the driver's actual driving situation, which is conducive to accurate planning of vehicle energy consumption.

[0076] Further, the historical vehicle speed information includes the historical number of speeding times and the historical average vehicle speed, the historical accelerator pedal information includes the historical average accelerator pedal opening, and the historical brake pedal information includes the historical average brake pedal opening; the determining the driving style according to the historical vehicle speed information, the historical accelerator pedal information and the historical brake pedal information includes:

[0077] 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;

[0078] 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;

[0079] 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,

[0080] In response to the historical speeding times exceeding a preset number, it is determined that the driving style is an aggressive style.

[0081] Specifically, the historical average speed can be determined based on the historical speed information, and the historical speeding times can be determined by combining the road speed limit information in the historical navigation map information. For the accelerator pedal and brake pedal, the pedal opening is mainly referenced to characterize the driver's driving intensity. The historical accelerator pedal opening average is obtained based on the historical accelerator pedal information statistics, and the historical brake pedal opening average is obtained based on the historical brake pedal information statistics.

[0082] When the driving style is conservative, the average vehicle speed and the average accelerator pedal opening are usually small, and the average brake pedal opening is large. In specific implementation, if the historical average vehicle speed is less than or equal to the first vehicle speed threshold, the historical accelerator pedal opening average is less than or equal to the first acceleration opening threshold, and the historical brake pedal opening average is greater than the second brake opening threshold, it means that the driver's driving speed is low, the accelerator pedal is lightly stepped on, and the brake pedal is heavily stepped on, then the driving style is determined to be conservative. Exemplarily, the first vehicle speed threshold is 40km / h, the first acceleration opening threshold is 30%, and the second brake opening threshold is 80%.

[0083] When the driving style is stable, the average vehicle speed and the average pedal opening are usually moderate. In specific implementation, if the historical average vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the historical accelerator pedal opening average is greater than the first acceleration opening threshold and less than or equal to the second acceleration opening threshold, and the historical brake pedal opening average is greater than the first brake opening threshold and less than or equal to the second brake opening threshold, it means that the driver's driving data is moderate, and the driving style is determined to be stable. Among them, the second vehicle speed threshold is greater than the first vehicle speed threshold. Exemplarily, the second vehicle speed threshold is 70km / h, the second acceleration opening threshold is 50%, and the first brake opening threshold is 50%.

[0084] When the driving style is aggressive, the average vehicle speed and the average accelerator pedal opening are usually large, and the average brake pedal opening is small. In specific implementation, if the historical average vehicle speed is greater than the second vehicle speed threshold, the historical average accelerator pedal opening is greater than the second acceleration opening threshold, and the historical average brake pedal opening is less than or equal to the first brake opening threshold, it means that the driver's average vehicle speed is high, the accelerator pedal is stepped heavily, and the accelerator pedal is stepped lightly, and the driving style is determined to be aggressive.

[0085] In addition, in addition to determining whether the driver is an aggressive type based on the average vehicle speed and the average pedal opening, it is also possible to determine whether the driving style is an aggressive type based on the number of historical speeding times. If the driver has a large number of speeding times, it can be determined that the driving style is relatively aggressive. In specific implementation, if the number of historical speeding times exceeds a preset number, the driving style is determined to be an aggressive style. Among them, the preset number can be determined based on the amount of historical driving data. The larger the amount of data, the more preset times. Through the method of this embodiment, different historical driving data are analyzed in many aspects, and the driving style is analyzed according to the driver's actual driving behavior, so as to achieve the purpose of accurately determining the driving style.

[0086] In some embodiments, determining the driver's style index within the vehicle speed range according to the historical driving data corresponding to all the historical routes includes:

[0087] 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;

[0088] 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.

[0089] Specifically, the historical speed standard deviation can characterize the speed fluctuation of the driver when driving. The larger the historical speed standard deviation, the greater the speed fluctuation. The historical number of emergency operations can characterize the frequency of emergency operations performed by the driver when driving. The more emergency operations, the more intense the driver's driving. Emergency operations include sudden braking and sudden acceleration. The number and frequency of lane changes can be recorded through the vehicle monitoring system. Aggressive drivers usually change lanes more frequently to seek quick passage, while conservative drivers change lanes less frequently.

[0090] When determining whether it is an emergency operation, the change rate of the accelerator pedal opening and the brake pedal opening can be calculated to determine whether it is a sudden acceleration or sudden braking. For example, when the opening change rate exceeds 15%, it is 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 means that the lane change speed is fast and the lane change process is more aggressive.

[0091] The style degree index is determined based on the historical speed standard deviation, the historical number of emergency operations, and the historical number of lane changes. The style degree index includes primary index, intermediate index, and advanced index. The higher the index level, the higher the degree. That is, the driving style is subdivided within a certain driving style, and the index level is used to represent the level of driving. Through the above data statistics, the style degree index can be accurately evaluated. On the basis of determining the driving style, the driving style can be further refined, which helps to determine the energy consumption correction factor that is more suitable for each driver, and thus helps to optimize the energy consumption of the whole vehicle.

[0092] Furthermore, 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:

[0093] 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;

[0094] 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;

[0095] 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.

[0096] Specifically, when the style degree index is a primary index, the vehicle speed fluctuates less during driving, the number of emergency operations is less, and the lane change is more cautious. In specific implementation, if the historical speed standard deviation is less than or equal to the first standard deviation threshold, the historical number of emergency operations is less than or equal to the first operation number threshold, and the historical number of lane changes is less than or equal to the first lane change number threshold, the style degree index is determined to be a primary index.

[0097] When the style degree index is a medium index, the vehicle speed fluctuates evenly during driving, emergency operations occur occasionally, and the number of lane changes is moderate. In specific implementation, if the historical speed standard deviation is greater than the first standard deviation threshold and less than or equal to the second standard deviation threshold, the historical number of emergency operations is 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 is greater than the first lane change number threshold and less than or equal to the second lane change number threshold, it indicates that the style degree index is determined to be a medium index.

[0098] When the style degree index is an advanced index, the vehicle speed fluctuates greatly during driving, the number of emergency operations is large, and the lane changes are frequent. In specific implementation, if the historical speed standard deviation is greater than the second standard deviation threshold, the historical number of emergency operations is greater than the second operation number threshold, and the historical number of lane changes is greater than the second lane change number threshold, the style degree index is determined to be an advanced index.

[0099] It should be noted that the second standard deviation threshold is greater than the first standard deviation threshold, the second operation number threshold is greater than the first operation threshold, and the second lane change number threshold is greater than the first lane change number threshold. The first standard deviation threshold, the second standard deviation threshold, the first operation number threshold, the second operation number threshold, the first lane change number threshold and the second lane change number threshold can be set according to actual conditions, such as according to vehicle conditions, road conditions, etc., and this embodiment does not make specific restrictions. Through the method of this embodiment, different historical driving data are analyzed in many aspects, and the specific style degree index is refined according to the actual driving behavior analysis of the driver, so as to achieve the purpose of accurately determining the style degree index.

[0100] After the corrected energy consumption is determined through the above-mentioned embodiment, the energy consumption of each segment of the entire navigation path for the current driver can be obtained. However, if the driver expects the vehicle to have some remaining energy consumption after reaching the destination in the navigation path, the energy consumption distribution during the vehicle driving process can be further planned according to the driver's demand for the remaining energy consumption. The following is an explanation through a specific embodiment.

[0101] In some embodiments, the method further comprises:

[0102] Obtaining the reserved energy consumption set by the driver;

[0103] 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.

[0104] Specifically, the driver can set the reserved energy consumption on the vehicle side before the journey begins. The reserved energy consumption represents the expected remaining energy consumption of the vehicle after the vehicle reaches the destination. After determining the corrected energy consumption and reserved energy consumption corresponding to each path segment, the target energy consumption of each path segment can be calculated by the cost optimization algorithm, so that after the vehicle travels according to the target energy consumption, when it arrives at the destination, the remaining energy consumption of the vehicle is equal to the reserved energy consumption, so as to realize the energy consumption planning for the driving process. Among them, the cost optimization algorithm can adopt the DDP (Differential Dynamic Programming) algorithm, which is a recursive algorithm for solving nonlinear optimal control problems. It is based on the idea of ​​dynamic programming, and recursively optimizes the control strategy through the linearized system's dynamic equations and quadratic approximate cost functions. Through the method of this embodiment, not only can the energy consumption of each path segment be reasonably planned, but also the energy consumption of each path segment can be adjusted and optimized according to the reserved energy consumption set by the driver, so that the remaining energy consumption of the vehicle can meet the needs of the driver, and provide the driver with a more intelligent and humanized energy consumption planning scheme.

[0105] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0106] It should be noted that the above describes some embodiments of the present 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 an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0107] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle energy management device.

[0108] refer to Figure 2 , the vehicle energy management device comprises:

[0109] A first acquisition module 202 is configured to acquire map navigation information, wherein the map navigation information includes a recommended vehicle speed for each route segment;

[0110] The first determination module 204 is configured to determine a preset speed range corresponding to the recommended speed of each route segment;

[0111] The second acquisition module 206 is configured to acquire the energy consumption correction coefficient corresponding to each vehicle speed interval of the driver and the 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;

[0112] The second determination module 208 is configured to determine the corrected energy consumption for each route segment according to the energy consumption correction coefficient and the basic energy consumption of the corresponding vehicle speed interval.

[0113] In some embodiments, a third determination module is also included, which is configured to obtain 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 corresponding relationship; correct the initial energy consumption correction coefficient based on the style degree index to obtain the energy consumption correction coefficient.

[0114] In some embodiments, the third determination module is configured to obtain the driver's historical driving data and historical map navigation information, the historical map navigation information including the historical recommended vehicle speed for each historical route; determine the speed range corresponding to the historical recommended vehicle speed for each historical route; for each speed range, determine all historical routes corresponding to the speed range, and determine the historical driving data corresponding to all historical routes, and determine the driver's driving style and style degree index within the speed range based on the historical driving data corresponding to all historical routes.

[0115] In some embodiments, the historical vehicle speed information includes the historical number of 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; a third determination 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 accelerator pedal opening average being less than or equal to the first acceleration opening threshold, and the historical brake pedal opening average being greater than a second brake opening threshold; 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, The driving style is determined to be a stable style if the historical average accelerator pedal opening is greater than a first accelerator opening threshold and less than or equal to a second accelerator opening threshold, and the historical average brake pedal opening is 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 an aggressive style in response to the historical average vehicle speed being greater than the second vehicle speed threshold, the historical average accelerator pedal opening being greater than the second accelerator opening threshold, and the historical average brake pedal opening being less than or equal to the first brake opening threshold; or, the driving style is determined to be an aggressive style in response to the historical number of speeding exceeding a preset number of times.

[0116] In some embodiments, the third determination module is configured to count 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; and determine the style degree index based on the historical speed standard deviation, the historical number of emergency operations and the historical number of lane changes.

[0117] In some embodiments, a third determination module is configured to determine that the style degree index is a primary index in response to a historical speed standard deviation being less than or equal to a first standard deviation threshold, a historical number of emergency operations being less than or equal to a first number of operations threshold, and a historical number of lane changes being less than or equal to a first number of lane changes threshold; to determine that the style degree index is an intermediate index in response to a historical speed standard deviation being greater than the first standard deviation threshold and less than or equal to a second standard deviation threshold, a historical number of emergency operations being greater than the first number of operations threshold and less than or equal to a second number of operations threshold, and a historical number of lane changes being greater than the first number of lane changes threshold and less than or equal to a second number of lane changes threshold; and to determine that the style degree index is an advanced index in response to a historical speed standard deviation being greater than the second standard deviation threshold, a historical number of emergency operations being greater than the second number of operations threshold, and a historical number of lane changes being greater than the second number of lane changes threshold.

[0118] In some embodiments, the second determination module 208 is further configured to obtain the reserved energy consumption set by the driver; determine the target energy consumption of each path segment according to 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.

[0119] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0120] The device of the above embodiment is used to implement the corresponding vehicle energy management method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0121] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present 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 when the processor executes the program, the vehicle energy management method described in any of the above embodiments is implemented.

[0122] Figure 3A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and 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, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0123] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an 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.

[0124] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0125] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0126] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0127] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0128] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0129] The electronic device of the above embodiment is used to implement the corresponding vehicle energy management method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0130] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle energy management method described in any of the above embodiments.

[0131] 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, modules of programs, 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 technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0132] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle energy management method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0133] Based on the same concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0134] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0135] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0136] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to the electronic device providing personal information.

[0137] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0138] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0139] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0140] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, 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 use the discussed embodiments.

[0141] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present 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; 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; Correcting the initial energy consumption correction coefficient according to the style degree index to obtain the energy consumption correction coefficient; The driving style is determined based on historical vehicle speed information, historical accelerator pedal information and historical brake pedal information; and the style degree index is determined based on historical speed standard deviation, historical emergency operation times and historical lane change times.

2. The method according to claim 1, 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.

3. The method according to claim 2, 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.

4. The method according to claim 3, 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.

5. The method according to claim 2, 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.

6. The method according to claim 5, 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.

7. The method according to claim 1, characterized in that The method further comprises: Obtaining 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.

8. 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 7 is implemented.

9. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 8.

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