Vehicle, driving range determining method thereof and controller

Abstract

The invention discloses a vehicle, a driving range determination method thereof and a controller, and the method comprises the steps: determining the farthest initial position of the vehicle according to the current position of the vehicle, a preset driving direction and the current residual electric quantity, calculating the lowest energy consumption of the vehicle from the current position to the initial position according to the real-time road condition information, and determining the driving range of the vehicle according to the calculated lowest energy consumption. If the comparison result of the minimum energy consumption and the current residual electric quantity does not meet the preset condition, updating the initial position in the preset driving direction, returning to execute the operation of calculating the minimum energy consumption of the vehicle from the current position to the initial position according to the real-time road condition information until the preset condition is met, and executing the operation of calculating the minimum energy consumption of the vehicle from the current position to the initial position according to the corresponding initial position when the preset condition is met. And obtaining a drivable range of the vehicle in the preset driving direction. The driving range of the vehicle is determined in real time in the actual driving process of the vehicle, the mileage anxiety of a driver is relieved, and the driver can conveniently and reasonably plan travel, charging and other arrangements according to the driving range of the remaining electric quantity.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a vehicle and a method for determining a drivable range thereof, and a controller. Background Art

[0002] With the rapid development of the pure electric vehicle market, when consumers purchase pure electric vehicles, the cruising range is the most concerned point. The cruising range refers to the maximum distance that a vehicle can travel after a full charge. During the actual driving process of the vehicle, the vehicle tells the driver the maximum distance that can be expected to be driven under the current power state of the vehicle by displaying the remaining cruising range. However, for the driver, only displaying a single value of the remaining cruising range may not fully reflect the actual driving ability of the vehicle under the current power. For example, the remaining cruising range is usually a static value calculated based on the current state of the vehicle (such as battery power and vehicle configuration, etc.), but in the actual driving process, road conditions, driving style and environmental conditions will change dynamically, and the impact of these factors on power consumption is difficult to accurately reflect through static cruising range. At the same time, only displaying the remaining cruising range in the form of a single value, the driver cannot intuitively determine the range area that is expected to be driven under the current state of the vehicle. For some drivers, there is still a certain amount of mileage anxiety. Therefore, how to determine the drivable range of the vehicle has become an urgent problem to be solved. Summary of the invention

[0003] Based on this, a vehicle and a method for determining a drivable range thereof and a controller are provided to solve the problem of how to determine the drivable range of a vehicle.

[0004] In a first aspect, an embodiment of the present invention provides a method for determining a drivable range of a vehicle, comprising:

[0005] Determining the farthest initial position reached by the vehicle according to the current position of the vehicle, the preset driving direction and the current remaining power;

[0006] Calculating the minimum energy consumption of the vehicle from the current position to the initial position according to the real-time traffic information;

[0007] If the comparison result between the minimum energy consumption and the current remaining power does not meet a preset condition, updating the initial position in the preset driving direction;

[0008] Return to execute the calculation of the minimum energy consumption of the vehicle from the current position to the initial position according to the real-time traffic information until the preset condition is met, and obtain the drivable range of the vehicle in the preset driving direction according to the initial position corresponding to the preset condition.

[0009] In a second aspect, an embodiment of the present invention provides a controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method for determining the vehicle drivable range of the first aspect when executing the computer program.

[0010] In a fourth aspect, an embodiment of the present invention provides a vehicle, comprising a controller as described in the second aspect above.

[0011] Compared with the prior art, the embodiments of the present invention have the following beneficial effects: the present invention determines the farthest initial position that the vehicle can reach based on the current position of the vehicle, the preset driving direction and the current remaining power, calculates the minimum energy consumption of the vehicle from the current position to the initial position based on the real-time road condition information, and if the comparison result of the minimum energy consumption and the current remaining power does not meet the preset conditions, the initial position is updated in the preset driving direction, and the minimum energy consumption of the vehicle from the current position to the initial position is calculated based on the real-time road condition information until the preset conditions are met, and the drivable range of the vehicle in the preset driving direction is obtained based on the initial position corresponding to the preset conditions. The drivable range of the vehicle is determined in real time during the actual driving process of the vehicle, and the driver can intuitively understand the range of the vehicle that can still be driven based on the current remaining power of the vehicle based on the drivable range, which alleviates the driver's mileage anxiety and facilitates the driver to reasonably plan travel and charging arrangements based on the remaining range. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0013] Figure 1 is a flow chart of a method for determining a drivable range of a vehicle provided in Embodiment 1 of the present invention;

[0014] Figure 2 This is a schematic diagram of an application flow of a method for determining a drivable range of a vehicle provided in Embodiment 1 of the present invention;

[0015] Figure 3 1 is a schematic diagram of the implementation effect of a method for determining a drivable range of a vehicle provided in Embodiment 1 of the present invention;

[0016] Figure 4 is a flow chart of a method for determining a drivable range of a vehicle provided in a second embodiment of the present invention;

[0017] Figure 5is a schematic diagram of a preset driving range and feasible road sections provided in the second embodiment of the present invention;

[0018] Figure 6 It is a schematic diagram of a first layer calculation with minimum energy consumption provided by the second embodiment of the present invention;

[0019] Figure 7 It is a schematic diagram of a second layer calculation with minimum energy consumption provided by the second embodiment of the present invention;

[0020] Figure 8 It is a schematic diagram of a third layer calculation with minimum energy consumption provided by the second embodiment of the present invention;

[0021] Fig. 9 It is a schematic diagram of a fourth layer calculation with minimum energy consumption provided by the second embodiment of the present invention;

[0022] Fig.10 It is a schematic diagram of a fifth layer calculation with minimum energy consumption provided by the second embodiment of the present invention;

[0023] Fig.11 It is a schematic diagram of the minimum energy consumption of the sixth layer calculation provided by the second embodiment of the present invention;

[0024] Fig.12 It is a schematic diagram of the seventh layer calculation with the lowest energy consumption provided by the second embodiment of the present invention;

[0025] Fig.13 is a flow chart of a method for determining a drivable range of a vehicle provided in Embodiment 3 of the present invention;

[0026] Fig.14 is a flow chart of a method for determining a drivable range of a vehicle provided in a fourth embodiment of the present invention;

[0027] Fig.15 is a flowchart of a method for determining a drivable range of a vehicle provided in Embodiment 5 of the present invention;

[0028] Fig.16 is a flow chart of a method for determining a drivable range of a vehicle provided in Embodiment 6 of the present invention;

[0029] Fig.17 is a flow chart of a method for determining a drivable range of a vehicle provided in Embodiment 7 of the present invention;

[0030] Fig.18 is a schematic diagram of M preset driving directions provided by Embodiment 7 of the present invention;

[0031] Fig.19 is a flow chart of a method for determining a drivable range of a vehicle provided in Embodiment 8 of the present invention;

[0032] Fig. 20 It is a structural diagram of a controller provided in Embodiment 9 of the present invention. DETAILED DESCRIPTION

[0033] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0034] like Figure 1 FIG. 1 is a flow chart of a method for determining a vehicle drivable range provided in Embodiment 1 of the present invention, comprising the following steps:

[0035] Step S101: Determine the farthest initial position that the vehicle can reach based on the current position of the vehicle, the preset driving direction and the current remaining power.

[0036] In this embodiment, the time corresponding to the determination of the drivable range of the vehicle is recorded as the current time, the position of the vehicle at the current time is the current position, and the current position represents the real-time position of the vehicle. The preset driving direction may refer to any direction selected along the circumference based on the current position of the vehicle as the reference (center of the circle) in advance. The current remaining power may refer to the remaining power of the vehicle at the current position, for example, the current remaining power may be 30kWh, etc. The initial position may refer to the farthest position that the vehicle can reach from the current position under the current remaining power in the preset driving direction. For example, the farthest initial position that the vehicle can reach can be determined based on the vehicle's announced endurance information.

[0037] Step S102: Calculate the minimum energy consumption of the vehicle from the current position to the initial position based on the real-time traffic information.

[0038] In this embodiment, real-time traffic condition information may refer to the real-time traffic condition information of the vehicle from the current position to the initial position. For example, the real-time traffic condition information may include real-time red and green information, real-time congestion information, and real-time road network information. The minimum energy consumption may refer to the minimum battery energy value consumed from the current position to the initial position. For example, the minimum energy consumption may be 10kWh, which means that the minimum consumption of electricity from the current position to the initial position is 10 kilowatt-hours.

[0039] Specifically, the route with the lowest energy consumption from the current position to the initial position may be determined according to the real-time traffic information, and the battery energy value consumed along the route with the lowest energy consumption to the initial position may be taken as the lowest energy consumption.

[0040] Step S103: If the comparison result between the minimum energy consumption and the current remaining power does not meet the preset condition, the initial position is updated in the preset driving direction.

[0041] Step S104: Return to execute, calculate the minimum energy consumption of the vehicle from the current position to the initial position according to the real-time traffic information, until the preset conditions are met, and obtain the drivable range of the vehicle in the preset driving direction according to the initial position corresponding to the preset conditions.

[0042] In this embodiment, the comparison result may refer to the percentage of remaining power of the vehicle when reaching the initial position from the current position with the minimum energy consumption, calculated based on the minimum energy consumption and the current remaining power. For example, the comparison result may be 20%, which means that the vehicle still has 20% power left when reaching the initial position from the current position with the minimum energy consumption. The preset condition may refer to the condition that the comparison result should meet when the pre-set initial position is the farthest position that the vehicle can reach. The drivable range may refer to the range area that the vehicle can still travel with the current remaining power.

[0043] Specifically, the current remaining power is subtracted from the minimum energy consumption to obtain the remaining power when reaching the initial position from the current position with the minimum energy consumption, and the battery capacity of the vehicle is obtained. The remaining power when reaching the initial position from the current position is divided by the battery capacity to obtain the comparison result, that is, the remaining power percentage of the vehicle when reaching the initial position with the minimum energy consumption. For example, if the current remaining power is 30kWh, and the calculated minimum energy consumption of the vehicle from the current position to the initial position is 20kWh, then it can be calculated that the remaining power when reaching the initial position from the current position with the minimum energy consumption is 10kWh, and the battery capacity of the vehicle is 60kWh, then the comparison result, that is, the remaining power percentage, can be calculated to be 16.67%.

[0044] If the comparison result meets the preset conditions, the initial position is determined to be the farthest position that the vehicle can reach from the current position in the preset driving direction with the current remaining power. If the comparison result does not meet the preset conditions, the initial position is updated in the preset driving direction to obtain an updated initial position. Based on the updated initial position, the process returns to execute the calculation of the minimum energy consumption of the vehicle from the current position to the updated initial position based on the real-time road condition information until the comparison result corresponding to the updated initial position meets the preset conditions. Based on the initial position corresponding to the preset conditions, the drivable range of the vehicle in the preset driving direction is obtained.

[0045] like Figure 2As shown, it is a schematic diagram of the application process of a method for determining the drivable range of a vehicle provided in the first embodiment of the present invention. In an actual driving scenario where the vehicle is in gear D and the speed (Speed, SPD) is greater than or equal to 20 kph, if the user has selected a destination in the navigation, the destination information is transmitted to the cloud, the route and power consumption are planned, and the remaining battery percentage when arriving at the destination is fed back, and during the actual driving of the vehicle, the drivable range of the vehicle is calculated regularly and displayed on the map; if the user has not selected a destination in the navigation, the voice reminds the user to determine the destination, the user responds to the reminder, and after obtaining the destination, the destination information is transmitted to the cloud, the route and power consumption are planned, and the remaining battery percentage when arriving at the destination is fed back, and during the actual driving of the vehicle, the drivable range of the vehicle is calculated regularly and displayed on the map.

[0046] Optionally, if the initial location is a destination selected by the user, the result of comparing the vehicle's minimum energy consumption when arriving at the initial location with the current remaining power is the percentage of the battery's remaining power when arriving at the destination.

[0047] like Figure 3 As shown, it is a schematic diagram of the implementation effect of a method for determining the drivable range of a vehicle provided in Example 1 of the present invention. According to the current position of the vehicle and the selected destination, route planning is performed, and during the actual driving of the vehicle, the drivable range of the vehicle's remaining power is periodically calculated and displayed on the map.

[0048] In this embodiment, the vehicle's drivable range is determined in real time during the actual driving of the vehicle. The driver can intuitively understand the range that the vehicle can still travel with the current remaining power based on the drivable range, alleviating the driver's mileage anxiety and facilitating the driver to reasonably plan travel and charging arrangements based on the remaining endurance range.

[0049] like Figure 4 FIG. 1 is a flow chart of a method for determining a vehicle drivable range provided in Embodiment 2 of the present invention. In the above step S102, the minimum energy consumption of the vehicle from the current position to the initial position is calculated according to the real-time road condition information, which may include the following steps:

[0050] Step S401: Taking the current position as the starting point, all first feasible sections connected to the starting point are determined within a preset driving range according to real-time traffic information, and the first feasible sections are screened according to their section energy consumption to obtain a target feasible section.

[0051] In this embodiment, the preset driving range may refer to the preset driving range of the vehicle from the current position to the initial position, the feasible road section may refer to the road section that actually exists in the map, and the two endpoints of the feasible road section represent the two geographical locations connected by the road section. The first feasible road section may refer to a feasible road section starting from the current position within the preset driving range, the road section energy consumption may refer to the battery energy value consumed by the vehicle on the feasible road section, and the target feasible road section may refer to a feasible road section obtained by screening according to the road section energy consumption.

[0052] For example, Figure 5 FIG. 1 is a schematic diagram of a preset driving range and feasible road sections provided in Embodiment 2 of the present invention, P nm is the current position, A x is the initial position, P nm Point to A x The arrow in the figure is the direction from the current position to the initial position. The preset driving range is the range determined by rotating the arrow from the current position to the initial position by 90° clockwise and 90° counterclockwise. That is, only feasible sections within the preset driving range are considered. In the preset driving range, two feasible sections can be included, namely P nm P (n+1)1 and P nm P (n+1)2 , where P nm and P (n+1)1 P nm P (n+1)1 The two geographical locations connected, P nm and P (n+1)2 P nm P (n+1)2 Connect two geographical locations.

[0053] Step S402: For any target feasible road segment, take the end point of the target feasible road segment as a new starting point, and determine all second feasible road segments connected to the new starting point within a preset driving range according to real-time traffic information.

[0054] Step S403: Connect the target feasible road section and the second feasible road section to obtain a feasible route, and obtain the route energy consumption of the feasible route according to the section energy consumption of the target feasible road section and the section energy consumption of the second feasible road section.

[0055] In this embodiment, the second feasible section may refer to a feasible section starting from a new starting point, the feasible route may refer to a route that actually exists in the map, and the feasible route is obtained by connecting the feasible sections, and the route energy consumption may refer to the sum of the section energy consumptions of all feasible sections in the feasible route.

[0056] Step S404: Filter feasible routes according to route energy consumption to obtain a target route, take the target route as the target feasible section, take the route energy consumption as the section energy consumption of the target feasible section, return to execute the step of taking the end point of the target feasible section as a new starting point for any target feasible section, until the end point of the target route is the initial position, and obtain the lowest energy consumption route and the lowest energy consumption.

[0057] For example, Figure 6 As shown in FIG. 1 , a schematic diagram of calculating the minimum energy consumption at the first level provided by the second embodiment of the present invention is shown. If the current position of the vehicle is P0 and the initial position is P 71 , abstracting the real-time traffic information within the preset driving range into Figure 6 The line segment represents the feasible road segment that actually exists in the map, and the endpoints of the line segment represent the two geographical locations connected by the feasible road segment. Determining the route with the lowest energy consumption is to determine the route from P0 to P 71 The route with the lowest battery energy consumption is from P0 to P 71 The battery energy consumed is the minimum energy consumption. Based on the real-time traffic information, the process of calculating the minimum energy consumption of the vehicle from the current position to the initial position can be:

[0058] 1) If Figure 6 As shown, the current position of the vehicle P0 is taken as the starting point to determine the first feasible section, namely P0P 11 、P0P 12 、P0P 13 , P 11 P 12 and P 12 P 13 , the end point P of all the first feasible sections determined 11 , P 12 and P 13 It is recorded as the first node, and the layer number it is in is recorded as the first layer. The section energy consumption of the first feasible section corresponding to each first node is calculated and stored, and the number of the first feasible sections corresponding to each first node is determined. For any first node whose number is equal to 1, the corresponding first feasible section is the target feasible section of the first node. For any first node whose number is greater than 1, the first feasible sections corresponding to the first node are screened according to the section energy consumption, and the first feasible section with the lowest section energy consumption of the first node is retained as the target feasible section of the first node, and other first feasible sections corresponding to the first node are eliminated.

[0059] For each of the above first nodes, P 11 Corresponding to 1 first feasible section P0P 11 , then P0P 11 P 11 The target feasible section; P 12The corresponding two first feasible sections are P0P 12 and P 11 P 12 , according to the energy consumption of the road section, P0P 12 and P 11 P 12 Screening was performed and P0P was retained 12 P 12 The target feasible section is eliminated. 11 P 12 (dashed line); P 13 The corresponding two first feasible sections are P0P 13 and P 12 P 13 , according to the energy consumption of the road section, P0P 13 and P 12 P 13 Screening was performed and P0P was retained 13 P 13 The target feasible section is eliminated. 12 P 13 (dashed line); that is, the target feasible section retained by the first layer is (P0P 11 、P0P 12 and P0P 13 ).

[0060] 2) If Figure 7 , which is a schematic diagram of a second-layer calculation of the minimum energy consumption provided by the second embodiment of the present invention. For any target feasible section retained by the first layer, the first node corresponding to the target feasible section is used as a new starting point to determine the second feasible section, that is, P 11 P 21 , P 11 P 22 , P 11 P 23 , P 12 P 21 , P 12 P 22 , P 12 P 23 , P 12 P 24 , P 13 P 23 , P 13 P 24 , P 21 P 22 , P 22 P 23 and P 23 P 24 , the end point P of all the second feasible sections determined 21 , P 22 , P 23and P 24 The node is recorded as the second node, and the layer number is recorded as the second layer. The section energy consumption of the second feasible section corresponding to each second node is calculated and stored, and the number of the second feasible sections corresponding to each second node is determined. For any second node whose number is equal to 1, the second feasible section corresponding to the second node is connected with the target feasible section of the corresponding first node to obtain the target route of the second node; for any second node whose number is greater than 1, the second feasible section corresponding to the second node is connected with the target feasible section of the corresponding first node to obtain the feasible route corresponding to the second node, and the section energy consumption of the second feasible section corresponding to the second node is added to the section energy consumption of the target feasible section of the corresponding first node to obtain the route energy consumption of the feasible route corresponding to the second node. According to the route energy consumption, the feasible routes corresponding to the second node are screened, and the feasible route with the lowest route energy consumption of the second node is retained as the target route of the second node, and other second feasible sections corresponding to the second node are eliminated.

[0061] For each of the above second nodes, P 21 The corresponding two second feasible sections are P 11 P 21 and P 12 P 21 , P 11 P 21 and P0P 11 Connect them to get P 21 A feasible route P0P 11 P 21 , P 11 P 21 Energy consumption and P0P of road sections 11 Add the energy consumption of the road section to get P0P 11 P 21 The route energy consumption; P 12 P 21 and P0P 12 Connect them to get P 21 P0P is a feasible route 12 P 21 , P 12 P 21 Energy consumption and P0P of road sections 12 Add the energy consumption of the road section to get P0P 12 P 21 route energy consumption; according to the route energy consumption, P0P 11 P 21 and P0P 12 P 21 Screening was performed and P0P was retained 11 P 21 P 21 The target route is to eliminate P21 P 12 P 21 (dashed line). Similarly, according to the above 21 Target route P0P 11 P 21 The screening process for P 22 The feasible routes are screened and P0P is retained. 11 P 22 P 22 The target route is to eliminate P 22 P 12 P 22 and P 21 P 22 (dashed line); for P 23 The feasible routes are screened and P0P is retained. 12 P 23 P 23 The target route is to eliminate P 23 P 11 P 23 , P 13 P 23 and P 22 P 23 (dashed line); for P 24 The feasible routes are screened and P0P is retained. 12 P 24 P 24 The target route is to eliminate P 24 P 13 P 24 and P 23 P 24 , that is, the target route retained by the second layer is (P0P 11 P 21 、P0P 11 P 22 、P0P 12 P 23 and P0P 12 P 24 ).

[0062] 3) If Figure 8 As shown in FIG. 1 , it is a schematic diagram of calculating the minimum energy consumption of the third layer provided in the second embodiment of the present invention. For any target route retained by the second layer, the target route is taken as the target feasible section, and the route energy consumption of the target route is taken as the section energy consumption of the target feasible section. Return to execute the steps in 2) above to determine that the target route retained by the third layer is (P0P 11 P 21 P 31 、P0P 11 P 22 P 32 、P0P12 P 23 P 33 and P0P 12 P 24 P 34 ).

[0063] 4) If Fig. 9 As shown in FIG. 1 , it is a schematic diagram of calculating the minimum energy consumption of the fourth layer provided in the second embodiment of the present invention. For any target route retained by the third layer, the target route is taken as the target feasible section, and the route energy consumption of the target route is taken as the section energy consumption of the target feasible section. Return to execute the steps in 2) above to determine that the target route retained by the fourth layer is (P0P 11 P 21 P 31 P 41 、P0P 11 P 22 P 32 P 42 and P0P 11 P 22 P 32 P 43 ).

[0064] 5) If Fig.10 As shown in the figure, it is a schematic diagram of calculating the minimum energy consumption of the fifth layer provided by the second embodiment of the present invention. For any target route retained by the fourth layer, the target route is taken as the target feasible section, and the route energy consumption of the target route is taken as the section energy consumption of the target feasible section. Return to execute the steps in 2) above, and determine that the target route retained by the fifth layer is (P0P 11 P 21 P 31 P 41 P 51 and P0P 11 P 22 P 32 P 42 P 52 ).

[0065] 6) If Fig.11 As shown in the figure, it is a schematic diagram of calculating the minimum energy consumption of the sixth layer provided by the second embodiment of the present invention. For any target route retained by the fifth layer, the target route is taken as the target feasible section, and the route energy consumption of the target route is taken as the section energy consumption of the target feasible section. Return to execute the steps in 2) above, and determine that the target route retained by the sixth layer is (P0P 11 P 21 P 31 P 41 P 51 P 61 and P0P 11 P 22 P 32P 42 P 52 P 62 ).

[0066] 7) If Fig.12 As shown in the figure, it is a schematic diagram of calculating the minimum energy consumption of the seventh layer provided by the second embodiment of the present invention. For any target route retained by the sixth layer, the target route is taken as the target feasible section, and the route energy consumption of the target route is taken as the section energy consumption of the target feasible section. Return to execute the steps in 2) above, and determine that the target route retained by the seventh layer is (P0P 11 P 21 P 31 P 41 P 51 P 61 P 71 ), since the target feasible route P0P 11 P 21 P 31 P 41 P 51 P 61 P 71 The end point is the initial position P 71 , and from P0 to P 71 All feasible sections of the road are combined to obtain the P0P 11 P 21 P 31 P 41 P 51 P 61 P 71 From the current position P0 to the initial position P 71 The lowest energy consumption route corresponds to P0P 11 P 21 P 31 P 41 P 51 P 61 P 71 The route energy consumption is the lowest energy consumption.

[0067] It should be noted that although in the above Figures 6 to 12 In the process of calculating the minimum energy consumption, the feasible sections from the current position to the initial position are expanded by 7 layers (that is, the minimum energy consumption route includes a combination of 7 ordered feasible sections). However, in actual applications, the number of layers expanded from the current position of the vehicle to the initial position is based on the result after the map information calculation is completed. The loop in Example 2 of the present invention uses the completion of all feasible section combinations from the current position of the vehicle to the initial position as the termination condition, and does not use the number of expanded layers as the termination condition.

[0068] In this embodiment, based on real-time traffic information and taking the current position as a reference, the screening is expanded outward layer by layer to determine the lowest energy consumption route from the current position to the initial position that consumes the lowest battery energy and the lowest energy consumption along the lowest energy consumption route. The screening method of expanding outward layer by layer effectively narrows the search and screening range of feasible routes at each layer, avoids indiscriminately searching and screening all possible routes on a global scale, reduces the amount of data processing, increases the speed of calculating the lowest energy consumption route and the lowest energy consumption, and reduces computing power requirements.

[0069] like Fig.13 FIG. 1 is a flow chart of a method for determining a vehicle drivable range provided in Embodiment 3 of the present invention, which may further include the following steps:

[0070] Step S1301: For any feasible road section, extract features of the feasible road section to obtain road section features.

[0071] Step S1302: input the road section characteristics into a preset regression model to obtain the road section energy consumption of the feasible road section.

[0072] In this embodiment, the road section characteristics may refer to the multivariate characteristics of a feasible road section. For example, the road section characteristics may include: vehicle characteristics, road characteristics, traffic characteristics, driver characteristics and background characteristics, etc. The preset regression model may refer to a pre-set model based on the regression algorithm for training the road section energy consumption prediction.

[0073] Specifically, for any feasible road section, feature extraction is performed on the feasible road section, and the obtained road section features may include: vehicle characteristics (vehicle identification number (Identity, ID) / ambient temperature / light intensity / rainfall characteristics / air conditioning mode / in-vehicle temperature), road characteristics (road section ID / road surface type / road section length / road section width / road section slope / number of lanes / traffic light type / speed limit), traffic characteristics (number of vehicles / average speed / median speed), driver characteristics (lateral acceleration / longitudinal acceleration / speed / accelerator pedal / brake pedal / steering wheel angle) and background characteristics (Sunday / date / time / driving duration). The extracted road section features are subjected to data preprocessing operations such as feature conversion into numerical values ​​and normalization to the same appropriate order of magnitude. The preprocessed data is input into a preset regression model. After being processed by the model, the road section energy consumption of the feasible road section is predicted and output, that is, the battery energy value consumed by the feasible road section is obtained.

[0074] In this embodiment, the road section features are extracted from the feasible road section, and the road section features are input into the preset regression model to obtain the road section energy consumption. The characteristic information of the road, traffic, weather and driver during the actual driving of the vehicle is taken into consideration, which improves the accuracy of the predicted road section energy consumption, thereby calculating the vehicle's drivable range based on the road section energy consumption, and also improves the accuracy of the calculated vehicle's drivable range.

[0075] like Fig.14 FIG. 1 is a flow chart of a method for determining a vehicle drivable range according to a fourth embodiment of the present invention. If the comparison result between the minimum energy consumption and the current remaining power in the above step S103 does not meet the preset condition, then updating the initial position in the preset driving direction may include the following steps:

[0076] Step S1401: If the comparison result satisfies a preset value range, it is determined that the comparison result satisfies a preset condition.

[0077] Step S1402: If the comparison result does not satisfy the preset value range, it is determined that the comparison result does not satisfy the preset condition, and the initial position is updated in the preset driving direction according to the comparison result and the preset value range.

[0078] In this embodiment, the preset numerical range may refer to the numerical range that the comparison result should satisfy when the preset initial position is the farthest position that the vehicle can reach. The preset numerical range is a safe range of the remaining power percentage of the vehicle. Preferably, the preset numerical range may be [2%, 4%].

[0079] For example, if the comparison result, i.e., the remaining power percentage is 3%, the preset numerical range is [2%, 4%], and 3% is within [2%, 4%], then it is determined that the comparison result meets the preset numerical range, thereby determining that the comparison result meets the preset condition; if the comparison result, i.e., the remaining power percentage is 16.67%, the preset numerical range is [2%, 4%], and 16.67% is not within [2%, 4%], then it is determined that the comparison result does not meet the preset numerical range, thereby determining that the comparison result does not meet the preset condition, then according to the comparison result and the preset numerical range, the initial position is updated in the preset driving direction.

[0080] In this embodiment, if the percentage of remaining power of the vehicle when reaching the initial position with the lowest energy consumption satisfies a preset numerical range, it is determined that the preset condition is met; otherwise, the initial position is updated in the preset driving direction, wherein whether to update the initial position is determined based on the preset numerical range, ensuring that the farthest initial position reached by the vehicle is updated within a safe range of the remaining power, thereby enhancing the driver's sense of security.

[0081] like Fig.15FIG. 1 is a flow chart of a method for determining a vehicle drivable range according to a fifth embodiment of the present invention. In the above step S1402, the initial position is updated in a preset driving direction according to the comparison result and the preset value range, which may include the following steps:

[0082] Step S1501: If the comparison result is smaller than the preset value range, a first intermediate position between the current position and the initial position is determined.

[0083] Step S1502: updating the initial position in the preset driving direction according to the first intermediate position.

[0084] In this embodiment, the first intermediate position may refer to an intermediate position between the current position and the initial position.

[0085] Specifically, if the preset numerical range is [2%, 4%] and the comparison result is 1%, and the comparison result 1% is less than the preset numerical range [2%, 4%], then the middle position between the current position and the initial position is determined, and the initial position is updated to the middle position.

[0086] In this embodiment, if the comparison result is less than the preset numerical range, the first intermediate position between the current position and the initial position is determined, and the initial position is updated to the first intermediate position. If the comparison result is less than the preset numerical range, it can be determined that the remaining power of the vehicle is lower than the safe range when reaching the initial position. The initial position is updated in a targeted manner according to the current position, thereby avoiding the vehicle getting into trouble due to power exhaustion when reaching the initial position, improving the efficiency of determining the initial position and the accuracy of the determined initial position, and at the same time enhancing the driver's sense of security.

[0087] like Fig.16 FIG. 1 is a flow chart of a method for determining a vehicle drivable range according to a sixth embodiment of the present invention. In the above step S1402, the initial position is updated in a preset driving direction according to the comparison result and the preset value range, which may include the following steps:

[0088] Step S1601: If the comparison result is greater than a preset value range, a historical position of the updated initial position is obtained, and a second intermediate position between the historical position and the initial position is determined.

[0089] Step S1602: Update the initial position in the preset driving direction according to the second intermediate position.

[0090] In this embodiment, the historical position may refer to an initial position obtained by updating the initial position, and the second intermediate position may refer to an intermediate position between the historical position and the initial position.

[0091] Specifically, let the initial position be A x , the historical position is A x-1, where A x-1 Update to get A x , x is the number of updates of the initial position. If the preset value range is [2%, 4%], and the comparison result is 16.67%, then the comparison result 16.67% is greater than the preset value range [2%, 4%], then the middle position between the historical position and the initial position is determined, and the initial position is updated to the middle position.

[0092] In this embodiment, if the comparison result is greater than the preset numerical range, a second intermediate position between the historical position and the initial position is determined, and the initial position is updated to the second intermediate position. If the comparison result is greater than the preset numerical range, it can be determined that when reaching the initial position, the remaining power of the vehicle is still sufficient. In this way, the initial position is updated according to the historical position in a targeted manner, thereby narrowing the determination range of the initial position, improving the determination efficiency of the initial position and the accuracy of the determined initial position, and at the same time enhancing the driver's sense of security.

[0093] like Fig.17 FIG. 1 is a flow chart of a method for determining a vehicle drivable range provided in Embodiment 7 of the present invention, which may further include the following steps:

[0094] Step S1701: Obtain M drivable ranges of the vehicle in M ​​preset driving directions, where M>1.

[0095] Step S1702: Connect the M drivable ranges to obtain the total drivable range of the vehicle in the M preset driving directions.

[0096] In this embodiment, the total drivable range may refer to the drivable range of the vehicle in M ​​preset driving directions.

[0097] Specifically, Fig.18 As shown, it is a schematic diagram of M preset driving directions provided in Embodiment 7 of the present invention. Taking the current position P0 of the vehicle as the reference (center of the circle), 8 preset driving directions are selected along the circumference (the angles between adjacent driving directions are the same), namely M1, M2, M3, M4, M5, M6, M7 and M8. According to steps S101 to S104, M drivable ranges of the 8 preset driving directions are respectively determined, and the 8 drivable ranges are connected to obtain the total drivable range of the vehicle in the 8 drivable directions.

[0098] In this embodiment, the total drivable range of the vehicle in the M preset driving directions is obtained by connecting the M drivable ranges of the vehicle in the M preset driving directions. The total drivable range of the vehicle is determined in real time during the actual driving process of the vehicle. The driver can intuitively understand the range area that can still be driven under the current remaining power of the vehicle based on the total drivable range, which alleviates the driver's mileage anxiety and facilitates the driver to reasonably plan travel and charging arrangements based on the remaining range.

[0099] like Fig.19 FIG. 1 is a flow chart of a method for determining a vehicle drivable range provided in Embodiment 8 of the present invention, which may further include the following steps:

[0100] Step S1901: Obtain an initial distance from an initial position to a current position in a preset driving direction.

[0101] Step S1902: After updating the initial position in the preset driving direction, it also includes: updating the initial distance according to the comparison result.

[0102] In this embodiment, the initial distance may refer to the straight-line distance from the initial position to the current position.

[0103] Specifically, let the initial distance be L x If, according to the above steps S1501 to S1502, the comparison result is less than the preset value range, after the initial position is updated, according to the formula L x =L x / 2 updates the initial distance, where x is the number of updates of the initial distance. If according to the above steps S1601 to S1602, when the comparison result is greater than the preset value range, after the initial position is updated, according to the formula L x =(L x +L x-1 ) to update the initial distance, where x is the number of times the initial distance is updated.

[0104] In this embodiment, after updating the initial position in the preset driving direction, the initial distance from the initial position to the current position is updated, so that the distance from the initial position to the current position can be intuitively determined based on the initial distance, thereby improving the user experience.

[0105] Fig. 20 This is a schematic diagram of the structure of a controller provided in Embodiment 9 of the present invention. Fig. 20 As shown, the controller of this embodiment includes: at least one processor ( Fig. 20Only one is shown), a memory, and a computer program stored in the memory and executable on at least one processor, wherein when the processor executes the computer program, the steps in any of the above-mentioned vehicle drivable range determination method embodiments are implemented.

[0106] The controller may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that Fig. 20 This is merely an example of a controller and does not constitute a limitation of the controller. The controller may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, it may also include a network interface, a display screen, and an input device.

[0107] The processor may be a CPU, or other general-purpose processors, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0108] The memory includes a readable storage medium, an internal memory, etc., wherein the internal memory may be the memory of the controller, and the internal memory provides an environment for the operation of the operating system and the computer-readable instructions in the readable storage medium. Furthermore, the memory may also include both an internal storage unit of the controller and an external storage device. The memory is used to store an operating system, an application, a boot loader (BootLoader), data, and other programs, such as program codes of computer programs. The memory may also be used to temporarily store data that has been output or is to be output.

[0109] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention. The specific working process of the units and modules in the above-mentioned device can refer to the corresponding process in the above-mentioned method embodiment, which will not be repeated here. If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned method embodiment can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device capable of carrying computer program code, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0110] The present invention implements all or part of the processes in the above-mentioned method embodiment, and can also be completed by a computer program product. When the computer program product runs on a controller, the controller can implement the steps in the above-mentioned method embodiment when executing.

[0111] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0112] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0113] In the embodiments provided by the present invention, it should be understood that the disclosed devices / controllers and methods can be implemented in other ways. For example, the device / controller embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0114] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0115] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A method for determining a vehicle's drivable range, characterized in that: include: Determining the farthest initial position reached by the vehicle according to the current position of the vehicle, the preset driving direction and the current remaining power; Calculating the minimum energy consumption of the vehicle from the current position to the initial position according to the real-time traffic information; If the comparison result between the minimum energy consumption and the current remaining power does not meet a preset condition, updating the initial position in the preset driving direction; Return to execute the calculation of the minimum energy consumption of the vehicle from the current position to the initial position according to the real-time traffic information until the preset condition is met, and obtain the drivable range of the vehicle in the preset driving direction according to the initial position corresponding to the preset condition.

2. The method for determining a vehicle drivable range according to claim 1, wherein: The calculating, according to the real-time traffic information, the minimum energy consumption of the vehicle from the current position to the initial position includes: Taking the current position as a starting point, determining all first feasible road sections connected to the starting point within a preset driving range according to the real-time road condition information, and screening the first feasible road sections according to the road section energy consumption of the first feasible road sections to obtain a target feasible road section; For any target feasible road segment, taking the end point of the target feasible road segment as a new starting point, and determining all second feasible road segments connected to the new starting point within the preset driving range according to the real-time traffic information; Connecting the target feasible road section and the second feasible road section to obtain a feasible route, and obtaining a route energy consumption of the feasible route according to the section energy consumption of the target feasible road section and the section energy consumption of the second feasible road section; According to the route energy consumption, the feasible routes are screened to obtain a target route, with the target route as the target feasible section and the route energy consumption as the section energy consumption of the target feasible section. Return to execute the step of taking the end point of the target feasible section as a new starting point for any target feasible section until the end point of the target route is the initial position, thereby obtaining the route with the lowest energy consumption and the lowest energy consumption.

3. The method for determining the vehicle drivable range according to claim 2, characterized in that: Also includes: For any feasible road section, extracting features of the feasible road section to obtain road section features; The road section characteristics are input into a preset regression model to obtain the road section energy consumption of the feasible road section.

4. The method for determining a vehicle drivable range according to claim 1, wherein: If the comparison result between the minimum energy consumption and the current remaining power does not meet a preset condition, updating the initial position in the preset driving direction includes: If the comparison result satisfies the preset value range, determining that the comparison result satisfies the preset condition; If the comparison result does not satisfy the preset value range, it is determined that the comparison result does not satisfy the preset condition, and the initial position is updated in the preset driving direction according to the comparison result and the preset value range.

5. The method for determining the drivable range of a vehicle according to claim 4, characterized in that: The updating of the initial position in the preset driving direction according to the comparison result and the preset value range includes: If the comparison result is less than the preset value range, determining a first intermediate position between the current position and the initial position; The initial position is updated in the preset driving direction according to the first intermediate position.

6. The method for determining a vehicle drivable range according to claim 4, characterized in that: The updating of the initial position in the preset driving direction according to the comparison result and the preset value range includes: If the comparison result is greater than the preset value range, obtaining and updating the historical position of the initial position, and determining a second intermediate position between the historical position and the initial position; The initial position is updated in the preset driving direction according to the second intermediate position.

7. The method for determining a vehicle drivable range according to claim 1, wherein: Also includes: Obtaining M drivable ranges of the vehicle in M ​​preset driving directions, where M>1; The M drivable ranges are connected to obtain a total drivable range of the vehicle in the M preset driving directions.

8. The method for determining a vehicle drivable range according to claim 1, wherein: Also includes: Acquire an initial distance from the initial position to the current position in the preset driving direction; After updating the initial position in the preset driving direction, the method further includes: The initial distance is updated according to the comparison result.

9. A controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method for determining the vehicle drivable range according to any one of claims 1 to 8 are implemented.

10. A vehicle, characterized in that: Comprising a controller as claimed in claim 9.

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