Vehicle and method for determining its drivable range, controller

Abstract

The application discloses a vehicle and a driving range determination method and controller thereof, the method comprising: determining an initial position of the farthest reach of the vehicle according to the current position, preset driving direction and current remaining power of the vehicle; calculating the minimum energy consumption of the vehicle from the current position to the initial position according to real-time road condition information; if the comparison result of the minimum energy consumption and the current remaining power does not satisfy a preset condition, updating the initial position in the preset driving direction, returning to the step of calculating the minimum energy consumption of the vehicle from the current position to the initial position according to real-time road condition information until the preset condition is satisfied; and obtaining the driving range of the vehicle in the preset driving direction according to the corresponding initial position when the preset condition is satisfied. The driving range of the vehicle is determined in real time during the actual driving of the vehicle, the range anxiety of the driver is relieved, and the driver can reasonably plan the travel and charging arrangements according to the driving range of the remaining power.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle and a method and controller for determining its drivable range. Background Technology

[0002] With the rapid development of the pure electric vehicle market, driving range is the most important factor for consumers when purchasing pure electric vehicles. Driving range refers to the maximum distance a vehicle can travel on a single full charge. During actual driving, the vehicle displays the remaining driving range to inform the driver of the maximum distance the vehicle is expected to travel given its current battery level. However, for drivers, simply displaying the remaining driving range may not fully reflect the vehicle's actual driving capability at that current battery level. For example, the remaining driving range is usually a static value calculated based on the vehicle's current state (such as battery charge and vehicle configuration). However, in actual driving, road conditions, driving style, and environmental conditions change dynamically, and the impact of these factors on energy consumption is difficult to accurately reflect using a static driving range. Furthermore, displaying only a single numerical value for the remaining driving range does not allow drivers to intuitively determine the expected range the vehicle can still travel in its current state, leading to range anxiety for some drivers. Therefore, determining the vehicle's drivable range has become a pressing issue. Summary of the Invention

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

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

[0005] Based on the vehicle's current location, preset driving direction, and current remaining battery power, determine the farthest initial location the vehicle can reach.

[0006] Based on real-time traffic information, calculate the minimum energy consumption of the vehicle from the current position to the initial position;

[0007] 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;

[0008] Returning to the previous step, the system calculates the minimum energy consumption of the vehicle from the current position to the initial position based on real-time traffic information until the preset conditions are met. Based on the initial position corresponding to the met preset conditions, the system obtains the drivable range of the vehicle in the preset driving direction.

[0009] In a second aspect, embodiments of the present invention provide a controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the vehicle driving range determination method of the first aspect described above.

[0010] Fourthly, embodiments of the present invention provide a vehicle including a controller as described in the second aspect above.

[0011] The beneficial effects of this invention compared to existing technologies are as follows: This invention determines the furthest initial position the vehicle can reach based on its current location, preset driving direction, and remaining battery power. Based on real-time traffic information, it calculates the minimum energy consumption from the current location to the initial position. If the comparison between the minimum energy consumption and the remaining battery power does not meet preset conditions, the initial position is updated in the preset driving direction, and the process returns to calculate the minimum energy consumption from the current location to the initial position based on real-time traffic information until the preset conditions are met. Based on the initial position corresponding to the met preset conditions, the drivable range of the vehicle in the preset driving direction is obtained. This enables real-time determination of the vehicle's drivable range during actual driving. Drivers can intuitively understand the area the vehicle can still travel with its current remaining battery power, alleviating range anxiety and facilitating reasonable travel and charging arrangements based on the remaining range. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 1 of the present invention.

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

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

[0016] Figure 4 This is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 2 of the present invention.

[0017] Figure 5This is a schematic diagram of a preset driving range and feasible road sections provided in Embodiment 2 of the present invention;

[0018] Figure 6 This is a schematic diagram of a first-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention;

[0019] Figure 7 This is a schematic diagram of a second-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention;

[0020] Figure 8 This is a schematic diagram of a third-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention;

[0021] Figure 9 This is a schematic diagram of a fourth-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention;

[0022] Figure 10 This is a schematic diagram of a fifth-layer calculation for minimum energy consumption provided in Embodiment 2 of the present invention;

[0023] Figure 11 This is a schematic diagram of a sixth-layer calculation for minimum energy consumption provided in Embodiment 2 of the present invention;

[0024] Figure 12 This is a schematic diagram of a seventh-layer calculation for minimum energy consumption provided in Embodiment 2 of the present invention;

[0025] Figure 13 This is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 3 of the present invention;

[0026] Figure 14 This is a flowchart illustrating a method for determining the driving range of a vehicle according to Embodiment 4 of the present invention.

[0027] Figure 15 This is a flowchart illustrating a method for determining the driving range of a vehicle according to Embodiment 5 of the present invention;

[0028] Figure 16 This is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment Six of the present invention;

[0029] Figure 17 This is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 7 of the present invention;

[0030] Figure 18 This is a schematic diagram of M preset driving directions provided in Embodiment 7 of the present invention;

[0031] Figure 19 This is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 8 of the present invention;

[0032] Figure 20 This is a schematic diagram of the structure of a controller provided in Embodiment 9 of the present invention. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] like Figure 1 The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 1 of the present invention, comprising the following steps:

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

[0036] In this embodiment, the time corresponding to determining the vehicle's drivable range is denoted as the current time, and the vehicle's position at the current time is denoted as the current position. The current position represents the vehicle's real-time location. The preset driving direction can refer to any direction selected along the circumference with the vehicle's current position as the reference (center). The current remaining battery power can refer to the vehicle's remaining battery power at the current position, for example, 30 kWh. The initial position can refer to the farthest position the vehicle can reach from the current position with the current remaining battery 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 advertised range information.

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

[0038] In this embodiment, real-time traffic information can refer to the real-time traffic information of the vehicle from its current location to its initial location. For example, the real-time traffic information may include real-time traffic information, real-time congestion information, and real-time road network information. Minimum energy consumption can refer to the minimum battery energy consumed from the current location to the initial location. For example, the minimum energy consumption can be 10 kWh, which means that the minimum energy consumed from the current location to the initial location is 10 kilowatt-hours.

[0039] Specifically, based on real-time traffic information, the route with the lowest energy consumption from the current location to the initial location can be determined, and the battery energy consumed along the route with the lowest energy consumption to the initial location can be taken as the minimum energy consumption.

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

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

[0042] In this embodiment, the comparison result can refer to the percentage of the vehicle's remaining battery power when it reaches the initial position from the current position with the lowest energy consumption, calculated based on the lowest energy consumption and the current remaining battery power. For example, the comparison result can be 20%, which means that the vehicle still has 20% battery power left when it reaches the initial position from the current position with the lowest energy consumption. The preset condition can refer to the condition that the comparison result should meet when the initial position is the farthest position that the vehicle can reach. The drivable range can refer to the range of areas that the vehicle can still drive in with the current remaining battery power.

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

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

[0045] like Figure 2The diagram illustrates the application flow of a method for determining the drivable range of a vehicle according to Embodiment 1 of the present invention. In a real-world driving scenario where the vehicle is in D gear and the speed (Speed, SPD) is greater than or equal to 20 kph, if the user has selected a destination in the navigation system, the destination information is transmitted to the cloud for route and power consumption planning, and the remaining battery percentage upon arrival at the destination is fed back. During actual driving, the drivable range is calculated periodically and displayed on a map. If the user has not selected a destination in the navigation system, a voice prompt is given to confirm the destination. Upon receiving the prompt, the user obtains the destination information, transmits the destination information to the cloud for route and power consumption planning, and the remaining battery percentage upon arrival at the destination is fed back. During actual driving, the drivable range is calculated periodically and displayed on a map.

[0046] Optionally, if the initial location is the destination selected by the user, the comparison between the vehicle's minimum energy consumption upon arrival at the initial location and the current remaining battery power is the remaining battery power percentage upon arrival at the destination.

[0047] like Figure 3 The diagram shown illustrates the implementation effect of a method for determining the driving range of a vehicle according to Embodiment 1 of the present invention. Based on the current location of the vehicle and the selected destination, route planning is performed, and during the actual driving process, the driving range of the vehicle with remaining battery power is calculated periodically and displayed on the map.

[0048] In this embodiment, the vehicle's drivable range can be determined in real time during actual driving. The driver can intuitively understand the area that the vehicle can still travel with its current remaining battery power, which alleviates the driver's range anxiety and makes it easier for the driver to rationally plan travel and charging arrangements based on the remaining range.

[0049] like Figure 4 The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 2 of the present invention. Step S102, which calculates the minimum energy consumption of the vehicle from its current position to its initial position based on real-time road condition information, may include the following steps:

[0050] Step S401: Starting from the current location, based on real-time traffic information, determine all first feasible road segments connected to the starting point within a preset driving range. Based on the energy consumption of the first feasible road segments, filter the first feasible road segments to obtain the target feasible road segment.

[0051] In this embodiment, the preset driving range can refer to the driving range of the vehicle from the current position to the initial position in advance. The feasible road segment can refer to the actual road segment in the map. The two endpoints of the feasible road segment represent the two geographical locations connected by the road segment. The first feasible road segment can refer to the feasible road segment starting from the current position within the preset driving range. The road segment energy consumption can refer to the battery energy value consumed by the vehicle on the feasible road segment. The target feasible road segment can refer to the feasible road segment selected based on the road segment energy consumption.

[0052] For example, such as Figure 5 The diagram shown is a schematic representation of a preset driving range and feasible road segment provided in Embodiment 2 of the present invention. nm For the current position, A x As the initial position, P nm Pointing to A x The arrow points from the current position to the initial position. The preset driving range is the area defined by rotating the arrow from the current position to the initial position 90° clockwise and 90° counterclockwise. In other words, only feasible road segments within this preset driving range are considered. This preset driving range can include two feasible road segments, namely P... nm P (n+1)1 and P nm P (n+1)2 , where P nm and P (n+1)1 For P nm P (n+1)1 Connecting two geographical locations, P nm and P (n+1)2 For P nm P (n+1)2 Two geographical locations are connected.

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

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

[0055] In this embodiment, the second feasible road segment can refer to a feasible road segment starting from a new starting point, the feasible route can refer to a route that actually exists on the map, the feasible route is obtained by connecting feasible road segments, and the route energy consumption can refer to the sum of the road segment energy consumption of all feasible road segments in the feasible route.

[0056] Step S404: Based on the route energy consumption, filter feasible routes to obtain the target route. Take the target route as the target feasible road segment and the route energy consumption as the segment energy consumption of the target feasible road segment. Return to execute the steps for any target feasible road segment, taking the end point of the target feasible road segment as the new starting point, until the end point of the target route is the initial position, to obtain the lowest energy consumption route and the lowest energy consumption.

[0057] For example, such as Figure 6 The diagram shown is a schematic diagram of the first layer for calculating the minimum energy consumption provided in Embodiment 2 of the present invention. If the current position of the vehicle is P0 and the initial position is P... 71 The real-time traffic information within the preset driving range will be abstracted into... Figure 6 Line segments represent actual feasible road segments on the map, and the endpoints of the line segments represent the two geographical locations connected by the feasible road segments. Determining the route with the lowest energy consumption is equivalent to determining the route from P0 to P1. 71 The route that consumes the least amount of battery energy, from P0 to P. 71 The consumed battery energy is the minimum energy consumption. Therefore, the process of calculating the minimum energy consumption of the vehicle from the current position to the initial position based on real-time traffic information can be as follows:

[0058] 1) such as Figure 6 As shown, starting from the vehicle's current position P0, the first feasible road segment, namely P0P, is determined. 11 , P0P 12 , P0P 13 P 11 P 12 and P 12 P 13 The endpoint P of all the determined first feasible road segments 11 P 12 and P 13 Let each node be denoted as the first node and its layer number be denoted as the first layer. Calculate and store the energy consumption of the first feasible road segment corresponding to each first node. Determine the number of first feasible road segments corresponding to each first node. For any first node with a quantity equal to 1, its corresponding first feasible road segment is the target feasible road segment of that first node. For any first node with a quantity greater than 1, based on the road segment energy consumption, filter the first feasible road segments corresponding to that first node, retain the first feasible road segment with the lowest road segment energy consumption of that first node as the target feasible road segment of that first node, and remove the other first feasible road segments corresponding to that first node.

[0059] For each of the aforementioned first nodes, P 11 Corresponding to 1 first feasible road segment P0P 11 Then P0P 11 For P 11 Target feasible route; P 12The two corresponding first feasible road segments are P0P 12 and P 11 P 12 Based on the energy consumption of each road segment, P0P 12 and P 11 P 12 After filtering, P0P was retained. 12 For P 12 The target feasible road section was eliminated, P. 11 P 12 (Dashed line); P 13 The two corresponding first feasible road segments are P0P 13 and P 12 P 13 Based on the energy consumption of each road segment, P0P 13 and P 12 P 13 After filtering, P0P was retained. 13 For P 13 The target feasible road section was eliminated, P. 12 P 13 (Dashed line); that is, the target feasible road segment retained in the first layer is (P0P) 11 , P0P 12 and P0P 13 ).

[0060] 2) such as Figure 7 The diagram shown is a schematic of a second-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention. For any target feasible road segment retained in the first layer, the first node corresponding to the target feasible road segment is used as a new starting point to determine the second feasible road segment, namely 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 endpoint P of all determined second feasible road segments 21 P 22 P 23and P 24 Let each node be designated as the second node and its layer as the second layer. Calculate and store the energy consumption of the second feasible road segment corresponding to each second node. Determine the number of second feasible road segments corresponding to each second node. For any second node with a quantity of 1, connect the second feasible road segment corresponding to that second node to the target feasible road segment of the corresponding first node to obtain the target route of that second node. For any second node with a quantity greater than 1, connect the second feasible road segment corresponding to that second node to the target feasible road segment of the corresponding first node to obtain the feasible route corresponding to that second node. Add the energy consumption of the second feasible road segment corresponding to that second node to the energy consumption of the target feasible road segment of the corresponding first node to obtain the route energy consumption of the feasible route corresponding to that second node. Based on the route energy consumption, filter the feasible routes corresponding to that second node, retain the feasible route with the lowest route energy consumption as the target route of that second node, and remove the other second feasible road segments corresponding to that second node.

[0061] For each of the aforementioned second nodes, P 21 The two corresponding second feasible road segments are P 11 P 21 and P 12 P 21 , will P 11 P 21 and P0P 11 Connect them to obtain P 21 Feasible route P0P 11 P 21 , will P 11 P 21 Road section energy consumption and P0P 11 The energy consumption of each road segment is added together to obtain P0P. 11 P 21 The energy consumption of the route; P 12 P 21 and P0P 12 Connect them to obtain P 21 Feasible route P0P 12 P 21 , will P 12 P 21 Road section energy consumption and P0P 12 The energy consumption of each road segment is added together to obtain P0P. 12 P 21 Route energy consumption; based on route energy consumption, P0P 11 P 21 and P0P 12 P 21 After filtering, P0P was retained. 11 P 21 For P 21 The target route, eliminating P21 P 12 P 21 (Dashed line). Similarly, based on the above, for P... 21 Target route P0P 11 P 21 The screening process for P 22 Feasible routes were filtered, and P0P was retained. 11 P 22 For P 22 The target route, eliminating P 22 P 12 P 22 and P 21 P 22 (Dashed line); For P 23 Feasible routes were filtered, and P0P was retained. 12 P 23 For P 23 The target route, eliminating P 23 P 11 P 23 P 13 P 23 and P 22 P 23 (Dashed line); For P 24 Feasible routes were filtered, and P0P was retained. 12 P 24 For P 24 The target route, eliminating P 24 P 13 P 24 and P 23 P 24 That is, the target route retained in the second layer is (P0P) 11 P 21 , P0P 11 P 22 , P0P 12 P 23 and P0P 12 P 24 ).

[0062] 3) such as Figure 8 The diagram shown is a schematic of a third-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention. For any target route retained in the second layer, the target route is taken as the target feasible road segment, and the route energy consumption of the target route is taken as the segment energy consumption of the target feasible road segment. The steps in 2) above are returned to execute, and the target route retained in the third layer is determined to be (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) such as Figure 9 The diagram shown is a schematic of a fourth-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention. For any target route retained in the third layer, the target route is taken as the target feasible road segment, and the route energy consumption of the target route is taken as the road segment energy consumption of the target feasible road segment. The steps in 2) above are returned to execute, and the target route retained in the fourth layer is determined to be (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) such as Figure 10 The diagram shown is a schematic of a fifth-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention. For any target route retained in the fourth layer, the target route is taken as the target feasible road segment, and the route energy consumption of the target route is taken as the road segment energy consumption of the target feasible road segment. The steps in 2) above are returned to execute, and the target route retained in the fifth layer is determined to be (P0P). 11 P 21 P 31 P 41 P 51 and P0P 11 P 22 P 32 P 42 P 52 ).

[0065] 6) such as Figure 11 The diagram shown is a schematic of a sixth-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention. For any target route retained in the fifth layer, the target route is taken as the target feasible road segment, and the route energy consumption of the target route is taken as the road segment energy consumption of the target feasible road segment. The steps in 2) above are returned to execute, and the target route retained in the sixth layer is determined to be (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) such as Figure 12 The diagram shown is a schematic of a seventh-layer calculation of minimum energy consumption provided in Embodiment 2 of the present invention. For any target route retained in the sixth layer, the target route is taken as the target feasible road segment, and the route energy consumption of the target route is taken as the road segment energy consumption of the target feasible road segment. The steps in 2) above are returned to execute, and the target route retained in the seventh layer is determined to be (P0P). 11 P 21 P 31 P 41 P 51 P 61 P 71 ), due to the target feasible route P0P 11 P 21 P 31 P 41 P 51 P 61 P 71 The endpoint is the initial position P. 71 And from P0 to P 71 By combining all feasible road segments, P0P can be determined. 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, corresponding to P0P 11 P 21 P 31 P 41 P 51 P 61 P 71 The energy consumption of the route is the minimum 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 road segments 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 road segments). However, in actual applications, the number of layers expanded from the vehicle's current position to the initial position is based on the result of the map information calculation. In the second embodiment of the present invention, the loop terminates when all feasible road segment combinations from the vehicle's current position to the initial position are completed, not when the number of expanded layers is used as the termination condition.

[0068] In this embodiment, by using real-time traffic information as a reference and expanding the filtering layer by layer outward, the lowest energy consumption route from the current location to the initial location with the lowest battery energy consumption and the lowest energy consumption along the lowest energy consumption route are determined. The layer-by-layer outward filtering method effectively narrows the search and filtering range of feasible routes at each layer, avoids indiscriminately searching and filtering all possible routes globally, reduces the amount of data processing, improves the speed of calculating the lowest energy consumption route and the lowest energy consumption, and reduces the computing power requirement.

[0069] like Figure 13 The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 3 of the present invention, which may further include the following steps:

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

[0071] Step S1302: Input the road segment features into the preset regression model to obtain the road segment energy consumption of feasible road segments.

[0072] In this embodiment, the road segment features can refer to the multi-dimensional features of feasible road segments. For example, the road segment features may include vehicle features, road features, traffic features, driver features, and background features. The preset regression model can refer to a model that has been trained based on a regression algorithm to predict road segment energy consumption.

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

[0074] In this embodiment, feature extraction is performed on feasible road segments to obtain road segment features. These features are then input into a preset regression model to obtain road segment energy consumption. By considering features such as road conditions, traffic conditions, weather conditions, and driver characteristics during actual vehicle operation, the accuracy of the predicted road segment energy consumption is improved. This, in turn, improves the accuracy of the calculated drivable range of the vehicle based on the road segment energy consumption.

[0075] like Figure 14 The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 4 of the present invention. In step S103 above, if the comparison result between 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, which may include the following steps:

[0076] Step S1401: If the comparison result meets the preset value range, then the comparison result is determined to meet the preset condition.

[0077] Step S1402: If the comparison result does not meet the preset value range, it is determined that the comparison result does not meet the preset conditions. Then, based on the comparison result and the preset value range, the initial position is updated in the preset driving direction.

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

[0079] For example, if the comparison result, i.e., the remaining battery percentage, is 3%, and the preset value range is [2%, 4%], then 3% falls within [2%, 4%], and the comparison result is determined to meet the preset value range, thus confirming that the comparison result meets the preset condition. If the comparison result, i.e., the remaining battery percentage, is 16.67%, and the preset value range is [2%, 4%], then 16.67% does not fall within [2%, 4%], and the comparison result does not meet the preset value range, thus confirming that the comparison result does not meet the preset condition. Therefore, based on the comparison result and the preset value range, the initial position is updated in the preset driving direction.

[0080] In this embodiment, if the remaining battery percentage of the vehicle meets a preset value range when reaching the initial position with the lowest energy consumption, then the preset condition is determined to be met; otherwise, the initial position is updated in the preset driving direction. The determination of whether to update the initial position based on the preset value range ensures that the vehicle reaches the farthest initial position within the safe range of the remaining battery power, thereby improving the driver's sense of security.

[0081] like Figure 15The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 5 of the present invention. Step S1402, which updates the initial position in a preset driving direction based on the comparison result and a preset numerical range, may include the following steps:

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

[0083] Step S1502: Update the initial position in the preset driving direction based on the first intermediate position.

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

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

[0086] In this embodiment, if the comparison result is less than a preset value range, a 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 value range, it can be determined that when the vehicle reaches the initial position, the remaining battery power of the vehicle is below a safe range. Therefore, the initial position is updated in a targeted manner based on the current position, avoiding the vehicle from being trapped due to battery depletion when it reaches the initial position. This improves the efficiency and accuracy of determining the initial position, while also enhancing the driver's sense of security.

[0087] like Figure 16 The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment Six of the present invention. Step S1402, which updates the initial position in a preset driving direction based on the comparison result and a preset numerical range, may include the following steps:

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

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

[0090] In this embodiment, the historical position can refer to the initial position after updating to the initial position, and the second intermediate position can refer to the intermediate position between the historical position and the initial position.

[0091] Specifically, let the initial position be A. x The historical location is A. x-1Among them, for A x-1 Update to get A x x represents the number of times the initial position is updated. 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%]. Therefore, the intermediate position between the historical position and the initial position is determined, and the initial position is updated to this intermediate position.

[0092] In this embodiment, if the comparison result is greater than a preset value 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 value range, it can be determined that when the initial position is reached, the vehicle's remaining battery power is still relatively sufficient. Therefore, the initial position is updated in a targeted manner based on the historical position, which narrows the range of the initial position determination, improves the efficiency and accuracy of the initial position determination, and enhances the driver's sense of security.

[0093] like Figure 17 The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 7 of the present invention, which may further include the following steps:

[0094] Step S1701: Obtain the 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 can refer to the drivable range of the vehicle in M ​​preset driving directions.

[0097] Specifically, such as Figure 18 The diagram shown 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), eight preset driving directions (with the same included angle between adjacent driving directions) are selected along the circumference, namely M1, M2, M3, M4, M5, M6, M7 and M8. According to steps S101 to S104, M drivable ranges of these eight preset driving directions are determined respectively. The eight drivable ranges are connected to obtain the total drivable range of the vehicle in the eight 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. This enables the total drivable range of the vehicle to be determined in real time during actual driving. The driver can intuitively understand the range that the vehicle can still travel with its current remaining battery power based on the total drivable range, alleviating the driver's range anxiety and making it easier for the driver to rationally plan travel and charging arrangements based on the remaining range.

[0099] like Figure 19 The diagram shown is a flowchart illustrating a method for determining the drivable range of a vehicle according to Embodiment 8 of the present invention, which may further include the following steps:

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

[0101] Step S1902: After updating the initial position in the preset driving direction, the method further includes: updating the initial distance based on the comparison results.

[0102] In this embodiment, the initial distance can 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 steps S1501 to S1502 above, the initial position is updated when the comparison result is less than a preset value range, then according to formula L... x =L x / 2 updates the initial distance, where x is the number of times the initial distance is updated. If, according to steps S1601 to S1602 above, the initial position is updated when the comparison result is greater than a preset value range, then according to formula L... x =(L x +L x-1 The initial distance is updated, where x is the number of times the initial distance is updated.

[0104] In this embodiment, by updating the initial position in the preset driving direction and then updating the initial distance from the initial position to the current position, the distance from the initial position to the current position can be determined intuitively based on the initial distance, thus improving the user experience.

[0105] Figure 20 This is a schematic diagram of a controller provided in Embodiment 9 of the present invention. Figure 20 As shown, the controller of this embodiment includes: at least one processor ( Figure 20Only one is shown in the diagram), a memory, and a computer program stored in the memory and executable on at least one processor, which, when executed by the processor, implements the steps in any of the above embodiments of the vehicle drivable range determination method.

[0106] The controller may include, but is not limited to, a processor and memory. Those skilled in the art will understand that... Figure 20 This is merely an example of a controller and does not constitute a limitation on the controller. A controller may include more or fewer components than shown in the figure, or a combination of certain components, or different components, such as network interfaces, displays, and input devices.

[0107] The processor referred to can be a CPU, but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0108] Memory includes readable storage media, internal memory, etc., where internal memory can be the controller's main memory. Internal memory provides the environment for the operation of the operating system and computer-readable instructions stored in the readable storage media. Furthermore, memory can include both internal storage units of the controller and external storage devices. Memory is used to store the operating system, application programs, bootloader, data, and other programs, such as the program code of computer programs. Memory can also be used to temporarily store data that has been output or will be output.

[0109] Those skilled in the art will understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the functions described above can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this invention. The specific working process of the units and modules in the above device can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here. If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention can implement all or part of the processes in the methods of the above embodiments by instructing related hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the above method embodiments. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. A computer-readable medium can include at least: any entity or device capable of carrying computer program code, a recording medium, a computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0110] The present invention can implement all or part of the processes in the above embodiments of the method, or it can be accomplished by a computer program product. When the computer program product runs on the controller, the controller executes the steps in the above method embodiments.

[0111] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0112] Those skilled in the art will recognize that the units and algorithm steps of the various examples 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 implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0113] In the embodiments provided by this 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 merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

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

[0115] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for determining the drivable range of a vehicle, characterized in that, include: Based on the vehicle's current location, preset driving direction, and current remaining battery power, determine the farthest initial location the vehicle can reach. Based on real-time traffic information, calculate the minimum energy consumption of the vehicle from the current position to the initial position; 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; Return to the step of calculating the minimum energy consumption of the vehicle from the current position to the initial position based on real-time traffic information, until the preset condition is met, and obtain the drivable range of the vehicle in the preset driving direction based on the initial position corresponding to the preset condition being met; The step of calculating the vehicle's minimum energy consumption from the current position to the initial position based on real-time traffic information includes: Starting from the current location, based on the real-time traffic information, all first feasible road segments connected to the starting point are determined within a preset driving range. Based on the energy consumption of each first feasible road segment, all first feasible road segments are filtered to obtain the target feasible road segment. The preset driving range refers to the driving range of the vehicle from the current location to the initial location, which is set in advance. For any target feasible road segment, taking the end of the target feasible road segment as the new starting point, and based on the real-time traffic information, determine all second feasible road segments connected to the new starting point within the preset driving range; Connect the target feasible road segment and each second feasible road segment to obtain a feasible route. Based on the road segment energy consumption of the target feasible road segment and the road segment energy consumption of each second feasible road segment, obtain the route energy consumption of each feasible route. Based on the energy consumption of the route, all feasible routes are filtered to obtain the target route. Each target route is taken as the target feasible road segment, and the route energy consumption of the corresponding feasible route is taken as the road segment energy consumption of the target feasible road segment. Then, the step of taking the end point of the target feasible road segment as the new starting point is executed again until the end point of the target route is taken as the initial position. The lowest energy consumption route from the current position to the initial position is obtained, and the route energy consumption of the lowest energy consumption route is taken as the lowest energy consumption. If the comparison result between the minimum energy consumption and the current remaining power does not meet a preset condition, then updating the initial position in the preset driving direction includes: If the comparison result meets the preset numerical range, then the comparison result is determined to meet the preset condition; If the comparison result does not meet the preset value range, it is determined that the comparison result does not meet the preset condition, and the initial position is updated in the preset driving direction according to the comparison result and the preset value range. The step of updating the initial position in the preset driving direction based on the comparison result and the preset numerical range includes: If the comparison result is less than the preset value range, then the first intermediate position between the current position and the initial position is determined; Based on the first intermediate position, update the initial position in the preset driving direction; The step of updating the initial position in the preset driving direction based on the comparison result and the preset numerical range includes: If the comparison result is greater than the preset value range, then the historical position of the updated initial position is obtained, and a second intermediate position between the historical position and the initial position is determined; The initial position is updated in the preset driving direction based on the second intermediate position.

2. The method for determining the drivable range of a vehicle as described in claim 1, characterized in that, Also includes: For any feasible road segment, feature extraction is performed on the feasible road segment to obtain road segment features; The road segment characteristics are input into a preset regression model to obtain the road segment energy consumption of the feasible road segment.

3. The method for determining the drivable range of a vehicle as described in claim 1, characterized in that, Also includes: Obtain M drivable ranges of the vehicle in M ​​preset driving directions, where M>1; By connecting the M drivable ranges, the total drivable range of the vehicle in the M preset driving directions is obtained.

4. The method for determining the drivable range of a vehicle as described in claim 1, characterized in that, Also includes: Obtain the initial distance from the initial position to the current position along the preset driving direction; After updating the initial position in the preset driving direction, the method further includes: The initial distance is updated based on the comparison results.

5. 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, it implements the steps of the method for determining the drivable range of a vehicle as described in any one of claims 1 to 4.

6. A vehicle, characterized in that, Includes the controller as described in claim 5.

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