Vehicle endurance control method, device and equipment and computer readable storage medium

Abstract

The invention discloses a vehicle endurance control method and device, equipment and a medium, and the method comprises the steps: obtaining the navigation information of a vehicle, and determining a navigation destination and a navigation path based on the navigation information; if the distance value corresponding to the navigation path is greater than the actual endurance mileage of the vehicle, planning a plurality of candidate energy complementing points on the navigation path based on the actual endurance mileage; determining a target energy complementing point from the plurality of candidate energy complementing points based on the type of the navigation destination and the safe endurance mileage of the vehicle; the real-time driving state of the vehicle is obtained, the real-time driving state comprises the real-time power consumption information, the real-time road condition information and the real-time position information, the safe endurance mileage of the vehicle is corrected based on the real-time power consumption information, the real-time road condition information and the real-time position information, and the target energy supplementing point is corrected based on the corrected safe endurance mileage. According to the embodiment of the invention, intelligent and personalized navigation and energy management can be realized, the anxiety and uncertainty of a driver are reduced, and the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle intelligent driving technology, and specifically to a vehicle endurance control method, device, electronic device and computer-readable storage medium. Background Art

[0002] When the vehicle is driving and the battery life is insufficient, the vehicle terminal will intelligently recommend nearby charging stations. However, there are scenarios where the nearby charging stations are too far away or there is a traffic accident or congestion, resulting in the user being unable to reach the charging point and waiting for rescue in bad weather, which seriously affects the user experience.

[0003] In related technologies, the endurance methods provided by vehicles are all activated when the vehicle is low on battery. One method is to reduce the vehicle speed or the power load of electrical appliances to improve endurance, but this reduces the user experience; the other method is to recommend the nearest charging point, which involves taking a detour or exiting the highway; at the same time, the endurance mileage provided when the vehicle is low on battery does not take into account the impact of the vehicle's destination type on endurance requirements.

[0004] Application Contents

[0005] In view of the above problems, the present application provides a vehicle range control to solve the problem in the related art that the vehicle range cannot be flexibly controlled, affecting the user experience.

[0006] According to one aspect of an embodiment of the present application, a vehicle range control method is provided, the method comprising: obtaining navigation information of the vehicle, and determining a navigation destination and a navigation path based on the navigation information; if a distance value corresponding to the navigation path is greater than an actual range of the vehicle, planning a plurality of candidate charging points on the navigation path based on the actual range of the vehicle; determining a target charging point from the plurality of candidate charging points based on the type of the navigation destination and the safe range of the vehicle; obtaining a real-time driving status of the vehicle, the real-time driving status comprising real-time power consumption information, real-time road condition information and real-time location information, and correcting the safe range of the vehicle based on the real-time power consumption information, the real-time road condition information and the real-time location information, so as to correct the target charging point based on the corrected safe range of the vehicle.

[0007] According to one aspect of an embodiment of the present application, determining a target refueling point from the multiple candidate refueling points based on the type of the navigation destination and the safe range of the vehicle includes: if the type of the navigation destination is a non-habitual refueling point type, determining a first redundant range threshold of the vehicle based on the type of the destination and current road condition information; and determining a target refueling point from the multiple candidate refueling points based on the first redundant range threshold and the safe range.

[0008] According to one aspect of an embodiment of the present application, determining a target recharging point from the multiple candidate recharging points based on the first redundant endurance threshold and the safe endurance mileage includes: extracting two candidate recharging points that are closest to the safe endurance mileage within the safe endurance mileage from the multiple candidate recharging points; extracting a candidate recharging point that is closest to the safe endurance distance outside the safe endurance mileage from the multiple candidate recharging points as a first reference recharging point; and determining a target recharging point from the two candidate recharging points based on the first redundant endurance threshold and a distance value between the first reference recharging point and the safe endurance mileage.

[0009] According to one aspect of an embodiment of the present application, determining a target refueling point from the multiple candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle includes: if the type of the navigation destination is a customary refueling point type, extracting two candidate refueling points that are closest to the actual cruising range within the actual cruising range from the multiple candidate refueling points; extracting a candidate refueling point that is closest to the actual cruising range outside the actual cruising range from the multiple candidate refueling points as a second reference refueling point; determining a second redundant cruising range threshold of the vehicle based on real-time road condition information, and determining a target refueling point from the two candidate refueling points based on the second redundant cruising range threshold and the distance value between the second reference refueling point and the actual cruising range.

[0010] According to one aspect of an embodiment of the present application, determining a target recharging point from the two candidate recharging points based on the second redundant endurance threshold and the distance value between the second reference recharging point and the actual endurance mileage includes: determining a distance value between the second reference recharging point and the actual endurance mileage; if the distance value is greater than the second redundant endurance threshold, taking the candidate recharging point of the two candidate recharging points that is closer to the actual endurance mileage as the target recharging point; if the distance value is not greater than the second redundant endurance threshold, taking the candidate recharging point of the two candidate recharging points that is farther from the actual endurance mileage as the target recharging point.

[0011] According to one aspect of an embodiment of the present application, the safe cruising range of the vehicle is corrected based on the real-time power consumption information, the real-time road condition information, and the real-time location information, so as to correct the target energy replenishing point based on the corrected safe cruising range, including: updating the actual cruising range of the vehicle based on the real-time power consumption information and the real-time road condition information to obtain an updated actual cruising range; first determining the safe cruising range correction coefficient of the vehicle based on the updated actual cruising range and the real-time location information; and correcting the target energy replenishing point from the navigation path based on the safe cruising range correction coefficient.

[0012] According to one aspect of an embodiment of the present application, the method further includes: if the vehicle chooses not to recharge at the target recharging point, obtaining a recharging record of the vehicle, the recharging record including the recharging duration and recharging point of the vehicle; determining the recharging habit of the vehicle based on the recharging duration and the recharging point; determining a correction coefficient of the target recharging point based on the recharging habit, so as to correct the vehicle's endurance control strategy based on the correction coefficient.

[0013] According to one aspect of an embodiment of the present application, a vehicle range control device is provided, the device comprising: an acquisition module, which acquires navigation information of the vehicle and determines a navigation destination and a navigation path based on the navigation information; a planning module, which plans a plurality of candidate charging points on the navigation path based on the actual range if a distance value corresponding to the navigation path is greater than an actual range of the vehicle; a determination module, which determines a target charging point from the plurality of candidate charging points based on the type of the navigation destination and the safe range of the vehicle; a correction module, which acquires a real-time driving status of the vehicle, the real-time driving status including real-time power consumption information, real-time road condition information and real-time location information, and corrects the safe range of the vehicle based on the real-time power consumption information, the real-time road condition information and the real-time location information, so as to correct the target charging point based on the corrected safe range.

[0014] According to one aspect of an embodiment of the present application, an electronic device is provided, comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements the vehicle endurance control method as described above.

[0015] According to one aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer executes the vehicle endurance control method as described above.

[0016] According to one aspect of an embodiment of the present application, a computer program product is also provided, including a computer program, which implements the steps in the vehicle endurance control method as described above when executed by a processor.

[0017] In the technical solution provided in the embodiment of the present application, the accuracy of the navigation system is ensured by obtaining the navigation information of the vehicle and determining the navigation destination and path. At the same time, considering the distance relationship between the actual cruising range of the vehicle and the navigation path, the situation of stopping midway or failing to reach the destination due to insufficient cruising range is avoided. When the navigation path exceeds the actual cruising range of the vehicle, multiple candidate energy replenishment points can be intelligently planned on the navigation path, which not only provides a variety of charging or refueling options, but also enhances the flexibility and convenience of the driver. Further, by considering the type of navigation destination and the safe cruising range of the vehicle, the most suitable target energy replenishment point can be more accurately determined from the candidate energy replenishment points, which helps to ensure that the vehicle has sufficient energy throughout the journey while reducing unnecessary energy waste. In addition, by obtaining the real-time driving status of the vehicle, the safe cruising range of the vehicle can be dynamically corrected, and the target energy replenishment point can be adjusted accordingly. This real-time adjustment capability makes navigation and energy management more flexible and adaptable, able to cope with various situations that may arise during driving. Through intelligent and personalized navigation and energy management, it reduces the driver's anxiety and uncertainty, improves the driving experience, and at the same time reduces potential problems caused by insufficient energy, increasing driving safety and comfort.

[0018] It should be understood that the above general description and the detailed description below are only exemplary and explanatory and cannot limit the present application. The above description is only an overview of the technical solution of the embodiment of the present application. In order to more clearly understand the technical means of the embodiment of the present application, it can be implemented according to the contents of the specification, and in order to make the above and other purposes, features and advantages of the embodiment of the present application more obvious and easy to understand, the specific implementation methods of the present application are specifically cited below. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are only used to illustrate the embodiments and are not to be considered as limiting the present application. In addition, the same reference symbols are used to represent the same components throughout the accompanying drawings. In the accompanying drawings:

[0020] Figure 1 is a schematic diagram of an implementation environment for vehicle endurance control during navigation shown in an exemplary embodiment of the present application;

[0021] Figure 2 is a flow chart of a vehicle endurance control method shown in an exemplary embodiment of the present application;

[0022] Figure 3 is a flow chart of a road condition refreshing method shown in another exemplary embodiment of the present application;

[0023] Figure 4 is a flow chart of a road condition refreshing method shown in another exemplary embodiment of the present application;

[0024] Figure 5 is a schematic diagram of a navigation path and navigation status shown by an exemplary embodiment;

[0025] Figure 6 is a flow chart of a road condition refreshing method shown in another exemplary embodiment of the present application;

[0026] Figure 7 is a flow chart of a road condition refreshing method shown in another exemplary embodiment of the present application;

[0027] Figure 8 is a flow chart of a road condition refreshing method shown in another exemplary embodiment of the present application;

[0028] Fig. 9 is a flow chart of a road condition refreshing method shown in another exemplary embodiment of the present application;

[0029] Fig.10 It is a brief flow chart of vehicle endurance control in a navigation interface in an exemplary application scenario;

[0030] Fig.11 is a block diagram of a vehicle cruising range control device shown in an exemplary embodiment of the present application;

[0031] Fig.12 A schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present application is shown. DETAILED DESCRIPTION

[0032] Here, exemplary embodiments will be described in detail, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0033] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0034] The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

[0035] The term "multiple" as used in this application refers to two or more than two. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the related objects are in an "or" relationship.

[0036] First of all, navigation is a technology that points to the critical path of the destination. It is the process of monitoring and controlling the movement of objects such as processes, vehicles, and pedestrians from one place to another. In a broader sense, navigation can refer to any skill or study involving determining position and direction. The field of navigation is generally divided into four fields: land navigation, marine navigation, aviation navigation, and space navigation. The embodiments of this application involve land navigation, which is used to monitor the position change process of objects such as vehicles and pedestrians moving from one place to another along a planned path.

[0037] During navigation, the actual range of the vehicle does change as the vehicle travels, and this change is affected by many factors, including driving habits, road conditions, external environment, etc. Therefore, for the planning of charging points, these factors need to be considered comprehensively to ensure that the vehicle can be charged or refueled in time when needed. First of all, it is key to understand the actual range of the vehicle. This can usually be obtained through the vehicle's dashboard or navigation system. However, it should be noted that these displayed data may change due to various factors. For example, different driving habits (such as sudden acceleration, sudden braking, etc.) will cause the actual range to deviate from the displayed value. In addition, road conditions (such as road conditions, slope, etc.) and external environment (such as temperature, humidity, wind resistance, etc.) will also affect the actual range. Therefore, the intelligent driving system for vehicle range needs to take the following measures:

[0038] Know the vehicle's range in advance: Before setting off, fully understand the vehicle's full-charge range and the average power or fuel consumption during daily driving. This will help you more accurately judge the vehicle's range under different driving conditions.

[0039] Use the navigation system to plan a route: Modern navigation systems usually have the function of predicting the drivable distance based on the vehicle's current power or fuel level. Using this function, you can plan the most reasonable driving route and mark possible refueling points on the route.

[0040] Consider driving habits and road conditions: When planning your refueling points, you need to consider your driving habits and the road conditions you will be driving on. For example, if you expect to be driving on congested city roads, you may need to charge or refuel more frequently.

[0041] Reserve enough power or fuel: When planning a refueling point, reserve enough power or fuel to cope with unforeseen situations. For example, during a long journey, if you encounter traffic congestion or bad weather, you may need more power or fuel to cope with it.

[0042] Consider the convenience of charging or refueling facilities: When choosing a refueling point, in addition to considering its location, you also need to consider the convenience of charging or refueling facilities. For example, when driving on a highway, you should give priority to charging stations or refueling stations located in service areas so that you can quickly recharge when needed.

[0043] Figure 1 FIG. 1 is a schematic diagram of an implementation environment for vehicle endurance control during navigation according to an exemplary embodiment of the present application. Figure 1 As shown, during the driving process of the vehicle, navigation is achieved through the navigation map software installed on the smart terminal 110. The server 120 can obtain navigation information on the smart terminal 110, and then determine the navigation destination and navigation path of the vehicle through the navigation information. If it is found through comparison that the distance value corresponding to the navigation path is greater than the actual cruising range of the vehicle, multiple candidate refueling points are planned on the navigation path based on the actual cruising range; then the server 120 determines the target refueling point from the multiple candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle, and can obtain the real-time driving status of the vehicle, wherein the target refueling point is determined from the multiple candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle, thereby realizing flexible control of the vehicle's cruising range refueling.

[0044] in, Figure 1 The smart terminal 110 shown can be any terminal device that supports the installation of navigation map software, such as a smart phone, a car computer, a tablet computer, a laptop computer, or a wearable device, but is not limited thereto. Figure 1 The server 120 shown is a server, which can be, for example, an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms, and is not limited here. The smart terminal 110 can communicate with the server 120 through wireless networks such as 3G (third generation mobile information technology), 4G (fourth generation mobile information technology), and 5G (fifth generation mobile information technology), and is not limited here.

[0045] In related technologies, the endurance methods provided by vehicles are all activated when the vehicle is low on battery. One method is to reduce the vehicle speed or the power load of electrical appliances to improve endurance, but this reduces the user experience; the other method is to recommend the nearest charging point, which involves taking a detour or exiting the highway; at the same time, the endurance mileage provided when the vehicle is low on battery does not take into account the impact of the vehicle's destination type on endurance requirements.

[0046] The problems pointed out above are generally applicable in general travel scenarios. It can be seen that the vehicle endurance method is too rigid and cannot flexibly adapt to changes in vehicle operating conditions and road conditions, which seriously affects the user experience. In order to solve these problems, the embodiments of the present application respectively propose a vehicle endurance control method, a vehicle endurance control device, an electronic device, a computer-readable storage medium and a computer program product, and these embodiments will be described in detail below.

[0047] See also Figure 2 , Figure 2 1 is a flow chart of a vehicle cruising range control method shown in an exemplary embodiment of the present application. The method can be applied to the implementation environment shown in FIG1 and is specifically executed by the smart terminal 110 in the implementation environment. It should be understood that the method can also be applied to other exemplary implementation environments and executed by devices in the other implementation environments. This embodiment does not limit the implementation environment to which the method is applicable.

[0048] For example, more and more vehicles support the end-to-end highway pilot function of autonomous driving. By setting the destination through navigation, the highway section automatically gets on and off the highway, on and off the ramp, and cruises to reduce driving fatigue. When the long-distance vehicle has insufficient range, it will intelligently recommend nearby charging piles, but there are scenarios where the nearby charging piles are too far away or encounter traffic jams, resulting in users being unable to reach the charging point and waiting for rescue in bad weather, which seriously affects the user experience.

[0049] like Figure 2 As shown, in an exemplary embodiment, the vehicle endurance control method includes at least steps S210 to S240, which are described in detail as follows:

[0050] Step S210, obtaining navigation information of the vehicle, and determining a navigation destination and a navigation path based on the navigation information.

[0051] During vehicle driving, for example, during high-speed navigation of the vehicle, navigation information of the vehicle is acquired, and a navigation destination of the vehicle and a navigation path to reach the navigation destination are determined based on the navigation information.

[0052] Exemplarily, the global positioning navigation device (such as GNSS) installed on the vehicle can receive satellite signals in real time to determine the current position, speed and direction of the vehicle. This information is processed by the on-board computer system and displayed on the navigation interface. The navigation system understands the structure of the road network, road attributes (such as the number of lanes, speed limit, etc.) and traffic signs through the built-in map database or real-time updated map information. This information helps the system plan a reasonable navigation path. The navigation system can also receive real-time traffic information, such as congestion, accidents, construction, etc., so as to adjust the navigation path in time. The driver enters the destination information through the input interface of the navigation system (such as touch screen, voice input, etc.). The system searches the corresponding location in the map database based on the input information and uses it as the end point of navigation. The navigation system plans one or more navigation paths based on the current position of the vehicle, destination information, and road and traffic information. These paths will take into account a variety of factors, such as distance, time, traffic conditions, etc., to meet the different needs of the driver. The driver can choose according to the recommended path or alternative path provided by the system. During the navigation process, the system will provide navigation instructions in real time, such as turn prompts, distance prompts, etc. These instructions are usually presented to the driver through voice prompts and map displays. The driver can follow the planned route according to these instructions until he reaches the destination.

[0053] Step S220: If the distance value corresponding to the navigation path is greater than the actual cruising range of the vehicle, a plurality of candidate refueling points are planned on the navigation path based on the actual cruising range.

[0054] The navigation system first needs to obtain the current status of the vehicle, including the amount of power and fuel, as well as the average energy consumption of the vehicle (such as power consumption per 100 kilometers, fuel consumption, etc.). Based on the current status and average energy consumption of the vehicle, the navigation system can calculate the actual range of the vehicle. This range is the maximum distance the vehicle can travel under current conditions. Among them, the refueling point can be a charging pile, a gas station, etc. The specific type depends on the energy type of the vehicle (such as electric, fuel, etc.). Then the navigation system selects possible refueling points on the path based on the navigation path and the actual range of the vehicle. These refueling points should be within the range that the vehicle can travel and can provide the required energy. For the selected candidate refueling points, the navigation system needs to evaluate factors such as their availability, location, and facility conditions. For example, whether the charging point is open, whether there are enough charging piles or gas pumps, whether an appointment is required, etc. In order to ensure that the vehicle can charge or refuel in time during driving, the navigation system needs to plan multiple candidate charging points on the navigation route. These charging points should be distributed at different locations on the route so that they can be reached in time when the vehicle’s power or fuel is low. The navigation system needs to display the planned candidate charging points on the navigation interface, including their location, distance, facility status and other information. When the vehicle approaches a candidate charging point, the navigation system needs to provide navigation instructions to guide the vehicle to the charging point for charging or refueling. If the vehicle selects a candidate charging point for charging or refueling during driving, the navigation system needs to update the navigation route to reflect the vehicle’s new location and remaining travel.

[0055] In addition, since traffic conditions and charging point facilities may change, the navigation system needs to update this information in real time to ensure that the planned candidate charging points are still available. If a candidate charging point is not available or the vehicle cannot arrive on time, the navigation system needs to provide backup plans, such as finding other charging points or adjusting driving speed. In addition, the navigation system needs to remind the driver to pay attention to the battery or fuel level at critical moments, and guide the driver to reach the candidate charging point in time for charging or refueling.

[0056] Step S230 : determining a target refueling point from a plurality of candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle.

[0057] If the navigation destination is a city center or a busy area, you may face problems such as traffic congestion and parking difficulties. At this time, you should choose a charging point that is close to the destination, easy to enter and exit, and convenient for parking. Considering that there may be multiple charging points in the city center, you can give priority to charging points that are close to the destination and have complete facilities. For suburban or rural areas, there may be relatively few charging points and they are unevenly distributed. At this time, you should plan your route in advance and choose reliable charging points along the way. Since these areas may be far away, you should give priority to charging points that are close to the destination and can ensure the safe cruising range of the vehicle. If the navigation path includes a highway and you need to recharge at a service area, you should choose a service area that is close to the destination, has complete facilities, and has less traffic as a charging point. Considering that the charging piles or gas stations in the highway service area may be busy, you should plan the charging time in advance to avoid waiting in line during peak hours.

[0058] In addition, based on the vehicle's current power or fuel level and average energy consumption, the remaining range of the vehicle before it reaches the next candidate refueling point is evaluated. Ensure that the remaining range can meet the needs of reaching the next refueling point, and leave a certain safety margin to deal with emergencies. Compare the distances of multiple candidate refueling points with the vehicle's safe range, select a refueling point with a moderate distance that can ensure the vehicle's safe arrival, and avoid selecting a refueling point that is too far or too close to ensure that the vehicle can be charged or refueled in time when needed. It should also be noted that in addition to considering the type of navigation destination and the vehicle's safe range, the overall situation of the candidate refueling points should also be evaluated, such as the degree of facility perfection, service attitude, price, etc. Priority should be given to refueling points with complete facilities, high-quality services and reasonable prices. After comprehensively considering multiple factors, one or more target refueling points are determined. If there are multiple target refueling points to choose from, you can give priority to refueling points that are closer to the destination and have better overall conditions as the preferred option.

[0059] Step S240, obtaining the real-time driving status of the vehicle, the real-time driving status including real-time power consumption information, real-time road condition information and real-time location information, and correcting the safe cruising range of the vehicle based on the real-time power consumption information, real-time road condition information and real-time location information, so as to correct the target charging point based on the corrected safe cruising range.

[0060] Obtain real-time power consumption or fuel consumption information through the vehicle's battery management system (BMS) or fuel management system. This information can reflect the vehicle's current energy consumption and help evaluate the remaining range. Use the vehicle's navigation system or mobile navigation application to obtain real-time road condition information, including traffic congestion, construction, accidents, etc., among which road condition information is crucial to predicting the vehicle's actual driving time and energy consumption. Obtain the vehicle's real-time location information through global positioning navigation equipment (such as GNSS). For example, the location information is used to determine the vehicle's current location and the distance from the target refueling point. Based on the real-time power consumption information and driving time, calculate the vehicle's current average energy consumption, and then compare the average energy consumption with the vehicle's standard energy consumption to evaluate the energy consumption under current driving conditions, and adjust the relevant parameters in the energy consumption prediction model based on the real-time road condition information.

[0061] For example, on congested roads, the vehicle may need to start and brake frequently, which will increase energy consumption. Calculate the revised safe range based on the current energy consumption, the remaining energy (such as power or fuel), and the road condition information. Ensure that the revised range reflects the actual situation of the vehicle under the current driving conditions. Compare the revised safe range with the distance to the target refueling point. If the remaining mileage is not enough to reach the target refueling point, it is necessary to re-plan the refueling point and find a refueling point on the navigation path that is close to the current location and can ensure the safe arrival of the vehicle. Prioritize refueling points with complete facilities and high-quality services as new target refueling points.

[0062] In addition, when determining the target refueling point, the actual situation and the possibility of emergencies should be fully considered, and corresponding backup plans should be formulated. If you encounter unforeseen situations such as traffic congestion and bad weather during driving, you should adjust the driving route and refueling plan in time. When selecting a refueling point, you should also consider factors such as the vehicle's energy type and charging speed to ensure that the vehicle can replenish the required energy in time and continue driving.

[0063] In this embodiment, by obtaining the navigation information of the vehicle and determining the navigation destination and path, the method ensures the accuracy of the navigation system. At the same time, considering the distance relationship between the actual cruising range of the vehicle and the navigation path, the method avoids the situation of stopping midway or failing to reach the destination due to insufficient cruising range. When the navigation path exceeds the actual cruising range of the vehicle, multiple candidate refueling points can be intelligently planned on the navigation path, which not only provides a variety of charging or refueling options, but also enhances the flexibility and convenience of the driver. By considering the type of navigation destination (such as whether it is a tourist attraction, commercial center, etc., which may affect the stay time and refueling needs) and the safe cruising range of the vehicle, the method can more accurately determine the most suitable target refueling point from the candidate refueling points, which helps to ensure that the vehicle has sufficient energy throughout the journey while reducing unnecessary energy waste. And by obtaining the real-time driving status of the vehicle (including real-time power consumption, road conditions and location information), the method can dynamically correct the vehicle's safe cruising range and adjust the target refueling point accordingly. This real-time adjustment capability makes navigation and energy management more flexible and adaptable, and can cope with various situations that may arise during driving. Through intelligent and personalized navigation and energy management, it reduces the driver's anxiety and uncertainty and improves the driving experience. At the same time, it also reduces potential problems caused by insufficient energy and increases driving safety and comfort.

[0064] Based on the above examples, please refer to Figure 3 In one of the exemplary embodiments provided in the present application, the specific implementation process of determining the target refueling point from multiple candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle may also include step S310 and step S320, which are described in detail as follows:

[0065] Step S310, if the type of the navigation destination is a non-customary charging point type, determining a first redundant endurance threshold of the vehicle based on the type of the destination and current road condition information;

[0066] Step S320: determining a target refueling point from a plurality of candidate refueling points based on a first redundant endurance threshold and a safe endurance mileage.

[0067] If the navigation destination of the vehicle is not the type of charging point that the vehicle is used to, it means that the vehicle is not going to recharge. Then the type of destination and the current road condition information of the vehicle are needed to determine the vehicle's safe redundant cruising range. Among them, it is necessary to confirm that the navigation destination is not the charging point that the user usually chooses. This is usually judged based on the user's historical data and preferences. Next, the system will collect and analyze the current traffic conditions, including road congestion, traffic accidents, construction conditions, etc., which are essential for accurately estimating the actual driving time and energy consumption. For example, based on the type of destination (such as commercial areas, tourist attractions, etc.) and the current road conditions, the system will estimate an additional cruising range, namely the safe redundant cruising range. This value is to ensure that the vehicle has enough power or fuel for necessary movements (such as finding parking spaces, short-distance driving, etc.) after arriving at the destination, and leave enough buffer to deal with emergencies. The safe cruising range refers to the minimum cruising range required for the vehicle from the current location to the destination, taking into account a certain safety margin. This value is usually calculated based on the current power of the vehicle, the expected driving speed, road conditions and other factors. Once the safe redundant range and safe range are determined, the system will select the most suitable refueling point from multiple preset candidate refueling points. This selection process may take into account multiple factors, such as distance, refueling speed, user preference, and the current status of the refueling point (whether it is busy, open, etc.). Finally, based on the above analysis, one or more target refueling points are recommended to the vehicle to ensure that the vehicle can meet its refueling needs while completing the navigation task safely and efficiently.

[0068] In this embodiment, a more accurate redundant endurance threshold is set for the vehicle by considering the type of destination and the current road conditions. This threshold can be closer to the actual driving needs and reduce the risk of energy depletion due to inaccurate endurance estimation. In addition, based on the accurate redundant endurance threshold, the target refueling point that best meets the current needs is selected from multiple candidate refueling points. This can not only improve the convenience of refueling, but also effectively shorten the driving time and improve the overall navigation efficiency.

[0069] Based on the above examples, please refer to Figure 4 In one of the exemplary embodiments provided in the present application, the specific implementation process of determining the target charging point from multiple candidate charging points based on the first redundant endurance threshold and the safe endurance mileage may also include steps S410 to S430, which are described in detail as follows:

[0070] Step S410, extracting two candidate refueling points that are closest to the safe cruising range within the safe cruising range from the multiple candidate refueling points;

[0071] Step S420, extracting from the plurality of candidate charging points a candidate charging point that is closest to the safe cruising range outside the safe cruising range as a first reference charging point;

[0072] Step S430 : determining a target refueling point from two candidate refueling points based on the first redundant endurance threshold and the distance between the first reference refueling point and the safe endurance range.

[0073] If the type of the navigation destination of the vehicle is a non-habitual refueling point type of the vehicle, two candidate refueling points that are within the safe cruising range of the vehicle and are closest to the safe cruising range can be extracted from the planned multiple candidate refueling points, and a candidate refueling point that is outside the safe cruising range of the vehicle and is closest to the safe cruising range of the vehicle can be extracted from the multiple candidate refueling points as a first reference refueling point, and then the distance value between the first reference refueling point and the safe cruising range is compared with the size relationship between the distance value and the safe redundant cruising range of the vehicle, and then the target refueling point is determined from the two candidate refueling points according to the size relationship between the distance value and the safe redundant cruising range of the vehicle.

[0074] Exemplarily, first, select those recharging points that are within the safe cruising range from all candidate recharging points. Among these selected recharging points, find the two recharging points with the smallest difference between the current position and the safe cruising range. These two points are closest to the safe cruising range boundary, so if the safety estimate is wrong or the road conditions change, they will be the preferred alternatives. Among all candidate recharging points, find those recharging points that are outside the safe cruising range. Among these recharging points, select the one closest to the safe cruising range boundary as the first reference recharging point. Although this recharging point is not within the safe cruising range, it is the closest and can be used as an alternative in an emergency. Next, it is necessary to consider the safe redundant cruising range. This redundancy is set up to deal with uncertainty and unexpected situations. If one of the two candidate refueling points within the safe cruising range is closer to the first reference refueling point than the other (that is, closer to the boundary of the safe cruising range, but still inside), and the position of this point plus the safe redundant cruising range can still cover the first reference refueling point or farther, then this point is more likely to become the target refueling point. In other words, we have to choose a refueling point that can not only ensure arrival within the current safe cruising range, but also provide certain additional guarantees through the safe redundant cruising range (such as responding to emergencies or finding a more suitable parking space, etc.).

[0075] Optional, Figure 5 FIG. 1 is a schematic diagram showing a planning of multiple energy replenishment points in an exemplary embodiment of the present application. Figure 5As shown, the navigation map is planned with the corresponding positions of multiple charging points B, C, D, and E, as well as the distance L of the navigation destination. The low-battery reminder mileage point G of the vehicle, as well as the distance Q corresponding to point G, and the actual cruising range point H of the vehicle and the distance S corresponding to point H are determined according to the current vehicle speed, the current low-voltage power consumption of the vehicle, the current high-voltage power consumption of the vehicle, and the actual cruising range. When the navigation destination of the vehicle is not the user's usual charging point, the intelligent driving system determines that the distance Q is less than the distance L, and then selects the optimal charging point from the multiple charging points provided by the navigation as the navigation planning charging point. Among the multiple charging points provided by the navigation, the two charging points before point G are addressed, namely charging point B and charging point C; the charging point D after point G is addressed, and the safety redundant cruising range is set to 30KM. When the distance X minus Q of charging point D is greater than 30 kilometers, charging point B is selected as the optimal charging point; when the distance X minus Q of charging point D is less than 30 kilometers, charging point C is selected as the optimal charging point.

[0076] In this embodiment, combined with the first redundant endurance threshold and the distance value between the first reference recharging point and the current safe endurance mileage, the strategy can refine and accurately select the target recharging point that best suits the current driving needs. The strategy of extracting and determining the target recharging point from multiple candidate recharging points has shown significant beneficial effects in improving decision-making efficiency and accuracy, enhancing driving safety and comfort, optimizing energy utilization and environmental protection, and adapting to diversified driving needs.

[0077] Based on the above examples, please refer to Figure 6 In one of the exemplary embodiments provided in the present application, the specific implementation process of the above vehicle endurance control method may also include steps S610 to S630, which are described in detail as follows:

[0078] Step S610: If the navigation destination is of a conventional refueling point type, two candidate refueling points that are closest to the actual cruising range within the actual cruising range are extracted from the plurality of candidate refueling points.

[0079] Step S620, extracting from the plurality of candidate charging points a candidate charging point that is closest to the actual cruising range outside the actual cruising range as a second reference charging point;

[0080] Step S630, determining a second redundant cruising range threshold of the vehicle based on the real-time road condition information, and determining a target refueling point from two candidate refueling points based on the second redundant cruising range threshold and the distance between the second reference refueling point and the actual cruising range.

[0081] If the navigation destination type of the vehicle is a habitual refueling point type, two candidate refueling points that are within the actual cruising range of the vehicle and closest to the actual cruising range of the vehicle can be extracted from multiple candidate refueling points planned on the navigation path, and a candidate refueling point that is outside the actual cruising range of the vehicle and closest to the actual cruising range of the vehicle can be extracted from the multiple candidate refueling points as a second reference refueling point, and then the second redundant cruising range threshold of the vehicle can be determined according to the type of the vehicle's habitual refueling point, and then the target refueling point can be determined from the above two candidate refueling points according to the second redundant cruising range threshold of the vehicle and the distance value between the second refueling reference point and the actual cruising range of the vehicle.

[0082] For example, please refer to Figure 5 When the navigation destination of the vehicle is the user's habitual charging point, the intelligent driving system determines that the actual cruising range of the vehicle is less than the total navigation range, and it is necessary to select a target charging point from multiple charging points (B, C, D, E) on the navigation path as the vehicle's navigation planning charging point. For example, among the multiple charging points provided by the navigation, the first two charging points addressed to the actual cruising range point H are charging point C and charging point D, and the last charging point E addressed to point H, and a redundant cruising range threshold can be set based on the type of habitual charging point set for the vehicle, where the size of the redundant cruising range threshold can be related to the real-time road condition information of the current vehicle, such as whether there is a traffic jam, road type, slope, road curvature, etc.

[0083] In this embodiment, when the navigation destination is a habitual charging point type, the strategy gives priority to the charging points that users often choose, which reflects the respect for the personalized needs of users and improves the personalization of charging decisions. When determining the target charging point, the strategy comprehensively considers the second redundant endurance threshold and the distance between the second reference charging point and the actual endurance mileage. This helps to ensure that the selected charging point is both safe and convenient, reducing the time and energy consumed by the driver in the process of finding a charging point.

[0084] Based on the above examples, please refer to Figure 7 In one of the exemplary embodiments provided in the present application, the specific implementation process of determining the target charging point from two candidate charging points based on the second redundant endurance threshold and the distance value between the second reference charging point and the actual endurance mileage may also include steps S710 to S730, which are described in detail as follows:

[0085] Step S710, determining the distance between the second reference charging point and the actual cruising range;

[0086] Step S720: If the distance value is greater than the second redundant endurance threshold, the candidate refueling point of the two candidate refueling points that is closer to the actual endurance mileage is used as the target refueling point;

[0087] Step S730: If the distance value is not greater than the second redundant cruising range threshold, the candidate refueling point with a longer distance from the actual cruising range among the two candidate refueling points is used as the target refueling point.

[0088] Please continue reading Figure 5 When the navigation destination is the user's usual charging point, the intelligent driving system determines that the distance S is less than the distance L, and selects the target charging point from the multiple charging points provided by the navigation as the navigation planning charging point. The planning strategy is as follows: among the multiple charging points provided by the navigation, the first two charging points to point H are addressed, namely charging point C and charging point D; the last charging point E to point H is addressed, and then the second redundant endurance threshold of the vehicle is determined according to the real-time road condition information. Assuming that the second redundant endurance threshold of the vehicle is 40 kilometers, when the distance Y of charging point E minus S is greater than 40 kilometers, charging point C is selected as the optimal charging point; when the distance Y of charging point E minus S is less than 40 kilometers, charging point D is selected as the optimal charging point.

[0089] Exemplarily, if the navigation destination of the vehicle is the type of charging point that the vehicle is used to, two charging points that are closest to the actual cruising range are selected from the charging points that are within the actual cruising range. These two points will be used as possible charging options because they are both within the range of locations that users are used to and are closest to the maximum distance that the vehicle can currently reach. Next, from all candidate charging points (not limited to within the actual cruising range), find the charging point that is outside the actual cruising range but closest to the actual cruising range. This point will be used as the second reference charging point, which represents the nearest charging location that may be reached if the vehicle continues to drive without charging. Consider real-time traffic information, such as traffic congestion, road construction, etc., which will affect the actual driving mileage and required time of the vehicle. Based on this information, a second redundant cruising range threshold is calculated, which is to ensure that the vehicle has enough mileage buffer to cope with unforeseen situations. Then, the distance value between the second reference charging point and the actual cruising range is compared with the second redundant cruising range threshold. The purpose of this comparison is to evaluate whether there will be enough mileage safety margin if the vehicle chooses to continue driving to the second reference charging point.

[0090] Finally, based on the comparison result of the second redundant endurance threshold and the distance value, one of the two previously selected candidate refueling points is selected as the target refueling point. The principle of selection is to ensure that the vehicle can safely reach the refueling point without running out of power or fuel, and to select a point as close to the current location as possible to reduce driving risks and uncertainties.

[0091] In this embodiment, based on the comparison result of the distance value and the threshold, the strategy can flexibly select the more suitable charging point among the two candidate charging points. This flexibility ensures that the charging decision can adapt to different driving scenarios and road conditions. Through reasonable selection of charging points, the strategy helps reduce the driver's anxiety caused by worrying about insufficient battery life and improves psychological comfort and safety during driving.

[0092] Based on the above embodiments, please refer to Figure 8 In one of the exemplary embodiments provided in the present application, the specific implementation process of correcting the safe cruising range of the vehicle based on the real-time power consumption information, the real-time road condition information and the real-time location information, and correcting the target energy replenishment point based on the corrected safe cruising range may also include steps S810 to S830, which are described in detail as follows:

[0093] Step S810, updating the actual cruising range of the vehicle based on the real-time power consumption information and the real-time road condition information to obtain an updated actual cruising range;

[0094] Step S820, first determining the vehicle's safe cruising range correction coefficient based on the updated actual cruising range and real-time location information;

[0095] Step S830: Correct the target charging point in the navigation path based on the safe cruising range correction coefficient.

[0096] During the driving process of the vehicle, the real-time power consumption information of the vehicle can be obtained, wherein the real-time power consumption information of the vehicle can be determined according to the current speed of the vehicle, the current low-voltage power consumption of the whole vehicle, and the current high-voltage power consumption of the whole vehicle. In addition, the real-time road condition information of the vehicle can be obtained, wherein the road condition information includes the impact of weather on the road, as well as traffic congestion, road construction, etc. These factors will affect the actual mileage and required time of the vehicle, and then re-determine the actual cruising range of the vehicle, and then determine the safe cruising range correction factor of the vehicle according to the updated actual cruising range of the vehicle and the current real-time position information of the vehicle, and then correct the target energy replenishment point from the navigation path according to the safe mileage correction factor of the vehicle, so as to make the vehicle's cruising range management more accurate and intelligent.

[0097] For example, during the driving process, the power consumption (such as fuel consumption and power consumption) of the vehicle will be affected by many factors, including driving habits, road conditions, vehicle load, etc. Real-time power consumption information refers to the power consumption of the vehicle under specific conditions. Real-time road condition information includes road congestion, speed limit, road type (such as highway, urban area, mountain road), etc., all of which will affect the power consumption of the vehicle. Combining these two types of information, the system can dynamically calculate the actual cruising range of the vehicle under current conditions. This cruising range is updated in real time as the vehicle travels and external conditions change. The updated actual cruising range reflects the remaining driving capacity of the vehicle under current conditions. Real-time location information tells the system where the vehicle is currently and how far it is from the intended destination or the next possible refueling point. The safe cruising range correction factor is a coefficient calculated based on multiple factors (such as remaining mileage, distance to the next refueling point, road condition prediction, etc.), which is used to adjust or correct the actual cruising range to ensure that the vehicle has enough energy to reach the next refueling point or destination, while leaving a certain safety margin. After dynamically updating the actual range and calculating the safe range correction factor, the system may find that the original refueling point is no longer the best choice (for example, the energy consumption to reach the point increases due to changes in road conditions, or because the vehicle's remaining energy is insufficient to reach the point). Therefore, the system will re-evaluate and correct the target refueling point in the navigation path based on the safe range correction factor to ensure that the vehicle can safely and efficiently reach a suitable refueling point for charging or refueling.

[0098] Optionally, in some achievable embodiments of the present application, if it is detected that the user actively reduces the low-voltage power consumption of the vehicle, it can be determined that the actual cruising range of the current vehicle has increased, wherein the user's behavior of actively reducing the low-voltage power consumption of the vehicle includes: Smooth driving: Avoid sudden acceleration and sudden braking, which can reduce the energy consumption of the motor and the braking system. Reasonable control of vehicle speed: When driving on urban roads, try to keep the vehicle speed at around 60km / h, which is the efficient range of the motor operation of new energy vehicles and can save electricity. Reduce unnecessary parking: There is no need to turn off the power and lock the car when parking for a short time to reduce unnecessary power consumption; the power should be turned off for a long time to avoid continuous power consumption of electrical appliances in the car. And, use energy-saving mode, for example, set the vehicle to energy-saving mode or ECO mode, the full name of which is Ecological (or Economy) Mode, that is, ecological (or economic) mode, which will limit the use of some non-essential functions, thereby reducing energy consumption. Limit air conditioning power: For example, turn off the air conditioner or reduce the air conditioning power when it is not needed, especially when the vehicle is just started or driving a short distance, the high power consumption of the air conditioner will significantly affect energy consumption. Use seat heating and ventilation reasonably. For example, in winter, seat heating can be used instead of air conditioning, because seat heating consumes relatively little energy and is direct and effective. Or turn off non-essential functions.

[0099] In this embodiment, compared with static range estimation, dynamic range update can reduce the range error caused by factors such as road condition changes and driving habits, and improve the accuracy of estimation. By introducing the safe range correction factor, the strategy can correct the safe range according to the real-time road conditions and vehicle status, thereby ensuring that the energy replenishment planning is more reasonable and reliable. By dynamically updating the range and correcting the energy replenishment point, the strategy can reduce the driver's anxiety caused by worrying about insufficient range, and improve the psychological comfort and safety during driving.

[0100] Based on the above examples, please refer to Fig. 9 In one of the exemplary embodiments provided in the present application, the specific implementation process of the above vehicle endurance control method may also include steps S910 to S930, which are described in detail as follows:

[0101] Step S910: If the vehicle chooses not to recharge at the target recharging point, the recharging record of the vehicle is obtained, and the recharging record includes the recharging time and recharging point of the vehicle;

[0102] Step S920, determining the vehicle's recharging habits based on the recharging duration and recharging point;

[0103] Step S930, determining a correction coefficient of the target charging point based on the charging habit, so as to correct the vehicle's range control strategy based on the correction coefficient.

[0104] During the driving process of the vehicle, if the vehicle chooses not to recharge at the target recharging point recommended by the system, the recharging record of the vehicle is obtained, wherein the recharging record includes the recharging time of the vehicle and the selected recharging point, and then the recharging habit of the vehicle can be determined according to the recharging time and recharging point during the recharging process of the vehicle. In some feasible embodiments, the initial destination type is only urban area, county area and others, and the user's location is recorded according to the user's first charging process, and the location is used as the habitual recharging point. After determining the recharging habit of the vehicle, the correction coefficient of the target recharging point of the vehicle during driving is determined according to the recharging habit of the vehicle, so as to correct the endurance control strategy for the vehicle based on the correction coefficient.

[0105] Exemplarily, when the intelligent driving system in navigation mode switches and reminds according to the planned recharging points, if the user refuses to switch and selects other recharging points, the system learns according to the user's recharging habits, and the self-learning strategy is as follows: if the user selects the recharging point closest to the current location, the next time the system will switch and remind according to the nearest recharging point; if the user selects the recommended previous recharging point, the next time the system will switch and remind according to the calculated previous recharging point; if the user selects the recommended next recharging point, the next time the system will switch and remind according to the calculated next recharging point; if the user does not select a recharging point due to lack of time, the next time the system will still switch and remind according to the current recharging point planning strategy.

[0106] In this embodiment, by analyzing the vehicle's charging records, including charging duration and charging points, the user's charging habits can be more accurately understood, so as to better meet the user's personalized needs in future charging decisions. The target charging point correction coefficient determined based on charging habits can more accurately recommend charging points that meet user habits, thereby improving the accuracy of charging decisions and user satisfaction.

[0107] Fig.10 1 is a schematic diagram of a brief process of vehicle cruising control in an exemplary application scenario. In the application scenario shown in 10, the navigation information of the vehicle is obtained, and the navigation destination and the navigation path are determined based on the navigation information; if the distance value corresponding to the navigation path is greater than the actual cruising range of the vehicle, multiple candidate refueling points are planned on the navigation path based on the actual cruising range; if the type of the navigation destination is a non-habitual refueling point type, the first redundant cruising range threshold of the vehicle is determined based on the type of the destination and the current road condition information; the target refueling point is determined from multiple candidate refueling points based on the first redundant cruising range threshold and the safe cruising range. If the type of the navigation destination is a habitual refueling point type, two candidate refueling points with the closest distance to the actual cruising range within the actual cruising range are extracted from multiple candidate refueling points; a candidate refueling point with the closest distance to the actual cruising range outside the actual cruising range is extracted from multiple candidate refueling points as a second reference refueling point; the second redundant cruising range threshold of the vehicle is determined based on the real-time road condition information, and the target refueling point is determined from two candidate refueling points based on the second redundant cruising range threshold and the distance value between the second reference refueling point and the actual cruising range. The actual cruising range of the vehicle is updated based on the real-time power consumption information and the real-time road condition information to obtain the updated actual cruising range; the safe cruising range correction coefficient of the vehicle is first determined based on the updated actual cruising range and the real-time location information; the target energy replenishment point is corrected from the navigation path based on the safe cruising range correction coefficient. Please refer to the records in the above embodiments for the detailed implementation process, which will not be described in detail here.

[0108] Fig.11is a block diagram of a vehicle cruising range control device shown in an exemplary embodiment of the present application. The device can be applied to Figure 1 The implementation environment shown is specifically configured in the intelligent terminal 110. The device may also be applicable to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment applicable to the device.

[0109] like Fig.11 As shown, the exemplary vehicle cruising range control device 1100 includes: an acquisition module 1110, which acquires navigation information of the vehicle and determines a navigation destination and a navigation path based on the navigation information; a planning module 1120, which plans a plurality of candidate charging points on the navigation path based on the actual cruising range if the distance value corresponding to the navigation path is greater than the actual cruising range of the vehicle; a determination module 1130, which determines a target charging point from a plurality of candidate charging points based on the type of the navigation destination and the safe cruising range of the vehicle;

[0110] The correction module 1140 obtains the real-time driving status of the vehicle, which includes real-time power consumption information, real-time road condition information and real-time location information, and corrects the safe cruising range of the vehicle based on the real-time power consumption information, real-time road condition information and real-time location information, so as to correct the target charging point based on the corrected safe cruising range.

[0111] In another embodiment, the above-mentioned determination module also includes, if the type of the navigation destination is a non-habitual refueling point type, determining a first redundant endurance threshold of the vehicle based on the type of the destination and current road condition information; and determining a target refueling point from multiple candidate refueling points based on the first redundant endurance threshold and the safe endurance mileage.

[0112] In another embodiment, the determination module further includes extracting two candidate refueling points within the safe cruising range that are closest to the safe cruising range from multiple candidate refueling points; extracting a candidate refueling point outside the safe cruising range that is closest to the safe cruising range from multiple candidate refueling points as a first reference refueling point; and determining a target refueling point from the two candidate refueling points based on a first redundant cruising range threshold and a distance value between the first reference refueling point and the safe cruising range.

[0113] In another embodiment, the determination module further includes, if the type of the navigation destination is a customary refueling point type, extracting two candidate refueling points within the actual cruising range and closest to the actual cruising range from multiple candidate refueling points; extracting a candidate refueling point outside the actual cruising range and closest to the actual cruising range from multiple candidate refueling points as a second reference refueling point; determining a second redundant cruising range threshold of the vehicle based on real-time road condition information, and determining a target refueling point from the two candidate refueling points based on the second redundant cruising range threshold and the distance value between the second reference refueling point and the actual cruising range.

[0114] In another embodiment, the determination module further includes determining a distance value between the second reference charging point and the actual cruising range; if the distance value is greater than the second redundant cruising range threshold, the candidate charging point closer to the actual cruising range among the two candidate charging points is used as the target charging point; if the distance value is not greater than the second redundant cruising range threshold, the candidate charging point farther from the actual cruising range among the two candidate charging points is used as the target charging point.

[0115] In another embodiment, the correction module 1140 further includes updating the actual cruising range of the vehicle based on real-time power consumption information and real-time road condition information to obtain an updated actual cruising range; first determining the safe cruising range correction coefficient of the vehicle based on the updated actual cruising range and real-time location information; and correcting the target refueling point from the navigation path based on the safe cruising range correction coefficient.

[0116] In another embodiment, the vehicle range control device further includes: a self-learning module, if the vehicle chooses not to recharge at the target recharging point, then obtaining the vehicle's recharging record, the recharging record including the vehicle's recharging time and recharging point; determining the vehicle's recharging habits based on the recharging time and recharging point; determining a correction coefficient for the target recharging point based on the recharging habit, so as to correct the vehicle's range control strategy based on the correction coefficient.

[0117] The vehicle range control device provided in the above embodiment and the vehicle range control method provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment and will not be repeated here. In practical applications, the vehicle range control device provided in the above embodiment can distribute the above functions to different functional modules as needed, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here.

[0118] An embodiment of the present application also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by one or more processors, the electronic device implements the vehicle endurance control method provided in the above-mentioned embodiments.

[0119] Fig.12 A schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present application is shown. Fig.12 The computer system 1200 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0120] like Fig.12As shown, the computer system 1200 includes a central processing unit (CPU) 1201, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 1202 or the program loaded from the storage part 1208 to the random access memory (RAM) 1203, such as executing the method in the above embodiment. In the RAM 1203, various programs and data required for system operation are also stored. The CPU 1201, the ROM 1202 and the RAM 1203 are connected to each other through the bus 1204. The input / output (I / O) interface 1205 is also connected to the bus 1204.

[0121] The following components are connected to the I / O interface 1205: an input section 1206 including a keyboard, a mouse, etc.; an output section 1207 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 1208 including a hard disk, etc.; and a communication section 1209 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 1209 performs communication processing via a network such as the Internet. A drive 1210 is also connected to the I / O interface 1205 as needed. A removable medium 1211, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1210 as needed so that a computer program read therefrom is installed into the storage section 1208 as needed.

[0122] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication section 1209, and / or installed from a removable medium 1211. When the computer program is executed by a central processing unit (CPU) 1201, various functions defined in the system of the present application are executed.

[0123] The computer-readable medium shown in the embodiment of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium can include a data signal propagated in a baseband or as a part of a carrier wave, wherein a computer-readable computer program is carried. This propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. A computer program contained on a computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0124] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present application. Wherein, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0125] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0126] Another aspect of the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the vehicle range control method as described above is implemented. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.

[0127] Another aspect of the present application also provides a computer program product or a computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle range control method provided in each of the above embodiments.

[0128] The above content is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. A person skilled in the art can easily make corresponding changes or modifications based on the main concept and spirit of the present application. Therefore, the scope of protection of the present application shall be based on the scope of protection required by the claims.

Claims

1. A vehicle endurance control method, characterized in that: The method comprises: Acquiring navigation information of the vehicle, and determining a navigation destination and a navigation path based on the navigation information; If the distance value corresponding to the navigation path is greater than the actual cruising range of the vehicle, planning a plurality of candidate refueling points on the navigation path based on the actual cruising range; Determining a target refueling point from the plurality of candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle; A real-time driving status of the vehicle is obtained, wherein the real-time driving status includes real-time power consumption information, real-time road condition information, and real-time location information, and the safe cruising range of the vehicle is corrected based on the real-time power consumption information, the real-time road condition information, and the real-time location information, so as to correct the target energy replenishment point based on the corrected safe cruising range.

2. The method according to claim 1, characterized in that The determining a target refueling point from the plurality of candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle includes: If the type of the navigation destination is a non-customary charging point type, determining a first redundant endurance threshold of the vehicle based on the type of the destination and current road condition information; A target refueling point is determined from the plurality of candidate refueling points based on the first redundant endurance threshold and the safe endurance mileage.

3. The method according to claim 2, characterized in that The determining a target refueling point from the plurality of candidate refueling points based on the first redundant endurance threshold and the safe endurance mileage includes: Extracting two candidate refueling points that are closest to the safe cruising range from the multiple candidate refueling points; Extracting from the plurality of candidate refueling points a candidate refueling point that is closest to the safe cruising distance outside the safe cruising range as a first reference refueling point; Based on the first redundant cruising range threshold and the distance value between the first reference refueling point and the safe cruising range, a target refueling point is determined from the two candidate refueling points.

4. The method according to claim 1, characterized in that: The determining a target refueling point from the plurality of candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle includes: If the type of the navigation destination is a conventional refueling point type, extracting two candidate refueling points that are closest to the actual cruising range within the actual cruising range from the multiple candidate refueling points; Extracting from the plurality of candidate refueling points a candidate refueling point that is closest to the actual cruising distance outside the actual cruising range as a second reference refueling point; A second redundant cruising range threshold of the vehicle is determined based on real-time road condition information, and a target refueling point is determined from the two candidate refueling points based on the second redundant cruising range threshold and a distance value between the second reference refueling point and the actual cruising range.

5. The method according to claim 4, characterized in that The determining a target refueling point from the two candidate refueling points based on the second redundant cruising range threshold and the distance between the second reference refueling point and the actual cruising range includes: Determining a distance value between the second reference charging point and the actual cruising range; If the distance value is greater than the second redundant cruising range threshold, the candidate refueling point of the two candidate refueling points that is closer to the actual cruising range is used as the target refueling point; If the distance value is not greater than the second redundant cruising range threshold, the candidate refueling point of the two candidate refueling points that is farther from the actual cruising range is used as the target refueling point.

6. The method according to claim 1, characterized in that The correcting the safe cruising range of the vehicle based on the real-time power consumption information, the real-time road condition information, and the real-time location information, and correcting the target energy replenishment point based on the corrected safe cruising range, includes: Update the actual cruising range of the vehicle based on the real-time power consumption information and the real-time road condition information to obtain an updated actual cruising range; Firstly determine the safety cruising range correction factor of the vehicle based on the updated actual cruising range and real-time location information; The target refueling point is corrected from the navigation path based on the safe cruising range correction coefficient.

7. The method according to claim 1, characterized in that The method further comprises: If the vehicle chooses not to recharge at the target recharging point, obtaining a recharging record of the vehicle, the recharging record including the recharging time and recharging point of the vehicle; Determining the refueling habit of the vehicle based on the refueling duration and the refueling point; A correction coefficient of the target charging point is determined based on the charging habit, so as to correct the vehicle's range control strategy based on the correction coefficient.

8. A vehicle cruising range control device, characterized in that: The device comprises: An acquisition module, which acquires navigation information of the vehicle and determines a navigation destination and a navigation path based on the navigation information; a planning module, which plans a plurality of candidate charging points on the navigation path based on the actual cruising range if the distance value corresponding to the navigation path is greater than the actual cruising range of the vehicle; a determination module, which determines a target refueling point from the plurality of candidate refueling points based on the type of the navigation destination and the safe cruising range of the vehicle; A correction module is provided to obtain a real-time driving status of the vehicle, wherein the real-time driving status includes real-time power consumption information, real-time road condition information, and real-time location information, and to correct the safe cruising range of the vehicle based on the real-time power consumption information, the real-time road condition information, and the real-time location information, so as to correct the target energy replenishment point based on the corrected safe cruising range.

9. An electronic device, characterized in that: include: Controller; A memory stores one or more programs, and when the one or more programs are executed by the controller, the controller implements the vehicle endurance control method described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, which includes at least one executable instruction. When the executable instruction is executed on the vehicle range control device / equipment, the vehicle range control device / equipment performs the operation of the vehicle range control method as described in any one of claims 1 to 7.

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