Energy monitoring management system and energy monitoring management method

Abstract

The invention relates to the technical field of energy monitoring and management, in particular to an energy monitoring and management system and method, and the system comprises a sensing layer, an evaluation layer, and a management and control layer. A navigation path of vehicle driving is uploaded to the sensing layer in real time, the sensing layer collects and monitors a key road section in the navigation path based on the navigation path and judges whether the vehicle is located at the key road section or not in real time in the vehicle driving process, and the evaluation layer synchronously receives the key road section obtained through operation of the sensing layer. In a vehicle driving and highway scene, analysis and evaluation of vehicle stall risk reflected by vehicle conditions are carried out on key road sections in a highway path, namely, road sections with high probability of vehicle stall problems, so that a system decides whether to take over a vehicle power system or not based on an evaluation result, and the vehicle power system can take over the vehicle power system through energy configuration regulation and control in the vehicle power system. And the energy demand for vehicle running is guaranteed to the maximum extent, so that the vehicle stall problem is relieved and even solved.

Description

Technical Field

[0001] The present invention relates to the technical field of energy monitoring and management, and in particular to an energy monitoring management system and an energy monitoring management method. Background Art

[0002] Trucks are an important type of vehicle used to transport goods. They have a large cargo space and a sturdy body, and can carry all kinds of materials, such as daily necessities and building materials. Common styles include van type and flatbed type, which are suitable for different transportation scenarios. With strong power and carrying capacity, they play a key role in the logistics industry to ensure the turnover of goods.

[0003] The invention patent with application number 201110221106.0 discloses a motor stall protection system, including: a stall signal generating module, a motor controller module, a vehicle controller module, a power module, a traction motor and a load; the stall signal generating module, the power module and the vehicle controller module are respectively connected to the motor controller module, the motor controller module controls the traction motor to drive the load, and the stall signal generating module is used to generate a stall signal: the motor controller module pre-sets a threshold value and detects a speed signal. When the speed exceeds the threshold value or a stall signal is detected, it is adjusted to a stall state and the speed is reduced until the speed is zero and there is no stall signal.

[0004] The application aims to solve the problem that "this situation is often encountered in traction motor bench tests. The dynamometer has abnormal protection, causing the traction motor under test to lose load instantly. After the balance of the system is broken, the speed of the traction motor increases rapidly under the drive of electromagnetic torque, posing a great threat to the safety of the system. On the other hand, when the driving wheels of the electric vehicle slip or hang in the air, the traction motor will also experience the same stall phenomenon. At present, the general practice is to cut off the power supply in an emergency or the traction motor enters the overspeed protection and cuts off the power. Since the traction motor is a large inductive load, in the case of emergency power cut, according to the formula U=L*di / dt, it can be seen that a large reverse electromotive force will be generated inside the system, thereby affecting the safety of the system."

[0005] However, for trucks, especially new energy trucks, the stalling problem is still a major technical challenge. Currently, most of the relevant technologies focus on stall judgment, early warning and other aspects. When the vehicle really has a stall problem, there is still no good technology that can alleviate or even solve the stall problem to a certain extent. In addition, the stalling problem is more likely to occur in vehicles whose main functions are loading and transportation.

[0006] To this end, we proposed an energy monitoring management system and an energy monitoring management method. Summary of the invention

[0007] In view of the above-mentioned shortcomings of the prior art, the present invention provides an energy monitoring and management system and an energy monitoring and management method, which solve the technical problems raised in the above-mentioned background technology.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solutions: In a first aspect, an energy monitoring and management system includes: a perception layer, an evaluation layer, and a control layer; The navigation path of the vehicle is uploaded to the perception layer in real time. The perception layer collects and monitors the key sections in the navigation path based on the navigation path, and determines in real time whether the vehicle is in the key section during the vehicle driving process. The evaluation layer synchronously receives the key sections obtained by the perception layer, and evaluates the stall risk of the vehicle reflected by the vehicle working condition when the vehicle is driving in the key section. The control layer receives the stall risk assessment result of the evaluation layer in real time, and decides whether to take over the vehicle power system based on the assessment result. When the decision result is yes, the vehicle power system is optimized; The evaluation layer includes a collection module, a determination module and an evaluation module. The collection module is used to receive the key sections perceived by the perception layer and collect the real-time average speed of the vehicle. The determination module is used to determine whether the vehicle has reached the key section. The evaluation module is used to evaluate the risk of vehicle stalling reflected by the vehicle working condition when the vehicle is driving on the key section. The vehicle stall risk assessment logic reflected by the vehicle operating condition in the assessment module is expressed as: ; Where: is the stall risk performance value of the vehicle in the key section A; The brake pedal pressing frequency; The average depth of brake pedal application; The frequency of pressing the accelerator pedal; The average depth of accelerator pedal depression; is the length of the key section A; is the current power; The maximum power storage capacity of the vehicle; is the current oil volume; The maximum fuel storage capacity of the vehicle; is the vehicle engine operating performance value; is the actual total mass of the vehicle at present; is the standard fully loaded mass of the vehicle; is the curve radius of the key road section A where the vehicle is located; is the slope of the key road section A where the vehicle is located; is the wind speed of the key road section A where the vehicle is located; is the angle between wind direction and vehicle travel direction; It is the reference speed of the vehicle in a windless state, which is customized by the system user; Among them, the vehicle operating condition is the vehicle-related parameter used in the above formula during calculation. The greater the stall risk performance value of the vehicle in the key section, the higher the stall risk probability of the vehicle. Conversely, the stall risk probability of the vehicle is lower.

[0009] Furthermore, the perception layer includes a receiving module, a perception module and a forwarding module, the receiving module is used to receive the navigation path of the vehicle, collect key sections in the navigation path of the vehicle, the perception module is used to perceive the vehicle posture in real time, and determine whether the vehicle is in the key section according to the vehicle posture perception result, and the forwarding module is used to obtain the key section collected in the receiving module and the determination result of whether the vehicle is in the key section in the perception module, and send the obtained key section and the determination result to the evaluation layer in real time; Among them, the navigation path received by the receiving module is derived from the navigation application of the vehicle's central control. After the navigation path is received by the receiving module, the receiving module synchronously identifies the high-speed section in the navigation path, and after the high-speed section is identified, the sections other than the high-speed section in the navigation path are deleted, and only the high-speed section in the navigation path is retained, and the high-speed section is used as the collection target of the key section. The perception module is integrated by four gyroscopes or four ranging sensors. The perception module starts to run in real time following the vehicle's driving status to perceive the vehicle's posture.

[0010] Furthermore, after the receiving module receives the navigation path, it synchronously obtains the path parameters in the navigation path, that is, it obtains the path parameters only in the high-speed road section, and the path parameters include: path angle, path slope, bending path length, and slope path length; In the critical section acquisition stage, the starting point and the end point of the expressway section are determined, and detection points are calibrated on the expressway section based on the determined starting point and the end point of the expressway section, and the angle and slope of each detection point relative to its adjacent detection point are further obtained in the navigation path. When the angle or slope of the detection point changes, the section between the detection point and the adjacent detection points to which it is applied is determined as a critical section; When the perception module senses the vehicle posture, the road surface on which the vehicle is traveling is used as a reference surface, and a surface is determined based on the perception parameters, which is recorded as a posture representation surface. The posture of the posture representation surface relative to the reference surface is used to represent the vehicle posture.

[0011] Furthermore, when the detection point calibration is performed on the expressway section, the starting point and the end point of the expressway section are both set as detection points, and the system end user further sets the initial detection point spacing, and the detection point calibration spacing is set with reference to the initial detection point spacing and the relevant parameters of the expressway section: ; Where: Calibrate the distance for the detection point; Initially set the spacing for the detection points; is the total length of the expressway section; is the accident rate of the highway section; The difference between the vehicle entry frequency and vehicle exit frequency determined based on historical monitoring images of the highway section; is the straight-line distance between the starting point and the end point of the expressway section; is the normalization factor; in, The value is set by the system end user in a specified time interval, and the frequency of vehicles entering and leaving the highway section within the specified time interval is monitored and calculated. The normalization factor Used to control the calibration distance of the detection point Avoid making it too big or too small. ∈ The relevant parameters of the expressway section include , , , , .

[0012] Furthermore, the real-time average speed of the vehicle collected in the collection module is derived from the vehicle central control, and the determination logic for determining whether the vehicle has reached the key section in the determination module includes: Logic 1: The mileage obtained by multiplying the average speed of the vehicle by the accumulated driving time, and whether the position on the expressway corresponding to the mileage obtained by multiplying the accumulated product from the starting point of the expressway section falls on any key section; Logic 2: Whether the posture representation surface of the vehicle posture perceived by the perception module in the perception layer is parallel to the reference surface. If they are parallel, it is determined that the vehicle has not reached the critical section. If they are not parallel, it is determined that the vehicle has reached the critical section. The critical section reached is the critical section on the highway where the vehicle position is closest to the vehicle position when the vehicle posture is perceived; Logic 3: The real-time positioning position of the vehicle is at any key section on the highway; Among them, when any of the above logics is established, the determination module determines that the vehicle has reached the critical section, and the determination module simultaneously determines the critical section where the vehicle is located.

[0013] Furthermore, the vehicle engine operating condition performance value The calculation is performed using the following formula: ; Where: , , is the weight coefficient; , The actual output power and rated power of the engine at present; , The current output torque and rated torque of the engine; , The engine coolant water temperature and the optimal working water temperature; is a constant; Among them, the sum of the weight coefficients is 100, the weight coefficients are all positive numbers, and > > ,constant The value represents the safe range of engine coolant temperature fluctuation and is customized by the system user.

[0014] Furthermore, the management and control layer includes a decision module, a capture module and a control module. The decision module is used to receive the vehicle stall risk assessment result reflected by the vehicle working condition in the assessment layer, set the vehicle stall risk determination threshold, apply the vehicle stall risk determination threshold and compare it with the assessment result, and decide whether to take over the vehicle power system. The capture module is used to monitor the running decision result in the decision module in real time. When the decision result is yes, it triggers the operation to traverse the energy distribution information in the vehicle power system, and captures all energy information except the energy used for vehicle driving in the energy distribution information. The control module is used to receive the energy information captured in the capture module, and close all components and programs corresponding to the captured energy information on the vehicle; Among them, after all the components and programs corresponding to the captured energy information on the vehicle are turned off, all the energy provided by the vehicle's power system is supplied to the vehicle's driving tasks, that is, the optimization of the vehicle's power system.

[0015] Furthermore, during the operation stage of the control module, the current timestamp is synchronously obtained, the daytime driving time interval and the nighttime driving time interval are set, and the driving time interval in which the current vehicle is located is determined based on the comparison between the obtained current timestamp and the driving time interval. When it is determined that the current vehicle is in the driving time interval at night, the energy information used for lighting is eliminated from the energy information captured by the capture module, and then the vehicle power system energy control operation is executed.

[0016] Furthermore, the acquisition module is interactively connected to the forwarding module via a wireless network, the forwarding module is interactively connected to the perception module and the receiving module via a wireless network, the acquisition module is interactively connected to the determination module and the evaluation module via a wireless network, the evaluation module is interactively connected to the decision module via a wireless network, and the decision module is interactively connected to the capture module and the control module via a wireless network.

[0017] In a second aspect, an energy monitoring and management method comprises the following steps: Step 1: Obtain the navigation path currently set by the vehicle, capture the highway section in the navigation path, and further collect key sections in the highway section; Step 2: Collect the average speed of the vehicle on the highway in real time, obtain the collected key sections, and set the judgment logic of whether the vehicle has reached the key section based on the key section and the average speed information; Step 3: If the result is negative, jump to step 2 and refresh the execution. If the result is positive, obtain the vehicle operating condition information and evaluate the risk of vehicle stalling based on the vehicle operating condition information. Step 4: Set a vehicle stall risk determination threshold, obtain a vehicle stall risk assessment result, and decide whether to take over the vehicle power system based on the comparison between the assessment result and the vehicle stall risk determination threshold; Step 5: If the result is no, jump to step 2 and refresh the execution. If the result is yes, obtain the energy distribution information of the vehicle power system and turn off all energy supply except the energy used for driving the vehicle. Step 6: All available energy in the vehicle power system is supplied to the vehicle for driving.

[0018] Compared with the known public technology, the technical solution provided by the present invention has the following beneficial effects: The present invention provides an energy monitoring management system and an energy monitoring management method. During operation, the system combines a vehicle navigation path and, in a scenario where the vehicle is traveling on a highway, analyzes and evaluates the risk of vehicle stalling reflected by the vehicle condition on a key section of the highway path, i.e., a section where the vehicle stalling problem is likely to occur. Based on the evaluation result, the system decides whether to take over the vehicle power system. By regulating the energy configuration in the vehicle power system, the energy demand for vehicle driving is maximized, thereby alleviating the vehicle stalling problem or even solving the vehicle stalling problem. With this system as the basic concept, it also brings more solution design directions for the vehicle stall problem; In addition, in specific implementation scenarios, the configuration of the system can reduce the probability of vehicle stalling to a certain extent in situations where the vehicle may stall, or alleviate the vehicle stalling problem when the vehicle stalls. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work: Figure 1 It is a structural diagram of an energy monitoring and management system; Figure 2 A schematic diagram of a process of an energy monitoring and management method; Figure 3 This is a schematic diagram of an example of a vehicle posture in the present invention; The numbers in the figure represent: 1. Reference surface; 2. Posture representation surface. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0021] The present invention will be further described below in conjunction with the embodiments.

[0022] Embodiment 1: An energy monitoring and management system of this embodiment, such as Figure 1 As shown, it includes: perception layer, evaluation layer, and control layer; The navigation path of the vehicle is uploaded to the perception layer in real time. The perception layer collects and monitors the key sections in the navigation path based on the navigation path, and determines in real time whether the vehicle is in the key section during the vehicle driving process. The evaluation layer synchronously receives the key sections obtained by the perception layer, and evaluates the stall risk of the vehicle reflected by the vehicle working condition when the vehicle is driving in the key section. The control layer receives the stall risk assessment result of the evaluation layer in real time, and decides whether to take over the vehicle power system based on the assessment result. When the decision result is yes, the vehicle power system is optimized; The perception layer includes a receiving module, a perception module and a forwarding module. The receiving module is used to receive the navigation path of the vehicle and collect key sections in the navigation path of the vehicle. The perception module is used to perceive the vehicle posture in real time and determine whether the vehicle is in the key section based on the vehicle posture perception result. The forwarding module is used to obtain the key sections collected in the receiving module and the determination result of whether the vehicle is in the key section in the perception module, and send the obtained key sections and determination results to the evaluation layer in real time. Among them, the navigation path received by the receiving module is derived from the navigation application of the vehicle's central control. After the navigation path is received by the receiving module, the receiving module synchronously identifies the high-speed section in the navigation path, and after the high-speed section is identified, the sections other than the high-speed section in the navigation path are deleted, and only the high-speed section in the navigation path is retained, and the high-speed section is used as the collection target of the key section. The perception module is integrated by four gyroscopes or four ranging sensors. The perception module starts to run in real time following the vehicle's driving state to perceive the vehicle's posture; When executing detection point calibration on a highway section, the starting point and the end point of the highway section are set as detection points. The system end user further sets the initial detection point spacing, and sets the detection point calibration spacing by referring to the initial detection point spacing and highway section related parameters: ; Where: Calibrate the distance for the detection point; Initially set the spacing for the detection points; is the total length of the expressway section; is the accident rate of the highway section; The difference between the vehicle entry frequency and vehicle exit frequency determined based on historical monitoring images of the highway section; is the straight-line distance between the starting point and the end point of the expressway section; is the normalization factor; in, The value is set by the system end user in a specified time interval, and the frequency of vehicles entering and leaving the highway section within the specified time interval is monitored and calculated. The normalization factor Used to control the calibration distance of the detection point Avoid making it too big or too small. ∈ , the relevant parameters of the expressway section include , , , , ; The calibration distance of the detection point is calculated through the above logic formula, based on which the necessary logic support is provided for determining the key sections in the expressway.

[0023] The evaluation layer includes a collection module, a determination module and an evaluation module. The collection module is used to receive the key sections perceived by the perception layer and collect the real-time average speed of the vehicle. The determination module is used to determine whether the vehicle has reached the key section. The evaluation module is used to evaluate the risk of vehicle stalling reflected by the vehicle operating condition when the vehicle is driving on the key section. The vehicle stall risk assessment logic reflected by the vehicle operating conditions in the assessment module is expressed as: ; Where: is the stall risk performance value of the vehicle in the key section A; The brake pedal pressing frequency; The average depth of brake pedal application; The frequency of pressing the accelerator pedal; The average depth of accelerator pedal depression; is the length of the key section A; is the current power; The maximum power storage capacity of the vehicle; is the current oil volume; The maximum fuel storage capacity of the vehicle; is the vehicle engine operating performance value; is the actual total mass of the vehicle at present; is the standard fully loaded mass of the vehicle; is the curve radius of the key road section A where the vehicle is located; is the slope of the key road section A where the vehicle is located; is the wind speed of the key road section A where the vehicle is located; is the angle between wind direction and vehicle travel direction; It is the reference speed of the vehicle in a windless state, which is customized by the system user; Among them, the vehicle operating condition is the vehicle-related parameter used in the above formula during calculation. The greater the stall risk performance value of the vehicle in the key section, the higher the stall risk probability of the vehicle. Conversely, the lower the stall risk probability of the vehicle. Through the above logic formula, the stall risk performance value of the vehicle in the key section is calculated, providing further operation data support for the subsequent operation layer of the system in this embodiment.

[0024] The real-time average speed of the vehicle collected in the acquisition module comes from the vehicle central control. The judgment logic of whether the vehicle reaches the key section in the judgment module includes: Logic 1: The mileage obtained by multiplying the average speed of the vehicle by the accumulated driving time, and whether the position on the expressway corresponding to the mileage obtained by multiplying the accumulated product from the starting point of the expressway section falls on any key section; Logic 2: Whether the posture representation surface of the vehicle posture perceived by the perception module in the perception layer is parallel to the reference surface. If they are parallel, it is determined that the vehicle has not reached the critical section. If they are not parallel, it is determined that the vehicle has reached the critical section. The critical section reached is the critical section on the highway where the vehicle position is closest to the vehicle position when the vehicle posture is perceived; Logic 3: The real-time positioning position of the vehicle is at any key section on the highway; Wherein, when any of the above logics is established, the determination module determines that the vehicle has reached the critical section, and the determination module simultaneously determines the critical section where the vehicle is located; Through the above logic settings, necessary operation logic support is provided for the operation of the judgment module.

[0025] Vehicle engine operating performance value The calculation is performed using the following formula: ; Where: , , is the weight coefficient; , The actual output power and rated power of the engine at present; , The current output torque and rated torque of the engine; , The engine coolant water temperature and the optimal working water temperature; is a constant; Among them, the sum of the weight coefficients is 100, the weight coefficients are all positive numbers, and > > ,constant The value represents the safe range of engine coolant temperature fluctuation and is defined by the system end user; Through the above settings, the parameters used in the vehicle stall risk assessment logic formula are further limited in the calculation logic to ensure that the vehicle stall risk assessment logic stably outputs the stall risk performance value of the vehicle on key sections.

[0026] The management and control layer includes a decision module, a capture module and a control module. The decision module is used to receive the vehicle stall risk assessment result reflected by the vehicle working condition in the assessment layer, set the vehicle stall risk determination threshold, apply the vehicle stall risk determination threshold and compare it with the assessment result, and decide whether to take over the vehicle power system. The capture module is used to monitor the decision results of the decision module in real time. When the decision result is yes, it triggers the operation to traverse the energy distribution information in the vehicle power system, and captures all energy information except the energy used for vehicle driving in the energy distribution information. The control module is used to receive the energy information captured in the capture module, and close all components and programs corresponding to the captured energy information on the vehicle; Among them, after all the components and programs corresponding to the captured energy information on the vehicle are turned off, all the energy provided by the vehicle power system is supplied to the vehicle driving task, that is, the optimization of the vehicle power system; The acquisition module is interactively connected to the forwarding module through a wireless network, the forwarding module is interactively connected to the perception module and the receiving module through a wireless network, the acquisition module is interactively connected to the determination module and the evaluation module through a wireless network, the evaluation module is interactively connected to the decision module through a wireless network, and the decision module is interactively connected to the capture module and the control module through a wireless network.

[0027] In this embodiment, the receiving module operates to receive the navigation path of the vehicle, collects the key sections in the navigation path of the vehicle, the perception module synchronously perceives the vehicle posture in real time, determines whether the vehicle is in the key section according to the vehicle posture perception result, the forwarding module obtains the key sections collected in the receiving module and the determination result of whether the vehicle is in the key section in the perception module in real time, sends the obtained key sections and the determination result to the evaluation layer in real time, the acquisition module post-operates to receive the key sections perceived by the perception layer and collects the real-time average speed of the vehicle, the determination module further determines whether the vehicle has reached the key section, and then the evaluation module evaluates the vehicle when driving in the key section. , the vehicle stall risk reflected by the vehicle operating condition, and finally the vehicle stall risk assessment result reflected by the vehicle operating condition in the evaluation layer is received through the decision module, the vehicle stall risk judgment threshold is set, and the vehicle stall risk judgment threshold is compared with the evaluation result to decide whether to take over the vehicle power system. The capture module monitors the decision result running in the decision module in real time. When the decision result is yes, it triggers the operation to traverse the energy distribution information in the vehicle power system, and captures all energy information except the energy used for vehicle driving in the energy distribution information. The control module synchronously receives the energy information captured in the capture module, and closes all components and programs corresponding to all captured energy information on the vehicle.

[0028] Through the operation of the system in the above embodiment, energy management services are provided for the vehicle in the highway driving scenario, which effectively reduces the probability of the vehicle stalling during highway driving and the driving risks associated with the stalling problem when it occurs.

[0029] See also Figure 3 As shown, the figure further illustrates an example of the vehicle posture. Based on the reference surface 1 and the posture representation surface 2 marked in the figure, the vehicle posture is composed for determining whether the vehicle is in a critical section.

[0030] Embodiment 2: In terms of specific implementation, based on Example 1, this example refers to Figure 1 The energy monitoring and management system in Example 1 is further described in detail as shown below: After the receiving module receives the navigation path, it synchronously obtains the path parameters in the navigation path, that is, it only obtains the path parameters in the high-speed section. The path parameters include: path angle, path slope, bending path length, and slope path length; In the key section collection phase, the starting point and the end point of the expressway section are determined, and the detection points are calibrated on the expressway section based on the determined starting point and the end point of the expressway section. The angle and slope of each detection point relative to its adjacent detection points are further obtained in the navigation path. When the angle or slope of the detection point changes, the section between the detection point and the adjacent detection points to which it applies is determined as a key section. When the perception module perceives the vehicle posture, the road surface on which the vehicle is traveling is used as a reference surface, and a surface is determined based on the perception parameters, which is recorded as the posture representation surface. The posture of the posture representation surface relative to the reference surface is used to represent the vehicle posture.

[0031] Through the above settings, the logic of acquiring the vehicle posture is further limited, providing judgment condition support for determining whether the vehicle is traveling on a critical road section.

[0032] like Figure 1 As shown, during the operation phase of the control module, the current timestamp is synchronously obtained, the daytime driving time interval and the nighttime driving time interval are set, and the driving time interval of the current vehicle is determined based on the comparison between the obtained current timestamp and the driving time interval. When it is determined that the driving time interval of the current vehicle is at night, the energy information used for lighting in the energy information captured by the capture module is eliminated, and then the vehicle power system energy control operation is executed.

[0033] Through the above-mentioned settings, further improvement conditions are provided for the system in Example 1, so that the system in Example 1 can be applied to the maintenance of vehicle stall problems both during the day and at night.

[0034] Embodiment 3: In terms of specific implementation, based on Example 1, this example refers to Figure 2 The energy monitoring and management system in Example 1 is further described in detail as shown below: An energy monitoring and management method comprises the following steps: Step 1: Obtain the navigation path currently set by the vehicle, capture the highway section in the navigation path, and further collect key sections in the highway section; Step 2: Collect the average speed of the vehicle on the highway in real time, obtain the collected key sections, and set the judgment logic of whether the vehicle has reached the key section based on the key section and the average speed information; Step 3: If the result is negative, jump to step 2 and refresh the execution. If the result is positive, obtain the vehicle operating condition information and evaluate the risk of vehicle stalling based on the vehicle operating condition information. Step 4: Set a vehicle stall risk determination threshold, obtain a vehicle stall risk assessment result, and decide whether to take over the vehicle power system based on the comparison between the assessment result and the vehicle stall risk determination threshold; Step 5: If the result is negative, jump to step 2 and refresh the execution. If the result is positive, obtain the energy distribution information of the vehicle power system and shut down all energy supplies except the energy used for driving the vehicle. Step 6: All available energy in the vehicle power system is supplied to the vehicle for driving.

[0035] In summary, during operation, the systems and methods in the above embodiments, combined with the vehicle navigation path, analyze and evaluate the risk of vehicle stalling reflected by the vehicle condition on key sections of the highway path, i.e., sections with a high probability of vehicle stalling, in vehicle driving and highway scenarios. Based on the evaluation results, the system decides whether to take over the vehicle power system, and maximizes the energy demand for vehicle driving through energy configuration regulation in the vehicle power system, thereby alleviating the vehicle stalling problem and even solving the vehicle stalling problem. In addition, in specific implementation scenarios, the configuration of the system can reduce the probability of vehicle stalling to a certain extent in situations where the vehicle may experience a stalling problem, or alleviate the vehicle stalling problem when the vehicle experiences a stalling problem.

[0036] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements will 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.

Claims

1. An energy monitoring and management system, characterized in that: include: Perception layer, evaluation layer, and control layer; The navigation path of the vehicle is uploaded to the perception layer in real time. The perception layer collects and monitors the key sections in the navigation path based on the navigation path, and determines in real time whether the vehicle is in the key section during the vehicle driving process. The evaluation layer synchronously receives the key sections obtained by the perception layer, and evaluates the stall risk of the vehicle reflected by the vehicle working condition when the vehicle is driving in the key section. The control layer receives the stall risk assessment result of the evaluation layer in real time, and decides whether to take over the vehicle power system based on the assessment result. When the decision result is yes, the vehicle power system is optimized; The evaluation layer includes a collection module, a determination module and an evaluation module. The collection module is used to receive the key sections perceived by the perception layer and collect the real-time average speed of the vehicle. The determination module is used to determine whether the vehicle has reached the key section. The evaluation module is used to evaluate the risk of vehicle stalling reflected by the vehicle working condition when the vehicle is driving on the key section. The vehicle stall risk assessment logic reflected by the vehicle operating condition in the assessment module is expressed as: ； Where: is the stall risk performance value of the vehicle in the key section A; The brake pedal pressing frequency; The average depth of brake pedal application; The frequency of pressing the accelerator pedal; The average depth of accelerator pedal depression; is the length of the key section A; is the current power; The maximum power storage capacity of the vehicle; is the current oil volume; The maximum fuel storage capacity of the vehicle; is the vehicle engine operating performance value; is the actual total mass of the vehicle at present; is the standard fully loaded mass of the vehicle; is the curve radius of the key road section A where the vehicle is located; is the slope of the key road section A where the vehicle is located; is the wind speed of the key road section A where the vehicle is located; is the angle between wind direction and vehicle travel direction; It is the reference speed of the vehicle in a windless state, which is customized by the system user; Among them, the vehicle operating condition is the vehicle-related parameter used in the above formula during calculation. The greater the stall risk performance value of the vehicle in the key section, the higher the stall risk probability of the vehicle. Conversely, the stall risk probability of the vehicle is lower.

2. An energy monitoring and management system according to claim 1, characterized in that: The perception layer includes a receiving module, a perception module and a forwarding module. The receiving module is used to receive the navigation path of the vehicle and collect key sections in the navigation path of the vehicle. The perception module is used to perceive the vehicle posture in real time and determine whether the vehicle is in the key section according to the vehicle posture perception result. The forwarding module is used to obtain the key section collected in the receiving module and the determination result of whether the vehicle is in the key section in the perception module, and send the obtained key section and the determination result to the evaluation layer in real time. Among them, the navigation path received by the receiving module is derived from the navigation application of the vehicle's central control. After the navigation path is received by the receiving module, the receiving module synchronously identifies the high-speed section in the navigation path, and after the high-speed section is identified, the sections other than the high-speed section in the navigation path are deleted, and only the high-speed section in the navigation path is retained, and the high-speed section is used as the collection target of the key section. The perception module is integrated by four gyroscopes or four ranging sensors. The perception module starts to run in real time following the vehicle's driving status to perceive the vehicle's posture.

3. An energy monitoring and management system according to claim 2, characterized in that: After the receiving module receives the navigation path, it synchronously obtains the path parameters in the navigation path, that is, it only obtains the path parameters in the high-speed section, and the path parameters include: path angle, path slope, bending path length, and slope path length; In the critical section acquisition stage, the starting point and the end point of the expressway section are determined, and detection points are calibrated on the expressway section based on the determined starting point and the end point of the expressway section, and the angle and slope of each detection point relative to its adjacent detection point are further obtained in the navigation path. When the angle or slope of the detection point changes, the section between the detection point and the adjacent detection points to which it is applied is determined as a critical section; When the perception module senses the vehicle posture, the road surface on which the vehicle is traveling is used as a reference surface, and a surface is determined based on the perception parameters, which is recorded as a posture representation surface. The posture of the posture representation surface relative to the reference surface is used to represent the vehicle posture.

4. An energy monitoring and management system according to claim 2, characterized in that: When the detection point calibration is performed on the expressway section, the starting point and the end point of the expressway section are both set as detection points, and the system end user further sets the initial detection point spacing, and the detection point calibration spacing is set with reference to the initial detection point spacing and the relevant parameters of the expressway section: ； Where: Calibrate the distance for the detection point; Initially set the spacing for the detection points; is the total length of the expressway section; is the accident rate of the highway section; The difference between the vehicle entry frequency and vehicle exit frequency determined based on historical monitoring images of the highway section; is the straight-line distance between the starting point and the end point of the expressway section; is the normalization factor; in, The value is set by the system end user in a specified time interval, and the frequency of vehicles entering and leaving the highway section within the specified time interval is monitored and calculated. The normalization factor Used to control the calibration distance of the detection point Avoid making it too big or too small. ∈ The relevant parameters of the expressway section include , , , , .

5. The energy monitoring and management system according to claim 1, characterized in that: The real-time average speed of the vehicle collected in the collection module is derived from the vehicle central control. The determination logic for determining whether the vehicle has reached the key section in the determination module includes: Logic 1: The mileage obtained by multiplying the average speed of the vehicle by the accumulated driving time, and whether the position on the expressway corresponding to the mileage obtained by multiplying the accumulated product from the starting point of the expressway section falls on any key section; Logic 2: Whether the posture representation surface of the vehicle posture perceived by the perception module in the perception layer is parallel to the reference surface. If they are parallel, it is determined that the vehicle has not reached the critical section. If they are not parallel, it is determined that the vehicle has reached the critical section. The critical section reached is the critical section on the highway where the vehicle position is closest to the vehicle position when the vehicle posture is perceived; Logic 3: The real-time positioning position of the vehicle is at any key section on the highway; Among them, when any of the above logics is established, the determination module determines that the vehicle has reached the critical section, and the determination module simultaneously determines the critical section where the vehicle is located.

6. The energy monitoring and management system according to claim 1, characterized in that: The vehicle engine operating condition performance value The calculation is performed using the following formula: ； Where: , , is the weight coefficient; , The actual output power and rated power of the engine at present; , The current output torque and rated torque of the engine; , The engine coolant water temperature and the optimal working water temperature; is a constant; Among them, the sum of the weight coefficients is 100, the weight coefficients are all positive numbers, and > > ,constant The value represents the safe range of engine coolant temperature fluctuation and is customized by the system user.

7. The energy monitoring and management system according to claim 1, characterized in that: The management and control layer includes a decision module, a capture module and a control module. The decision module is used to receive the vehicle stall risk assessment result reflected by the vehicle working condition in the assessment layer, set the vehicle stall risk determination threshold, apply the vehicle stall risk determination threshold and compare it with the assessment result, and decide whether to take over the vehicle power system. The capture module is used to monitor the running decision result in the decision module in real time. When the decision result is yes, it triggers the operation to traverse the energy distribution information in the vehicle power system, and captures all energy information except the energy used for vehicle driving in the energy distribution information. The control module is used to receive the energy information captured in the capture module, and close all components and programs corresponding to the captured energy information on the vehicle; Among them, after all the components and programs corresponding to the captured energy information on the vehicle are turned off, all the energy provided by the vehicle's power system is supplied to the vehicle's driving tasks, that is, the optimization of the vehicle's power system.

8. An energy monitoring and management system according to claim 7, characterized in that: During the operation stage of the control module, the current timestamp is synchronously obtained, the daytime driving time interval and the nighttime driving time interval are set, and the driving time interval of the current vehicle is determined based on the comparison between the obtained current timestamp and the driving time interval. When it is determined that the driving time interval of the current vehicle is at night, the energy information used for lighting in the energy information captured by the capture module is eliminated, and then the vehicle power system energy control operation is executed.

9. The energy monitoring and management system according to claim 1, characterized in that: The acquisition module is interactively connected to the forwarding module via a wireless network, the forwarding module is interactively connected to the perception module and the receiving module via a wireless network, the acquisition module is interactively connected to the determination module and the evaluation module via a wireless network, the evaluation module is interactively connected to the decision module via a wireless network, and the decision module is interactively connected to the capture module and the control module via a wireless network.

10. An energy monitoring management method, the method being an implementation method of an energy monitoring management system as claimed in any one of claims 1 to 9, characterized in that: The following steps are involved: Step 1: Obtain the navigation path currently set by the vehicle, capture the highway section in the navigation path, and further collect key sections in the highway section; Step 2: Collect the average speed of the vehicle on the highway in real time, obtain the collected key sections, and set the judgment logic of whether the vehicle has reached the key section based on the key section and the average speed information; Step 3: If the result is negative, jump to step 2 and refresh the execution. If the result is positive, obtain the vehicle operating condition information and evaluate the risk of vehicle stalling based on the vehicle operating condition information. Step 4: Set a vehicle stall risk determination threshold, obtain a vehicle stall risk assessment result, and decide whether to take over the vehicle power system based on the comparison between the assessment result and the vehicle stall risk determination threshold; Step 5: If the result is no, jump to step 2 and refresh the execution. If the result is yes, obtain the energy distribution information of the vehicle power system and turn off all energy supply except the energy used for driving the vehicle. Step 6: All available energy in the vehicle power system is supplied to the vehicle for driving.

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