Vehicle control method, vehicle and readable storage medium

Abstract

The invention discloses a vehicle control method, a vehicle and a readable storage medium, and relates to the technical field of vehicles, and the method comprises the steps: obtaining a navigation path of the vehicle, dividing the navigation path into a plurality of road sections, and determining the respective road section state of each road section; when the road section state of the current driving-in road section of the vehicle is congested, the target minimum residual electric quantity of a vehicle battery is determined when the vehicle runs on the current driving-in road section, and the vehicle runs on the current driving-in road section in a pure electric mode before the actual electric quantity of the vehicle battery is reduced to the target minimum residual electric quantity. The technical problem that the energy consumption of the vehicle is too high due to frequent starting and stopping of the engine is solved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a vehicle control method, a vehicle, and a readable storage medium. Background Art

[0002] In scenarios such as urban traffic congestion and frequent starting and stopping of vehicles, vehicles often need to run at a low speed for a long time, accompanied by multiple starts and stops of the engine. During the long-term low-speed driving process, the fuel consumption of the engine will increase significantly. Specifically, when driving at a low speed, the engine speed and load are both low, which makes the fuel economy of the engine unable to be fully exerted. Therefore, there is currently a technical problem of excessive vehicle energy consumption caused by frequent engine starts and stops.

[0003] The above content is only used to assist in understanding the technical solution of the present application, and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main purpose of the present application is to provide a vehicle control method, a vehicle, and a readable storage medium, aiming to solve the technical problem of excessive vehicle energy consumption caused by frequent engine starts and stops.

[0005] To achieve the above object, the present application provides a vehicle control method, and the method includes:

[0006] Obtain the navigation path of the vehicle, divide the navigation path into multiple road segments, and determine the road segment state of each road segment;

[0007] When the road segment state of the currently entered road segment of the vehicle is congested, determine the target minimum remaining power of the vehicle battery when the vehicle is driving on the currently entered road segment. Among them, before the actual power of the vehicle battery drops to the target minimum remaining power, the vehicle drives in the currently entered road segment in pure electric mode.

[0008] In one embodiment, the step of determining the target minimum remaining power of the vehicle battery when the vehicle is driving on the currently entered road segment further includes:

[0009] Determine the ambient temperature and atmospheric pressure of the environment where the vehicle is located;

[0010] In the preset ambient power mapping relationship, find the target power jointly corresponding to the ambient temperature and the atmospheric pressure, and use the target power as the target minimum remaining power of the vehicle battery when the vehicle is driving on the currently entered road segment.

[0011] In one embodiment, the method further includes:

[0012] When the road condition of the current section where the vehicle is driving is smooth, based on the passing data of each remaining section in the navigation path obtained in real time, determine the required power consumption for the vehicle to pass through each remaining section in the navigation path;

[0013] Obtain the current actual power of the vehicle battery, and based on the ambient temperature and atmospheric pressure of the environment where the vehicle is located, determine the critical remaining power of the vehicle battery;

[0014] Calculate the difference between the current actual power and the critical remaining power to obtain the available power consumption of the vehicle;

[0015] If the available power consumption is less than the required power consumption, then use the sum of the critical remaining power and the preset charging power as the target charging power that the vehicle battery needs to reach at least after passing through the current driving section.

[0016] In one embodiment, the step of determining the required power consumption for the vehicle to drive through each remaining section in the navigation path based on the passing data of each remaining section in the navigation path obtained in real time includes:

[0017] Determine the remaining congested sections with a congested traffic state among the remaining sections, and based on the passing data of all the remaining congested sections, calculate the total congested power consumption required for all the remaining congested sections;

[0018] Based on the passing data corresponding to each remaining section in the navigation path, determine the total pure-electric power consumption of each remaining path in the navigation path, and calculate the difference between the total pure-electric power consumption and the total congested power consumption to obtain the smooth power consumption;

[0019] Calculate the product of the smooth power consumption and the preset weight to obtain the weighted power consumption, and use the sum of the weighted power consumption and the total congested power consumption as the required power consumption.

[0020] In one embodiment, the passing data of the remaining congested sections includes the average congested passing speed, the congested mileage, and the congested passing duration;

[0021] The step of calculating the total congested power consumption required for all the remaining congested sections based on the passing data of all the remaining congested sections includes:

[0022] For each remaining congested section, look up the congested unit driving power consumption corresponding to the average congested passing speed of the remaining congested section in the preset speed-power mapping relationship, and calculate the product of the congested unit driving power consumption and the congested mileage of the remaining congested section to obtain the target congested driving power consumption of the remaining congested section;

[0023] Accumulate the target congestion driving power consumption corresponding to each of the remaining congested road segments to obtain the total congestion driving power consumption, and accumulate the congestion passing durations corresponding to each of the remaining congested road segments to obtain the remaining congestion passing duration;

[0024] Obtain the historical load average power consumption of the vehicle, and use the product of the historical load average power consumption and the remaining congestion passing duration as the congestion load power consumption;

[0025] Use the sum of the congestion load power consumption and the total congestion driving power consumption as the total congestion power consumption.

[0026] In one embodiment, the passing data of the remaining road segments includes the predicted average passing speed, the road segment mileage, and the road segment passing duration;

[0027] The step of determining the total pure - electric power consumption of each of the remaining paths in the navigation path according to the passing data corresponding to each of the remaining road segments in the navigation path includes:

[0028] For each of the remaining road segments, look up the unit driving power consumption corresponding to the predicted average passing speed of the remaining road segment in the preset speed - power mapping relationship, and calculate the product of the unit driving power consumption and the road segment mileage of the remaining road segment to obtain the road segment driving power consumption of the road segment;

[0029] Accumulate the road segment driving power consumptions corresponding to each of the remaining road segments to obtain the total remaining road segment driving power consumption, and accumulate the road segment durations corresponding to each of the remaining road segments to obtain the remaining passing duration;

[0030] Obtain the historical load average power consumption of the vehicle, and use the product of the historical load average power consumption and the remaining passing duration as the road segment load power consumption;

[0031] Use the sum of the road segment load power consumption and the total remaining road segment driving power consumption as the total pure - electric power consumption.

[0032] In one embodiment, after the step of calculating the difference between the current actual power and the critical remaining power to obtain the available power consumption of the vehicle, the method further includes:

[0033] If the available power consumption is greater than the sum of the required power consumption and the preset conservative power, then determine the critical remaining power as the target storage power that the vehicle battery needs to remain at least, and control the vehicle to drive in pure - electric mode.

[0034] In one embodiment, the method further includes:

[0035] After the vehicle finishes navigating the navigation path, obtain the fuel consumption generated by the vehicle when passing through the navigation path, the total mileage of the navigation path, and obtain the pure electric mileage generated by the vehicle when driving on the navigation path;

[0036] For each road segment in the navigation path, obtain the target power of the road segment and the actual power of the road segment when the vehicle finishes driving the road segment, calculate the difference between the actual power of the road segment and the target power to obtain the power consumption difference, and calculate the product of the power consumption difference and the preset mileage conversion coefficient to obtain the consumption mileage of the road segment, where the target power includes the target minimum remaining power, the target charging power, or the target storage power;

[0037] Accumulate the consumption mileage of each road segment to obtain the total consumption mileage, and calculate the difference between the pure electric mileage and the total consumption mileage to obtain the target net pure electric mileage;

[0038] Use the ratio of the target net pure electric mileage to the total mileage as the fuel saving rate corresponding to the vehicle when passing through the navigation path, and use the difference between the preset total fuel consumption coefficient and the fuel saving rate as the fuel consumption rate;

[0039] Calculate the product of the fuel saving rate and the fuel consumption to obtain the initial fuel savings, and use the ratio of the initial fuel savings to the fuel consumption rate as the actual fuel savings of the vehicle after driving through the navigation path.

[0040] In addition, to achieve the above object, the present application also provides a vehicle control device, and the device includes:

[0041] An acquisition module, configured to acquire the navigation path of the vehicle, divide the navigation path into multiple road segments, and determine the road segment state of each road segment;

[0042] A target minimum remaining power determination module, configured to determine the target minimum remaining power of the vehicle battery when the vehicle is driving on the currently entered road segment when the road segment state of the currently entered road segment of the vehicle is congested, where the vehicle drives in the currently entered road segment in pure electric mode before the actual power of the vehicle battery drops to the target minimum remaining power.

[0043] In addition, to achieve the above object, the present application also provides a vehicle, and the vehicle includes a vehicle body and a controller, and the controller is disposed on the vehicle body, and the controller is configured to execute the steps of implementing the vehicle control method as described above.

[0044] In addition, to achieve the above object, the present application further provides a computer-readable storage medium, on which a program for implementing the vehicle control method is stored. When the program of the vehicle control method is executed by a processor, the steps of the vehicle control method as described above are implemented.

[0045] In addition, to achieve the above object, the present application further provides a computer program product, including a computer program. When the computer program is executed by a processor, the steps of the vehicle control method as described above are implemented.

[0046] One or more technical solutions proposed by the present application have at least the following technical effects: The present application can obtain the navigation path of the vehicle, divide the navigation path into multiple road segments, and determine the road segment status of each road segment. Thus, when the vehicle enters a road segment with a congested status, it can determine the target minimum remaining power that the vehicle battery can have when the vehicle is driving on the congested road segment. This facilitates enabling the vehicle to drive purely electrically on the congested road segment before the actual power of the vehicle battery is reduced to the target minimum remaining power. By determining the target minimum remaining power that the vehicle battery can have, the present application allows more battery power (the difference between the actual power and the target minimum remaining power is the power that the vehicle battery can consume) to be used for pure electric driving on the congested road segment, without the need to drive the vehicle by the engine. This can reduce the frequent start and stop of the engine and reduce the energy consumption of the vehicle. Description of the Drawings

[0047] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0048] To more clearly illustrate the technical solutions in the embodiments of the present application or in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0049] Figure 1 It is a flowchart of an embodiment of the vehicle control method of the present application;

[0050] Figure 2 It is a power transmission schematic diagram of a hybrid vehicle in a series mode in the vehicle control method of the present application;

[0051] Figure 3 It is a power transmission schematic diagram of a hybrid vehicle in a parallel mode in the vehicle control method of the present application;

[0052] Figure 4 It is a flowchart of another embodiment of the vehicle control method of the present application;

[0053] Figure 5 It is a schematic flow chart of an example in the vehicle control method of this application;

[0054] Figure 6 It is a schematic structural diagram of the active vehicle control device of this application.

[0055] The realization of the purpose, functional features and advantages of this application will be further described in combination with the embodiments with reference to the accompanying drawings. Specific embodiments

[0056] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of this application and are not used to limit this application.

[0057] In order to better understand the technical solutions of this application, the following will be described in detail in combination with the drawings in the specification and specific embodiments.

[0058] During long-term low-speed driving, multiple engine starts and stops as well as low efficiency of the engine operating condition points during low-speed driving will both lead to increased fuel consumption. Therefore, the embodiments of this application provide a vehicle control method. Through the vehicle control method, a forward-looking energy management function can be realized. The forward-looking energy management function can obtain the navigation path of the vehicle, divide the navigation path into multiple sections, and determine the section state of each section. Thus, when the vehicle enters a section with a congested state, it can be determined that when the vehicle is driving in the congested section, the target minimum remaining power that the vehicle battery can have left. This is convenient for supporting the vehicle to drive purely electrically on the congested section before the actual power of the vehicle battery is reduced to the target minimum remaining power. By determining the target minimum remaining power that the vehicle battery can have left, this application enables more battery power (the difference between the actual power and the target minimum remaining power is the power that the vehicle battery can consume) to be used for pure electric driving on the congested section, without the need for engine-driven driving, thus reducing the frequent start and stop of the engine and reducing the energy consumption of the vehicle. It realizes the purpose of achieving pure electric driving at low speed by pre-reserving the battery power required for congested road conditions in smooth conditions, further saving fuel consumption and improving the fuel economy of the vehicle.

[0059] The embodiments of this application provide a vehicle control method, referring to Figure 1 , Figure 1 It is a schematic flow chart of an embodiment of the vehicle control method of this application. In this embodiment, the vehicle control method includes steps S10 to S20:

[0060] Step S10, obtain the navigation path of the vehicle, divide the navigation path into multiple sections, and determine the section state of each section;

[0061] It should be noted that the vehicle can be a hybrid vehicle. A hybrid vehicle refers to a vehicle with two or more power sources and can provide driving power by a single drive system alone or multiple drive systems jointly according to the driving state. For example, a hybrid vehicle can use an engine and an electric motor as power sources, and both the engine and the electric motor can drive the vehicle. There can be multiple electric motors in a hybrid vehicle. The electric motors of a hybrid vehicle with two electric motors can have three modes, namely, pure electric mode, series mode, and parallel mode. For example, reference can be made to Figure 2 , Figure 2 which is a schematic diagram of power transmission in series mode. Among them, ENG is the engine, P1 and P2 are both electric motors, C0 is the clutch, and L is the wheel. In series mode, the C0 clutch is not engaged, which means that the power transmission path between the engine and the driving wheels is disconnected. In series mode, the engine charges the battery through P1, and the P2 electric motor drives the wheel L to rotate ( Figure 2 the arrow in which shows the power flow of P2 driving the wheel). Reference can also be made to Figure 3 , Figure 3 which is a schematic diagram of power transmission in parallel mode. In parallel mode, the C0 clutch is engaged, and the power transmission path between the engine and the driving wheels is connected, and the engine can directly participate in driving the wheels ( Figure 3 the arrow in which shows that the engine power is directly transmitted to the wheel L). In pure electric mode, the hybrid vehicle with two electric motors relies on the battery to supply power to the electric motor to drive the vehicle. In pure electric mode, the engine does not work and is in a shutdown state, and the clutch is also in a disengaged state.

[0062] The navigation path refers to the driving route planned by the vehicle according to the destination and the current road conditions. This navigation path can be provided by the vehicle's navigation system. A road segment is a part of the navigation path, and the navigation path can include multiple road segments. The road segment status can be used to describe the congestion situation of the road segment. The road segment status can include smooth and congested. When the road segment status is smooth, the road segment is a smooth road segment. When the road segment status is congested, the road segment is a congested road segment.

[0063] In addition, it should be noted that in this embodiment, after the forward-looking energy management function of the vehicle is turned on, the obtained navigation path will be divided into multiple road segments, and subsequent steps such as determining the target stored power or the target minimum remaining power of the battery will be carried out.

[0064] The situation of turning on the forward-looking energy management function of the vehicle will be briefly described below.

[0065] After the driver gets into the vehicle, steps on the brake, engages the gear, activates the driving cycle, and turns on the navigation, it is determined whether the vehicle meets the first preset prerequisite conditions. The first preset prerequisite conditions include: the driving mode of the vehicle is the intelligent hybrid mode, the intelligent power conservation mode and the forced power conservation mode of the vehicle are not activated, and the ambient temperature, pressure, and battery temperature are within their respective preset specified ranges. The preset specified ranges can be set based on the actual situation, and this embodiment does not make specific limitations. The intelligent power conservation mode means that the vehicle will try to keep the battery power within a preset range to ensure that there is enough power available when needed (such as in congested sections or during pure electric driving). The forced power conservation mode means that the vehicle will give priority to using the internal combustion engine to drive and minimize the consumption of battery power as much as possible to keep the battery power at a fixed preset value. The intelligent hybrid mode means that the vehicle will automatically switch the power source (motor or engine) according to the current driving conditions (such as road conditions, vehicle speed, battery power, etc.) to achieve the best energy efficiency and driving experience.

[0066] If the vehicle meets the first preset prerequisite conditions, a first trigger signal is generated. After the vehicle detects the first trigger signal, it is then detected whether the vehicle meets the second preset prerequisite conditions. The second preset prerequisite conditions include: the navigation is normal, the battery SOC (State of Charge) is less than the preset trigger power generation threshold, and there is a congested section on the navigation path of the vehicle. Then the forward-looking energy management function is activated. For example, the forward-looking energy management function can be activated in the ECM (Electronic Control Module). The ECM of the vehicle can transmit the signal of the activated forward-looking energy management function to the IHU of the vehicle. The IHU (Infotainment Head Unit) can send the traffic data of each section in real time to the ECM. For example, the first trigger signal can be D_PemReq = 5, etc. This embodiment does not make specific limitations. When the vehicle meets the first preset prerequisite conditions and the second preset prerequisite conditions, D_PemReq = 9, so that the ECM of the vehicle can transmit the signal of the activated forward-looking energy management function to the IHU of the vehicle. If the vehicle does not meet the first preset prerequisite conditions and / or does not meet the second preset prerequisite conditions, the forward-looking energy management function will not be activated, that is, the navigation path will not be divided into multiple sections, the section status of each section will not be determined, and the subsequent target stored power and target minimum remaining power of the vehicle will not be determined.

[0067] In addition, a brief description of the second preset prerequisite is as follows. Normal navigation means that there is no garbled code in the navigation or the navigation mileage is abnormal, etc. An abnormal navigation mileage means that the navigation mileage is greater than the preset mileage, and the preset mileage can be determined based on the actual situation specifically. This embodiment does not make specific limitations on this. The preset trigger power generation threshold can be set based on the actual situation. For example, the preset trigger power generation threshold can be 50% etc. This embodiment does not make specific limitations on this. When the battery SOC is greater than the preset trigger power generation threshold, the vehicle can automatically switch to the pure electric mode for driving based on the actual situation. However, when the battery SOC is less than or equal to the preset trigger power generation threshold, the vehicle will automatically determine that the battery SOC is too low at this time and thus does not drive in the pure electric mode. And the existence of a congested section in the navigation path indicates that the vehicle may drive at a low speed. Therefore, when the vehicle meets the first preset prerequisite and the second preset prerequisite, it is necessary to enable the forward-looking energy management function so that it can still drive in the pure electric mode when the current battery SOC is low.

[0068] Exemplarily, when the vehicle meets the first preset prerequisite and the second preset prerequisite, the forward-looking energy management function of the vehicle is activated. In the case where the forward-looking energy management function of the vehicle is activated, the obtained navigation path of the vehicle is divided into multiple sections, and the section state of each section is determined.

[0069] Step S20, when the section state of the current section entered by the vehicle is congested, determine the target minimum remaining power of the vehicle battery when the vehicle is driving in the current entered section, where the vehicle drives in the current entered section in the pure electric mode before the actual power of the vehicle battery drops to the target minimum remaining power.

[0070] It should be noted that the target minimum remaining power indicates that after the vehicle finishes driving through this congested section, the power of the vehicle battery needs to be at least equal to the target minimum remaining power to ensure the safety of the battery and guarantee the battery life. The smaller the target minimum remaining power, the more power can be used for the vehicle to consume when driving in the pure electric mode, so as to reduce the situation that the vehicle engine is still frequently started when the vehicle is driving in the pure electric mode.

[0071] Exemplarily, when the section state of the current section entered by the vehicle is congested, the target minimum remaining power of the vehicle battery can be determined according to the environmental data where the vehicle is currently located. The environmental data may include the environmental temperature and the atmospheric pressure.

[0072] In a feasible embodiment, step S30 further includes steps S31 to S32:

[0073] Step S31, determine the environmental temperature and the atmospheric pressure of the environment where the vehicle is located;

[0074] Step S32: In the preset environmental power mapping relationship, search for the target power corresponding to the ambient temperature and atmospheric pressure, and use the target power as the target minimum remaining power of the vehicle battery.

[0075] In this embodiment, when the road segment state of the road section where the vehicle is currently driving is congested, the ambient temperature and atmospheric pressure of the environment where the vehicle is located can be obtained in real time. Furthermore, based on the ambient temperature and atmospheric pressure of the environment where the vehicle is located, the corresponding target power can be searched in the preset environmental power mapping relationship, and the target power is used as the target minimum remaining power. Different ambient temperatures and different atmospheric pressures correspond to different target minimum remaining powers. The preset environmental power mapping relationship can be set based on the actual situation, and this embodiment does not make specific limitations on this. For example, referring to Table 1, Table 1 gives some contents in the preset environmental power mapping relationship:

[0076]

[0077] Table 1

[0078] Where x is the ambient temperature, y is the atmospheric pressure, and z is the power. For example, when the ambient temperature is -15.04 and the atmospheric pressure is 0.5999, the corresponding power z is 35. In this embodiment, the minimum power of the vehicle in the current environment can be determined through the ambient temperature and atmospheric pressure, so as to facilitate providing more power that can be consumed for pure electric driving of the vehicle.

[0079] This embodiment can obtain the navigation path of the vehicle, divide the navigation path into multiple road segments, and determine the road segment state of each road segment, so that when the vehicle drives into a road segment with a congested state, it can determine the target minimum remaining power that the vehicle battery can have when driving in the congested road segment, so as to facilitate supporting the vehicle to perform pure electric driving on the congested road segment before the actual power of the vehicle battery is reduced to the target minimum remaining power. By determining the target minimum remaining power that the vehicle battery can have, this application has more battery power (the difference between the actual power and the target minimum remaining power is the power that the vehicle battery can consume) available for pure electric driving on the congested road segment, without the need to drive the vehicle through the engine, thereby reducing the frequent start-stop of the engine and reducing the energy consumption of the vehicle.

[0080] In a feasible embodiment, the method further includes steps X10 to X40:

[0081] Step X10: When the road segment state of the road section where the vehicle is currently driving is smooth, based on the traffic data of each remaining road segment in the navigation path obtained in real time, determine the required power consumption of the vehicle when passing through each remaining road segment in the navigation path.

[0082] It should be noted that after enabling the preview energy management function, when the vehicle is about to enter each road section, the road section status of the road section will be judged. Each remaining road section in the navigation path refers to the road section that the vehicle has not completed yet, and the remaining road sections can include the currently entered road section. The traffic data is used to describe the traffic conditions of this road section. For example, the traffic data can include the road section mileage, the road section passing time, and the expected average passing speed of the road section. The traffic data can be obtained in real time.

[0083] For example, for each road section entered by the vehicle, the congestion degree of the road section is obtained in real time. When the congestion degree is greater than or equal to the preset degree, it is determined that the road section status of this road section is congested, and this road section is a congested road section. When the congestion degree is less than the preset degree, it is determined that the road section status of this road section is smooth, and this road section can be a smooth road section. The current vehicle speed is obtained. If the current vehicle speed is less than the preset low speed threshold, it can also be determined that the road section status of this road section is congested. When the road section is smooth, based on the traffic data of each remaining road section in the navigation path obtained in real time, the required power of the vehicle is determined, so as to facilitate subsequent judgment on whether it is necessary to charge the vehicle battery on this road section. The required power is the power of the battery that needs to be consumed when the vehicle travels through each remaining road section in the navigation path. Each of the remaining road sections has its own corresponding traffic data.

[0084] Exemplarily, when the road section status of the currently entered road section of the vehicle is smooth, the traffic data of each remaining road section in the navigation path obtained in real time is obtained, and based on the traffic data of each remaining road section, the power consumption required for each remaining road section is calculated, and the power consumptions of each remaining road section are accumulated to obtain the required power of the vehicle.

[0085] Step X20, obtain the current actual power of the vehicle battery, and determine the critical remaining power of the vehicle battery according to the ambient temperature and atmospheric pressure of the environment where the vehicle is located;

[0086] It should be noted that the current actual power is the remaining power of the vehicle battery at present. The critical remaining power is the lowest power threshold allowed to ensure the safety of the battery and the normal operation of the vehicle. Both the ambient temperature and the atmospheric pressure will affect the critical remaining power of the vehicle battery. The atmospheric pressure is the atmospheric pressure of the environment where the vehicle is located. The power corresponding to the ambient temperature and the atmospheric pressure can be found in the preset ambient power mapping relationship according to the ambient temperature and the atmospheric pressure, and this power is used as the critical remaining power of the vehicle battery. The preset ambient power mapping relationship can be set based on the actual situation. For example, this embodiment does not make specific limitations on this.

[0087] Step X30, calculate the difference between the current actual power and the critical remaining power to obtain the available power consumption of the vehicle;

[0088] Step X40: If the available power is less than the required power, then the sum of the critical remaining power and the preset charging power is used as the target charging power that the vehicle battery needs to reach at least after passing through the current driving section.

[0089] It should be noted that the available power represents the power that the vehicle can currently consume. When the available power is less than the required power, it means that the power that the vehicle can currently consume is not enough to support the vehicle to pass through the remaining sections in pure electric mode. Therefore, it is necessary to charge the vehicle battery. So, when the available power is less than the required power, the target stored power is the target stored power that the vehicle needs to reach when driving through this section. The preset charging power can be set based on the actual situation. For example, the preset charging power can be the difference between the required power and the available power, or it can be any value within the preset hysteresis interval of the vehicle battery, etc. The target charging power cannot be greater than the maximum preset battery power of the vehicle battery. The target charging power is the power that the vehicle battery needs to reach at least after driving through the current driving section. When the vehicle is driving through the current driving section, the actual power of the vehicle battery may be less than the target charging power. Therefore, when the vehicle is driving through the current driving section, it is necessary to charge the vehicle battery.

[0090] Exemplarily, obtain the current actual power of the vehicle battery, look up the critical remaining power corresponding to the ambient temperature and atmospheric pressure jointly in the preset ambient power mapping relationship, take the difference between the current actual power and the critical remaining power as the available power. If the available power is less than the required power, take the sum of the critical remaining power and the preset charging power as the target charging power that the vehicle battery needs to reach at least. At this time, the target charging power is the power that the vehicle battery needs to reach after driving through this smooth section.

[0091] In this embodiment, by calculating the critical remaining power of the vehicle, it is convenient to determine the power that the vehicle needs to consume, so as to determine whether the vehicle battery needs to be charged, so that the vehicle can drive the remaining distance in pure electric mode subsequently.

[0092] In addition, it should also be noted that in order to prevent the target stored power of the vehicle battery from being too high due to the excessive mileage of the navigation path, when the vehicle battery is charged according to the target stored power, it will cause the battery to be overcharged, which will in turn cause an increase in fuel consumption. Therefore, in this embodiment, if the difference between the target power and the power actually required by the vehicle is greater than the preset difference, the forward-looking energy management function can be exited. The preset difference can be set based on the actual situation, and this embodiment does not make specific limitations on this. The target power can be the target charging power.

[0093] In a feasible embodiment, after step X30, step X31 is further included: if the available power is greater than the sum of the required power and a preset conservative power, the critical available remaining power is determined as the target stored power that the vehicle battery needs to remain at least, and the vehicle is controlled to travel in pure electric mode.

[0094] It should be noted that the preset conservative power is pre-set. For example, the preset conservative power can be a value such as 1 or 2, and this embodiment does not make specific limitations thereto. The preset conservative power is an additional power buffer set to cope with possible errors in the calculation of the required power. By calculating the sum of the required power and the preset conservative power and comparing whether the sum is less than the available power, when the available power is greater than the sum of the required power and the preset conservative power, the critical available remaining power is determined as the target stored power, and at the same time, the vehicle is controlled to travel in pure electric mode to increase the pure electric driving range of the vehicle and reduce the vehicle energy consumption. Thus, it is possible to avoid the situation of misjudgment caused by errors in the required power, and further avoid the situation where the actually available power of the vehicle cannot support the vehicle to travel the remaining mileage in pure electric mode.

[0095] When the available power is greater than the sum of the required power and the preset conservative power, it indicates that the available power of the vehicle can support the vehicle to travel the remaining mileage in pure electric mode. Furthermore, the critical available remaining power can be directly determined as the target stored power that the vehicle battery needs to reach at least. At this time, the target stored power is less than the current actual power of the vehicle battery. The target stored power at this time is the minimum remaining power required for the vehicle to ensure the safety of the battery. The available power of the vehicle is the difference between the current actual power and the target stored power.

[0096] In this embodiment, if the current road section the vehicle enters is a smooth road section, and the available power is greater than the required power, and the available power is less than the sum of the required power and the preset conservative power, the target power of the vehicle battery can remain unchanged. For example, it can still be the target power of the previous road section. When the road section is congested, the target power can be the target minimum remaining power. When the road section is smooth, the target power can be the target stored power or the target charging power, which can be specifically determined based on the actual situation of the road section.

[0097] In another feasible embodiment, please refer to Figure 4 , step X10 further includes steps X11 to X13:

[0098] Step X11, determine the remaining congested road sections with a congested traffic state among the remaining road sections, and calculate the total congested power consumption required for all the remaining congested road sections based on the traffic data of each of the remaining congested road sections;

[0099] It should be noted that the remaining congested sections are the sections with a congested section state among the remaining sections. The number of remaining congested sections can be one or more, and this embodiment does not make specific limitations thereto. Each remaining congested section has its corresponding traffic data. The total congested power consumption is the total power that the vehicle needs to consume when passing through all the remaining congested sections.

[0100] Exemplarily, based on the traffic data of each remaining congested section, the power consumption required for each remaining congested section can be calculated, and then the power consumptions required for each remaining congested section are accumulated to obtain the total congested power consumption.

[0101] In a feasible embodiment, the traffic data of the remaining congested sections includes the average congested traffic speed, the congested mileage, and the congested traffic duration. Step X11 further includes steps A10 to A14:

[0102] Step A10, for each remaining congested section, look up the congested unit driving power consumption corresponding to the average congested traffic speed of the remaining congested section in the preset speed-power mapping relationship, and calculate the product of the congested unit driving power consumption and the congested mileage of the remaining congested section to obtain the target congested driving power consumption of the remaining congested section;

[0103] It should be noted that the average congested traffic speed is the average traffic speed per kilometer predicted by the vehicle's navigation system for passing through the remaining congested section. The congested mileage is the mileage of the remaining congested section, and the congested traffic duration is the congested traffic duration that the vehicle needs to pass through the remaining congested section. The unit driving power consumption refers to the power consumed by the vehicle's power system (such as an electric motor, etc.) to drive the vehicle forward during driving. The congested unit driving power consumption is the driving power required per kilometer in the congested section. The target congested driving power consumption is the total power that needs to be consumed in the congested section.

[0104] The preset speed-power mapping relationship can be calibrated in advance based on the actual situation. This embodiment does not make specific limitations thereto. The preset speed-power mapping relationship includes the speed and the power consumed per kilometer when driving at that speed. For example, referring to Table 2, Table 2 shows part of the content of the preset speed-power mapping relationship:

[0105] Speed 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 ... Battery level 0.564 0.504 0.578 0.564 0.6132 0.698 0.8014 0.9142 ...

[0106] Table 2

[0107] Among them, Table 2 includes the mapping relationship between speed and power. For example, when the speed is 10, the power consumed per kilometer is 0.564. The unit of speed can be KM (kilometer) / hour. The steps for determining the preset speed-power mapping relationship can include: calculating the driving resistance corresponding to the speed. The formula for calculating the driving resistance corresponding to the speed is:

[0108] F = f 0 + f 1 * v + f 2 * v 2 (Equation 1);

[0109] Wherein, F is the driving resistance, v is the speed, and f 0 , f 1 , f 2 are the coasting resistance parameters, and f 0 is the constant term resistance coefficient, which is the resistance independent of the speed, and f 1 is the linear term resistance coefficient. For example, it can be the part of the rolling resistance of the tire that varies linearly with the speed, and f 2 is the quadratic term resistance coefficient, which reflects the air resistance during vehicle driving. Then calculate the driving power corresponding to the speed. The (Equation 2) for calculating the driving power is:

[0110] Pw = F * v / 3600 (Equation 2);

[0111] Wherein, Pw is the driving power, F is the driving resistance, v is the speed, and the unit of speed can be KM / h. 1 hour = 3600 seconds. Then calculate the power consumption per kilometer. For example, it can refer to (Equation 3):

[0112]

[0113] Wherein, 1h is 1 hour, and the battery capacity is the battery capacity of the vehicle. The SOC consumed per kilometer corresponding to the speed can be calculated based on Equations 1 to 3. Since the calculated value may deviate from the actual value, the SOC consumed per kilometer can be multiplied by a preset proportionality coefficient to obtain the fine-tuned power consumption per kilometer, and the fine-tuned power consumption per kilometer and the corresponding speed can be stored in the preset speed-power consumption mapping relationship. In addition, when the average speed is below 60 Kmh, the driving kilometers are relatively small. At this time, the SOC consumed per kilometer of driving can be calculated based on experience values. For example, the reference value is 18 kWh per 100 kilometers.

[0114] Exemplarily, for each remaining congested section, look up the congested unit driving power consumption corresponding to the congested average passing speed of the remaining congested section in the preset power consumption mapping relationship, and calculate the product of the congested unit driving power consumption and the congested mileage of the remaining congested section to obtain the target congested driving power consumption of the remaining congested section.

[0115] Step A20, accumulate the target congested driving power consumption corresponding to each remaining congested section to obtain the total congested driving power consumption, and accumulate the congested passing durations corresponding to each remaining congested section to obtain the remaining congested passing duration;

[0116] Step A30: Obtain the historical average power consumption of the vehicle's load, and use the product of the historical average power consumption of the load and the remaining congestion travel duration as the congestion load power consumption.

[0117] It should be noted that the remaining congestion travel duration is the total duration required for the vehicle to pass through all the remaining congested sections. The total congestion driving power consumption is the total driving power consumption required for all the remaining congested sections. The average power consumption of the load is the electric energy consumed per unit time due to the load during the vehicle's historical driving. The load can be, for example, the number of passengers, the weight of goods, and the electronic devices turned on. The unit time can be per minute or per hour, etc., and this embodiment does not make specific limitations on this. The historical average power consumption of the load is the average power consumption of the load within the historical preset period, and the congestion load power consumption is the total load power consumption required to pass through the remaining congested sections.

[0118] Step A40: Use the sum of the congestion load power consumption and the total congestion driving power consumption as the total congestion power consumption.

[0119] The total congestion power consumption is the electric energy that the vehicle needs to consume when passing through all the remaining congested sections.

[0120] Exemplarily, accumulate the target congestion driving power consumption corresponding to each of the remaining congested sections in the navigation path to obtain the total congestion driving power consumption, accumulate the congestion travel durations of all the remaining congested sections to obtain the remaining congestion travel duration, obtain the historical average power consumption of the vehicle's load, and use the product of the historical average power consumption of the load and the remaining congestion travel duration as the congestion load power consumption; use the sum of the congestion load power consumption and the total congestion driving power consumption as the total congestion power consumption.

[0121] This embodiment calculates the total congestion power consumption of the remaining congested sections, thereby facilitating the determination of the electric energy that the vehicle needs to consume subsequently. And this embodiment takes into account the driving power consumption and the load power consumption, thereby facilitating the improvement of the calculation accuracy of the total congestion power consumption.

[0122] Step X12: Determine the total pure-electric power consumption of each remaining path in the navigation path based on the traffic data corresponding to each remaining section in the navigation path, and calculate the difference between the total pure-electric power consumption and the total congestion power consumption to obtain the smooth power consumption.

[0123] It should be noted that the total pure-electric power consumption is the electric energy consumed when the vehicle travels in pure-electric mode on the remaining sections. In this embodiment, the vehicle can travel in pure-electric mode on congested sections and can also travel in pure-electric mode on smooth sections. For example, when the available electric energy is greater than the sum of the required electric energy and the preset conservative electric energy, the vehicle can be controlled to travel in pure-electric mode on the remaining sections of the navigation path. Whether the remaining sections are congested sections or smooth sections, the vehicle can travel in pure-electric mode to increase the distance traveled in pure-electric mode, thereby facilitating the saving of vehicle energy consumption. The smooth power consumption represents the electric energy that the vehicle needs to consume when traveling in pure-electric mode on the remaining smooth sections.

[0124] Step X13: Calculate the product of the smooth power consumption and the preset weight to obtain the weighted power consumption, and use the sum of the weighted power consumption and the total congestion power consumption as the required power consumption.

[0125] It should be noted that the preset weight can be set based on the actual situation. The preset weight can be a value such as 0.5, and this embodiment does not make specific limitations on this. The required power consumption can reflect the power consumption required for the vehicle to travel through the remaining sections in pure electric mode. The required power consumption can be the sum of the weighted power consumption and the total congestion power consumption. The preset weight can be a value less than or equal to 1. Generally, the power consumption per kilometer on smooth sections is also lower than that on congested sections.

[0126] Exemplarily, based on the communication data corresponding to each of the remaining sections in the navigation path, determine the total pure electric power consumption of each of the remaining paths in the navigation path. Take the difference between the total pure electric power consumption and the congestion power consumption as the smooth power consumption. Calculate the product of the smooth power consumption and the preset weight to obtain the weighted power consumption, and use the sum of the weighted power consumption and the total congestion power consumption as the required power consumption. In this embodiment, by calculating the total congestion power consumption and the smooth power consumption of the congested sections and weighting the smooth power consumption, it is convenient to obtain the required power consumption, improving the accuracy of determining the required power consumption. At the same time, it is also convenient to determine whether the vehicle can subsequently travel in pure electric mode.

[0127] In a feasible embodiment, the traffic data of the remaining sections includes the predicted average traffic speed, the section mileage, and the section traffic duration. Step X12 further includes steps B10 to B40:

[0128] Step B10: For each of the remaining sections, look up the unit driving power consumption corresponding to the predicted average traffic speed of the remaining section in the preset speed-power consumption mapping relationship, and calculate the product of the unit driving power consumption and the section mileage of the remaining section to obtain the section driving power consumption of the section.

[0129] It should be noted that the predicted average traffic speed is the average traffic speed per kilometer predicted by the vehicle's navigation system for passing through the remaining section. The section mileage is the mileage of the remaining section, and the section traffic duration is the traffic duration required for the vehicle to pass through the remaining section. The unit driving power consumption refers to the power consumption of the vehicle's power system (such as an electric motor, etc.) to drive the vehicle forward during driving. The congestion unit driving power consumption is the driving power consumption required per kilometer in the congested section. The section driving power consumption is the total power consumption required for the vehicle to pass through the section.

[0130] The remaining road segments can be congested or smooth. Therefore, when a road segment is congested, the expected average travel speed can be the average congested travel speed, the road segment mileage can be the congested mileage, and the road segment travel duration can be the congested travel duration. When a road segment is smooth, the expected average travel speed can be the average travel speed of the smooth road segment, the road segment mileage can be the mileage of the smooth road segment, and the road segment travel duration can be the travel duration of the smooth road segment.

[0131] Step B20: Accumulate the road segment driving power consumption corresponding to each of the remaining road segments to obtain the total remaining road segment driving power consumption, and accumulate the road segment durations corresponding to each of the remaining road segments to obtain the remaining travel duration.

[0132] Step B30: Obtain the historical load average power consumption of the vehicle, and use the product of the historical load average power consumption and the remaining travel duration as the road segment load power consumption.

[0133] Step B40: Use the sum of the road segment load power consumption and the total remaining road segment driving power consumption as the total pure-electric power consumption.

[0134] It should be noted that the remaining travel duration is the total duration required for the vehicle to pass through all the remaining road segments. The total remaining road segment driving power consumption is the total driving power consumption required for all the remaining road segments. The load average power consumption is the electric energy consumed per unit time due to the load during the historical driving process of the vehicle. The load is, for example, the number of passengers, the weight of goods, and the electronic devices turned on. The historical load average power consumption is the load average power consumption of the vehicle within a historical preset duration, and the road segment load power consumption is the total load power consumption required to pass through the remaining road segments. The total pure-electric power consumption is the electric energy consumed when the vehicle travels in pure-electric mode.

[0135] Exemplarily, for each of the remaining road segments, look up the unit driving power consumption corresponding to the expected average travel speed of the remaining road segment in the preset speed-power consumption mapping relationship, and calculate the product of the unit driving power consumption and the road segment mileage of the remaining road segment to obtain the road segment driving power consumption of the remaining road segment; accumulate the road segment driving power consumption corresponding to each of the remaining road segments to obtain the total remaining road segment driving power consumption, and accumulate the road segment durations corresponding to each of the remaining road segments to obtain the remaining travel duration; obtain the historical load average power consumption of the vehicle, and use the product of the historical load average power consumption and the remaining travel duration as the road segment load power consumption; use the sum of the road segment load power consumption and the total remaining road segment driving power consumption as the total pure-electric power consumption.

[0136] This embodiment calculates the total congestion power consumption of the remaining road segments, thereby facilitating the determination of the electric energy that the vehicle needs to consume subsequently. And this embodiment takes into account the driving power consumption and the load power consumption of the total remaining road segments, thereby facilitating the improvement of the calculation accuracy of the total pure-electric power consumption, and further facilitating the improvement of the accuracy of the required electric energy of the subsequent battery.

[0137] In a feasible embodiment, the method further includes steps Z10 to Z50:

[0138] Step Z10, after the vehicle finishes navigating the navigation path, obtain the fuel consumption generated by the vehicle when passing through the navigation path, the total mileage of the navigation path, and obtain the pure electric mileage generated by the vehicle when driving on the navigation path;

[0139] It should be noted that after the vehicle has traveled the navigation path, the actual fuel savings of the vehicle when passing through the navigation path can be calculated, so as to facilitate the user to understand the actual fuel savings and provide a visual fuel-saving result for the user. The navigation path is the navigation path corresponding to when the vehicle enables the forward-looking energy management function. For example, the vehicle enables the forward-looking energy management function during driving, and the navigation path in this embodiment is the navigation path between the location where the forward-looking energy management function is enabled and the destination. The fuel consumption generated by the vehicle when passing through the navigation path can be the fuel consumption generated after the vehicle enables the forward-looking energy management function. After the navigation ends, the forward-looking energy management function can be turned off, and the fuel consumption after the forward-looking energy management function is turned on can be directly obtained by accumulating the fuel injection volume of the vehicle. When the forward-looking energy management function is turned off, the fuel consumption and driving distance accumulated in the previous navigation can be cleared.

[0140] The total mileage of the navigation path is the total length of the navigation path, which is the mileage of the vehicle passing through the navigation path. The pure electric mileage is the mileage of the vehicle driving in pure electric mode on the navigation path.

[0141] Exemplarily, after the vehicle finishes navigation, the fuel consumption generated by the vehicle when passing through the navigation path, the total mileage of the navigation path, and the pure electric mileage generated by the vehicle when driving on the navigation path can be obtained; among them, the pure electric mileage can be the mileage accumulated when the vehicle is driving in pure electric mode, and the total mileage can be obtained by integrating the vehicle speed.

[0142] In this embodiment, when calculating the actual fuel savings, the fuel-saving rate corresponding to the vehicle when passing through the navigation path can be obtained, and the difference between the preset total fuel consumption coefficient and the fuel-saving rate is used as the fuel consumption rate. The fuel-saving rate may be different for different navigation paths passed by the vehicle. The steps of obtaining the fuel-saving rate and the fuel consumption rate may include steps Z20 to Z40.

[0143] Step Z20, for each road segment in the navigation path, obtain the target power corresponding to the road segment and the actual power of the road segment when the vehicle finishes driving the road segment, calculate the difference between the actual power of the road segment and the target power to obtain the power consumption difference, and calculate the product of the power consumption difference and the preset mileage conversion coefficient to obtain the consumption mileage of the road segment, where the target power includes the target minimum remaining power, the target charging power, or the target stored power;

[0144] It should be noted that each section has its corresponding target power. When the section is a smooth section, the target power can be the target stored power or the target charging power. For example, if the available power consumption is less than the required power, the target power is the target charging power; if the available power consumption is greater than the sum of the required power and the preset conservative power, the target power is the target stored power. When the section is a congested section, the target power can be the target minimum remaining power. Each section has its corresponding actual section power, which is the actual power of the vehicle battery after the vehicle has traveled through each section. The power consumption difference is the power consumed by the vehicle after passing through this section. The preset mileage conversion coefficient represents the conversion coefficient from power to mileage, which can be used to convert power into the corresponding mileage. The preset mileage conversion coefficient can be determined based on parameters such as the vehicle's battery capacity and energy consumption. This embodiment does not make specific limitations on this. The consumption mileage is the mileage corresponding to the power consumption difference. The consumption mileage is the mileage that the vehicle travels additionally in pure electric mode due to the high power state of the vehicle. For example, when the actual section power is 40% and the target power is 35%, and the preset mileage conversion coefficient is 0.5 km / % , then the consumption mileage is 2.5 km, and the vehicle will travel an additional 2.5 km in pure electric mode.

[0145] Step Z30: Accumulate the consumption mileage of each section to obtain the total consumption mileage, and calculate the difference between the pure electric mileage and the total consumption mileage to obtain the target net pure electric mileage;

[0146] It should be noted that the total consumption mileage is the sum of the consumption mileage of all sections, and the target net pure electric mileage is the mileage that the vehicle travels in pure electric mode triggered by the vehicle's forward-looking energy management function. When the battery energy of the hybrid vehicle is too high, the vehicle tends to travel in pure electric mode, which does not belong to the pure electric mileage of the vehicle's forward-looking energy management function triggered driving. Therefore, it is necessary to subtract the total consumption mileage from the pure electric mileage to obtain the target net pure electric mileage. This can improve the calculation accuracy of the target net pure electric mileage, and then facilitate the subsequent calculation of the accurate fuel saving rate and improve the accuracy of the actual fuel saving amount.

[0147] Step Z40: Use the ratio of the target net pure electric mileage to the total mileage as the fuel saving rate corresponding to the vehicle when passing through the navigation route, and use the difference between the preset total fuel consumption coefficient and the fuel saving rate as the fuel consumption rate;

[0148] It should be noted that the fuel saving rate is the fuel saving rate corresponding to the vehicle when passing through this navigation route, the preset total fuel consumption coefficient is 1, and the fuel consumption rate is the difference between the preset total fuel consumption coefficient and the fuel saving rate. For example, when the fuel saving rate is 40%, the fuel consumption rate is 60%.

[0149] Exemplarily, for each section of the navigation path, obtain the target power corresponding to the section and the actual power of the section when the vehicle has traveled through the section, calculate the difference between the actual power of the section and the target power to obtain the power consumption difference, calculate the product of the power consumption difference and the preset mileage conversion coefficient to obtain the consumption mileage of the section, accumulate the consumption mileage of each section to obtain the total consumption mileage, and calculate the difference between the pure electric mileage and the total consumption mileage to obtain the target net pure electric mileage; use the ratio of the target net pure electric mileage to the total mileage as the fuel saving rate corresponding to the vehicle when passing through the navigation path, and use the difference between the preset total fuel consumption coefficient and the fuel saving rate as the fuel consumption rate.

[0150] Step Z50, calculate the product of the fuel saving rate and the fuel consumption to obtain the initial fuel savings, and use the ratio of the initial fuel savings to the fuel consumption rate as the actual fuel savings of the vehicle after traveling through the navigation path.

[0151] The actual fuel savings is the fuel saved by the vehicle during this navigation. The initial fuel savings is the product of the fuel saving rate and the fuel consumption.

[0152] Exemplarily, the (Formula 4) for calculating the actual fuel savings is:

[0153]

[0154] where Q S is the actual fuel savings, Q is the fuel consumption, L EV is the target net pure electric mileage, L is the total mileage, is the fuel saving rate, (1 - L EV / L) is the fuel consumption rate. To better understand Formula 4, the derivation of Formula 4 is briefly described below: Equation A: Actual fuel savings = Fuel consumption before fuel saving * Fuel saving rate, and Equation B: Fuel consumption before fuel saving = Actual fuel savings + Fuel consumption after the forward-looking energy management function is turned on. Substitute Equation B into Equation A, and the fuel saving rate = L EV / L. Substitute the fuel saving rate into Equation A and transform Equation A to obtain Formula 4.

[0155] In this embodiment, by calculating the actual fuel savings, it is convenient for the user to understand the fuel saving situation of this trip and improve the user experience. In addition, the actual fuel savings generated by this navigation can be accumulated with the historical fuel savings of the vehicle to obtain the total fuel savings caused by the opening of the forward-looking energy management function, and the total fuel savings can be updated at the end of the navigation.

[0156] In addition, it should be noted that when the vehicle activates the forward-looking energy management function, the fuel savings for the current navigation can be estimated. The steps for estimating the fuel savings can include: subtracting the target battery level corresponding to the current road section entered by the vehicle from the actual current battery level of the vehicle to obtain a battery level change difference, and looking up the corresponding fuel consumption change in a preset battery level - fuel consumption mapping table; estimating the remaining expected fuel consumption for the remaining distance of the vehicle based on the remaining distance of the navigation and the average speed of the vehicle, calculating the sum of the fuel consumption change and the remaining expected fuel savings, obtaining the expected total fuel consumption, and multiplying the expected total fuel consumption by a preset fuel savings rate to obtain the estimated fuel savings. The preset fuel savings rate can be the fuel savings rate corresponding to the vehicle's most recent navigation in history, or the ratio of the current pure - electric driving range of the vehicle to the total mileage of this navigation. This embodiment does not make specific limitations on this.

[0157] For a better understanding of this embodiment, please refer to Figure 5 , a brief description of the process of this embodiment is provided, including steps Y10 to Y40. Start by first executing step Y10: Check whether the forward - looking energy management function is activated. If not, return to step Y10 and then execute step Y20: Determine the target battery level for each road section in the navigation path in real - time. For example, when the vehicle enters each road section, the target battery level corresponding to that road section can be determined. The target battery level for a smooth road section can be the target stored battery level, and the target battery level for a congested road section can be the target minimum remaining battery level. Then execute step Y30: Output the target battery level of the current road section entered by the vehicle. Since the forward - looking energy management function is set in the vehicle's EMC, the target battery level can be output by the vehicle's EMC. This target battery level can be input into the vehicle's battery management device to indicate that the battery's charge needs to reach at least the target battery level. It can also execute step Y40: After the navigation ends, calculate the actual fuel savings. In addition, it should be noted that when the forward - looking energy management function is activated, the fuel savings for the current navigation can also be estimated.

[0158] Refer to Figure 5 , Figure 5 shows a schematic structural diagram of a vehicle control device, including:

[0159] An acquisition module 10, configured to acquire the navigation path of the vehicle, divide the navigation path into multiple road sections, and determine the road section state of each road section;

[0160] A target minimum remaining battery level determination module 20, configured to determine the target minimum remaining battery level of the vehicle battery when the vehicle is driving in the current road section entered when the road section state of the current road section entered by the vehicle is congested, where the vehicle drives in the current road section entered in pure - electric mode before the actual battery level of the vehicle battery drops to the target minimum remaining battery level.

[0161] The vehicle control device provided by the present application adopts the vehicle control method in the above-mentioned embodiment, aiming to solve the technical problem of excessive vehicle energy consumption caused by frequent engine start-stop. Compared with the prior art, the beneficial effects of the vehicle control method provided by the embodiment of the present application are the same as those of the vehicle control method provided by the above-mentioned embodiment, and other technical features in the vehicle control device are the same as those disclosed in the above-mentioned embodiment method, which will not be elaborated here. The embodiment of the present application provides an electronic device, which can be a playback device. The electronic device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein, the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle control method in the above-mentioned embodiment.

[0162] The present application provides a vehicle including a vehicle body and a controller. The controller is arranged on the vehicle body and is used to execute and implement the vehicle control method.

[0163] The vehicle provided by the present application adopts the vehicle control method in the above-mentioned embodiment, and can solve the technical problem of excessive vehicle energy consumption caused by frequent engine start-stop. Compared with the prior art, the beneficial effects of the vehicle provided by the present application are the same as those of the vehicle control method provided by the above-mentioned embodiment, and other technical features in the vehicle are the same as those disclosed in the previous embodiment method, which will not be elaborated here.

[0164] It should be understood that the various parts disclosed in the present application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in a suitable manner in any one or more embodiments or examples.

[0165] As mentioned above, the above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present application, and all of them should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0166] This embodiment provides a computer-readable storage medium having computer-readable program instructions stored thereon for executing the vehicle control method in the first embodiment above. The computer-readable storage medium provided by the embodiments of the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor devices, devices, or components, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable EPROM (Electrical Programmable Read Only Memory), or flash memory, optical fibers, portable compact disc CD-ROM (compact disc read-only memory), optical storage devices, magnetic storage devices, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution device, device, or component. The program code contained on the computer-readable storage medium can be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above. The above computer-readable storage medium may be included in an electronic device; or it may exist separately and not be assembled into the electronic device. The above computer-readable storage medium carries one or more programs, and when the one or more programs are executed by the electronic device, the electronic device: obtains the navigation path of the vehicle, divides the navigation path into multiple road segments, and determines the road segment state of each road segment; when the road segment state of the currently entered road segment of the vehicle is congested, determines the target minimum remaining power of the vehicle battery when the vehicle is driving on the currently entered road segment, wherein the vehicle drives in the currently entered road segment in pure electric mode before the actual power of the vehicle battery drops to the target minimum remaining power.

[0167] Computer program code for performing the operations of the present disclosure may be written in one or more programming languages or combinations thereof. The programming languages include object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, executed as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a LAN (local area network) or a WAN (Wide Area Network), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0168] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of devices, methods, and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a portion of code that contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, may be implemented by a dedicated hardware-based device for performing the specified functions or operations, or may be implemented by a combination of dedicated hardware and computer instructions.

[0169] The modules described in the embodiments of the present disclosure may be implemented in software or in hardware. In some cases, the name of the module does not constitute a limitation on the unit itself. The computer-readable storage medium provided in the present application stores computer-readable program instructions for performing the above vehicle control method, aiming to solve the technical problem of excessive vehicle energy consumption caused by frequent engine start and stop. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the embodiments of the present application are the same as those of the vehicle control method provided in the above embodiments, and will not be elaborated here.

[0170] The present application also provides a computer program product, including a computer program which, when executed by a processor, implements the steps of the vehicle control method as described above. The computer program product provided by the present application aims to solve the technical problem of excessive vehicle energy consumption caused by frequent engine start-stop. Compared with the prior art, the beneficial effects of the computer program product provided by the embodiments of the present application are the same as those of the vehicle control method provided by the above embodiments, and will not be elaborated here. The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application accordingly. Any equivalent structural or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied to other related technical fields, shall be equally included in the patent scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method includes: Acquire a navigation path of the vehicle, divide the navigation path into a plurality of sections, and determine a section status of each of the sections; When the road section status of the vehicle is currently entering is congested, the target minimum remaining power of the vehicle battery is determined when the vehicle is traveling on the current road section, wherein the vehicle travels on the current road section in a pure electric mode before the actual power of the vehicle battery is reduced to the target minimum remaining power.

2. The vehicle control method according to claim 1, characterized in that: The step of determining the target minimum remaining power of the vehicle battery when the vehicle is traveling on the road section currently entered also includes: determining an ambient temperature and an atmospheric pressure of an environment in which the vehicle is located; In the preset environmental power mapping relationship, the target power corresponding to the ambient temperature and the atmospheric pressure is searched, and the target power is used as the target minimum remaining power of the vehicle battery when the vehicle is traveling on the current road section.

3. The vehicle control method according to claim 1, characterized in that: The method further comprises: When the road state of the road section currently being driven into by the vehicle is smooth, determining the required power consumption of the vehicle when passing through each remaining road section in the navigation path according to the traffic data of each remaining road section in the navigation path acquired in real time; Acquire the current actual power of the vehicle battery, and determine the critical remaining power of the vehicle battery according to the acquired ambient temperature and atmospheric pressure of the environment where the vehicle is located; Calculating the difference between the current actual power and the critical remaining power to obtain the consumable power of the vehicle; If the consumable power is less than the required power, the sum of the critical remaining power and the preset charging power is used as the target charging power that the vehicle battery needs to reach at least after the vehicle passes the current road section.

4. The vehicle control method according to claim 3, characterized in that: The step of determining the required power consumption of the vehicle when the vehicle travels through each remaining section of the navigation path according to the real-time acquired traffic data of each remaining section of the navigation path comprises: Determine the remaining congested sections whose traffic status is congested in the remaining sections, and calculate the total congestion power consumption required for all the remaining congested sections according to the traffic data of all the remaining congested sections; Determine the total pure electric power consumption of each remaining route in the navigation route according to the traffic data corresponding to each remaining route in the navigation route, and calculate the difference between the total pure electric power consumption and the total congestion power consumption to obtain the smooth power consumption; The product of the smooth power consumption and the preset weight is calculated to obtain the weighted power consumption, and the sum of the weighted power consumption and the total congestion power consumption is used as the required power.

5. The vehicle control method according to claim 4, characterized in that: The traffic data of the remaining congested road sections include the average congested traffic speed, congested mileage and congested traffic duration; The step of calculating the total congestion power consumption required for all the remaining congested sections based on the traffic data of each of the remaining congested sections comprises: For each of the remaining congested sections, the congestion unit driving power consumption corresponding to the congestion average speed of the remaining congested section is searched in the preset speed-electricity mapping relationship, and the product of the congestion unit driving power consumption and the congestion mileage of the remaining congested section is calculated to obtain the target congestion driving power consumption of the remaining congested section; Accumulating the target congestion driving power consumption corresponding to each of the remaining congested road sections to obtain the total congestion driving power consumption, and accumulating the congestion travel time corresponding to each of the remaining congested road sections to obtain the remaining congestion travel time; Obtaining the historical load average power consumption of the vehicle, and taking the product of the historical load average power consumption and the remaining congestion travel time as the congestion load power consumption; The sum of the congestion load power consumption and the total congestion driving power consumption is taken as the congestion total power consumption.

6. The vehicle control method according to claim 4, characterized in that: The traffic data of the remaining road sections include the estimated average traffic speed, road section mileage and road section traffic time; The step of determining the total pure electric power consumption of each remaining path in the navigation path according to the traffic data corresponding to each remaining road section in the navigation path comprises: For each of the remaining sections, searching the preset speed-power mapping relationship for the unit driving power consumption corresponding to the estimated average travel speed of the remaining sections, and calculating the product of the unit driving power consumption and the section mileage of the remaining sections to obtain the section driving power consumption of the section; Accumulate the road section driving power consumption corresponding to each of the remaining road sections to obtain the total remaining road section driving power consumption, and accumulate the road section duration corresponding to each of the remaining road sections to obtain the remaining travel duration; Obtaining the historical load average power consumption of the vehicle, and taking the product of the historical load average power consumption and the remaining travel time as the section load power consumption; The sum of the load power consumption of the section and the driving power consumption of the total remaining sections is taken as the total pure electric power consumption.

7. The vehicle control method according to claim 4, characterized in that: After the step of calculating the difference between the current actual power and the critical remaining power to obtain the consumable power of the vehicle, the method further includes: If the consumable power is greater than the sum of the required power and the preset conservative power, the critical remaining power is determined as the target storage power that the vehicle battery needs to have at least remaining, and the vehicle is controlled to travel in pure electric mode.

8. The vehicle control method according to claim 1, characterized in that: The method further comprises: After the vehicle finishes navigating the navigation route, obtaining the fuel consumption generated by the vehicle when passing through the navigation route, the total mileage of the navigation route, and the pure electric mileage generated by the vehicle when traveling along the navigation route; For each road section in the navigation route, a target power corresponding to the road section and an actual power of the road section when the vehicle completes the road section are obtained, a difference between the actual power of the road section and the target power is calculated to obtain a power consumption difference, and a product of the power consumption difference and a preset mileage conversion coefficient is calculated to obtain a consumed mileage of the road section, wherein the target power includes a target minimum remaining power, a target charging power, or a target storage power; Accumulating the consumed mileage of each of the road sections to obtain the total consumed mileage, and calculating the difference between the pure electric mileage and the total consumed mileage to obtain the target net pure electric mileage; The ratio of the target net pure electric mileage to the total mileage is used as the fuel saving rate corresponding to the vehicle when passing through the navigation route, and the difference between the preset total fuel consumption coefficient and the fuel saving rate is used as the fuel consumption rate; The product of the fuel saving rate and the fuel consumption is calculated to obtain an initial fuel saving amount, and the ratio of the initial fuel saving amount to the fuel consumption rate is used as the actual fuel saving amount of the vehicle after traveling the navigation route.

9. A vehicle, characterized in that: The vehicle includes a vehicle body and a controller, wherein the controller is disposed in the vehicle body, and the controller is used to execute the steps of implementing the vehicle control method according to any one of claims 1 to 8.

10. A readable storage medium, characterized in that: The readable storage medium is a computer-readable storage medium, on which is stored a program for implementing a vehicle control method, and the program for implementing the vehicle control method is executed by a processor to implement the steps of the vehicle control method as described in any one of claims 1 to 8.

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