Vehicle energy mode planning method and device, electronic equipment, medium and vehicle

Abstract

The invention relates to a vehicle energy mode planning method and device, electronic equipment, a medium and a vehicle. The method comprises the steps of obtaining an initial SOC of a battery, a target driving route and a target SOC when the battery arrives at an end point of the target driving route; dividing the target driving route into a plurality of road sections, and discretizing the SOC theoretical use range of the battery to obtain a plurality of SOC discrete values; according to the target SOC and the plurality of SOC discrete values, determining a target energy mode of a tail end road section in the plurality of road sections and an initial SOC of the tail end road section; according to the initial SOC and the plurality of SOC discrete values of the next road section of each road section, determining a target energy mode of each road section and the initial SOC of each road section, each road section not including the initial road section and the tail end road section; the target energy mode is an energy use mode with the minimum energy consumption cost corresponding to each of the plurality of road sections; and determining a target energy mode of the initial road section according to the initial SOC and the initial SOC of the road section after the initial road section.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of communication, and particularly relates to a vehicle energy mode planning method and device, electronic equipment, medium and vehicle. BACKGROUND

[0002] In a hybrid vehicle, a range-extending hybrid system has the characteristics of high efficiency and low emission. The system uses two energy sources, namely a power battery and a range extender (an engine and a generator), and derives multiple energy modes, such as pure electric priority, fuel priority, and oil-electric hybrid, to provide drivers with diversified power options. However, factors such as driving characteristics of different road sections, traffic conditions, and individual driving habits will affect the selection of energy modes, and manual switching often fails to achieve the best energy utilization efficiency.

[0003] In the related art, by obtaining power battery information of a hybrid vehicle and path planning information from a starting position to a destination, a driving condition type of the hybrid vehicle is determined according to the path planning information and the power battery information: short condition, city condition, and hybrid condition. Taking the hybrid driving condition as an example, the current position of the hybrid vehicle and the SOC of the power battery corresponding to the current position are obtained, the reference SOC corresponding to the current position of the hybrid vehicle is determined according to the current position, the reference SOC is taken as a control target, the SOC corresponding to the current position is taken as feedback, and the motor and / or engine of the hybrid vehicle is controlled to provide energy for the hybrid vehicle based on a PID control algorithm. However, the vehicle energy planning through the PID control algorithm needs to be calculated in real time according to the SOC feedback. This real-time feedback and calculation method has a large amount of calculation and low calculation efficiency. SUMMARY

[0004] To solve the above technical problems, the present disclosure provides a vehicle energy mode planning method, device, electronic equipment, medium and vehicle.

[0005] In a first aspect, the present disclosure provides a vehicle energy mode planning method, comprising:

[0006] obtaining an initial SOC of a battery, a target driving route, and a target SOC when reaching an end point of the target driving route;

[0007] dividing the target driving route into a plurality of road sections, and discretely processing a theoretical SOC use range of the battery to obtain a plurality of SOC discrete values;

[0008] determining a target energy mode of a terminal road section in the plurality of road sections and a starting SOC of the terminal road section according to the target SOC and the plurality of SOC discrete values;

[0009] determine a target energy mode of each of the plurality of route segments and a starting SOC of each of the plurality of route segments according to the starting SOC of the next route segment of each of the plurality of route segments and the plurality of SOC discrete values, wherein the target energy mode is an energy use mode corresponding to the minimum energy consumption cost of each of the plurality of route segments, and the energy consumption cost is the sum of fuel consumption cost and electric energy consumption cost;

[0010] determine the target energy mode of the initial route segment according to the initial SOC and the starting SOC of the next route segment of the initial route segment.

[0011] As an optional implementation of the embodiment of the present disclosure, the determining the target energy mode of the terminal route segment and the starting SOC of the terminal route segment according to the target SOC and the plurality of SOC discrete values comprises:

[0012] respectively calculate energy consumption costs generated when the plurality of SOCs are shifted to the target SOC in different energy modes to obtain a set of energy consumption costs corresponding to the terminal route segment in the plurality of route segments;

[0013] determine an energy mode corresponding to the minimum value in the set of energy consumption costs corresponding to the terminal route segment as the target energy mode of the terminal route segment, and determine an SOC corresponding to the minimum value in the set of energy consumption costs corresponding to the terminal route segment as the starting SOC of the terminal route segment.

[0014] As an optional implementation of the embodiment of the present disclosure, the determining the target energy mode of each of the plurality of route segments and the starting SOC of each of the plurality of route segments according to the starting SOC of the next route segment of each of the plurality of route segments and the plurality of SOC discrete values comprises:

[0015] respectively calculate energy consumption costs generated when the plurality of SOCs are shifted to the starting SOC of the terminal route segment in different energy modes to obtain a set of energy consumption costs corresponding to the previous route segment of the terminal route segment;

[0016] determine an energy mode corresponding to the minimum value in the set of energy consumption costs corresponding to the previous route segment of the terminal route segment as the target energy mode of the previous route segment of the terminal route segment, and determine an SOC corresponding to the minimum value in the set of energy consumption costs corresponding to the previous route segment of the terminal route segment as the starting SOC of the previous route segment of the terminal route segment, until the target energy mode of the next route segment of the initial route segment in the plurality of route segments and the starting SOC of the next route segment of the initial route segment are obtained.

[0017] Discretize the theoretical use range of the SOC of the battery at equal intervals and / or equal quantities to obtain a plurality of first SOC discrete values, which are used for determination of the target energy mode of at least one of the plurality of road segments.

[0018] As an optional implementation of an embodiment of the present disclosure, the discretization of the theoretical use range of the SOC of the battery at equal intervals and / or equal quantities to obtain a plurality of first SOC discrete values comprises:

[0019] The theoretical use range of the SOC of the battery is discretized at equal intervals and / or equal quantities for each road segment of the target driving route; and the plurality of first SOC discrete values of each road segment of the target driving route are one-to-one corresponding and equal.

[0020] As an optional implementation of an embodiment of the present disclosure, after determining the target energy mode of the initial road segment according to the initial SOC and the initial SOC of the next road segment of the initial road segment, the method further comprises:

[0021] The target energy mode of the initial road segment, the target energy mode of the plurality of intermediate road segments, and the target energy mode of the terminal road segment are combined to obtain a target energy mode strategy of the target driving route;

[0022] Based on the target energy mode strategy of the target driving route, it is determined whether the energy mode needs to be switched from the current road segment to the next road segment;

[0023] If the energy mode needs to be switched from the current road segment to the next road segment, a prompt information is output; the prompt information is used to prompt the driver to switch the target energy mode corresponding to the next road segment.

[0024] As an optional implementation of an embodiment of the present disclosure, the obtaining of the initial SOC of the battery, the target driving route, and the target SOC when reaching the terminal point of the target driving route comprises:

[0025] Based on the destination corresponding to the target driving route, a destination type is determined;

[0026] Using the Internet of Vehicles technology, it is determined whether there is a power supplement condition in the target driving route;

[0027] The historical driving data of the user is obtained and analyzed to determine the driving and charging habits of the user;

[0028] Based on the destination type, whether there is a power supplement condition in the target driving route, and the driving and charging habits of the user, the target SOC when reaching the terminal point of the target driving route is determined.

[0029] In a second aspect, the present disclosure provides a vehicle energy mode planning device, comprising:

[0030] an acquisition module configured to acquire an initial SOC of a battery, a target driving route, and a target SOC when reaching an end point of the target driving route;

[0031] a division module configured to divide the target driving route into a plurality of road segments, and discretize a theoretical SOC usage range of the battery to obtain a plurality of SOC discrete values;

[0032] a processing module configured to determine a target energy mode of a terminal road segment in the plurality of road segments and a starting SOC of the terminal road segment according to the target SOC and the plurality of SOC discrete values;

[0033] a calculation module configured to determine a target energy mode of each road segment and a starting SOC of the each road segment according to a starting SOC of a next road segment of the each road segment and the plurality of SOC discrete values, wherein the each road segment does not include an initial road segment and the terminal road segment; the target energy mode is an energy usage mode corresponding to a minimum energy consumption cost of the plurality of road segments, and the energy consumption cost is a sum of a fuel consumption cost and an electric energy consumption cost;

[0034] a determination module configured to determine a target energy mode of the initial road segment according to the initial SOC and a starting SOC of a next road segment of the initial road segment.

[0035] As an optional implementation of the present disclosure, the processing module is specifically configured to:

[0036] respectively calculate energy consumption costs generated when the plurality of SOCs are transferred to meet the target SOC in different energy modes, to obtain a set of energy consumption costs corresponding to the terminal road segment in the plurality of road segments;

[0037] determine an energy mode corresponding to a minimum value in the set of energy consumption costs corresponding to the terminal road segment as the target energy mode of the terminal road segment, and determine an SOC corresponding to the minimum value in the set of energy consumption costs corresponding to the terminal road segment as the starting SOC of the terminal road segment.

[0038] As an optional implementation of the present disclosure, the calculation module is specifically configured to:

[0039] respectively calculate energy consumption costs generated when the plurality of SOCs are transferred to meet the starting SOC of the terminal road segment in different energy modes, to obtain a set of energy consumption costs corresponding to a previous road segment of the terminal road segment;

[0040] determining an energy mode corresponding to a minimum value in the energy consumption cost set corresponding to the previous section of the terminal section as a target energy mode of the previous section of the terminal section, and determining an SOC corresponding to the minimum value in the energy consumption cost set corresponding to the previous section of the terminal section as a starting SOC of the previous section of the terminal section, until the target energy mode of the next section of the initial section in the plurality of sections and the starting SOC of the next section of the initial section are obtained. As an optional implementation of an embodiment of the present disclosure, the division module is specifically used for:

[0041] discretizing the SOC theoretical use range of the battery at equal intervals and / or equal quantities to obtain a plurality of first SOC discrete values, the plurality of first SOC discrete values being used for determination of the target energy mode of at least one of the plurality of sections.

[0042] As an optional implementation of an embodiment of the present disclosure, the division module is further specifically used for:

[0043] For each section of the target driving route, the SOC theoretical use range of the battery is discretized at equal intervals and / or equal quantities; and the plurality of first SOC discrete values of each section of the target driving route are one-to-one corresponding and equal.

[0044] As an optional implementation of an embodiment of the present disclosure, the device further includes:

[0045] The merging module is used for merging the target energy mode of the initial section, the target energy mode of the plurality of intermediate sections, and the target energy mode of the terminal section to obtain a target energy mode strategy of the target driving route.

[0046] The judgment module is used for judging whether the energy mode needs to be switched from the current section to the next section based on the target energy mode strategy of the target driving route.

[0047] The output module is used for outputting prompt information if the energy mode needs to be switched from the current section to the next section; the prompt information is used for prompting the driver to switch the target energy mode corresponding to the next section.

[0048] As an optional implementation of an embodiment of the present disclosure, the obtaining module is specifically used for:

[0049] determining a destination type based on the destination corresponding to the target driving route;

[0050] obtaining whether there is a power supplement condition in the target driving route by using the Internet of Vehicles technology;

[0051] obtaining and analyzing historical driving data of the user to determine driving charging habits of the user.

[0052] determine a target SOC at a terminal point of the target driving route based on the destination type, whether the target driving route satisfies a power supplement condition, and a driving charging habit of the user.

[0053] In a third aspect, an electronic device is provided, and the electronic device includes one or more processors;

[0054] a storage device configured to store one or more programs,

[0055] When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle energy mode planning method according to any one of the first aspect.

[0056] In a fourth aspect, a computer-readable storage medium is provided, and the computer-readable storage medium stores a computer program. When the computer program is executed by a processor, the vehicle energy mode planning method according to any one of the first aspect is implemented.

[0057] In a fifth aspect, a vehicle is provided, and the vehicle includes the electronic device according to the third aspect.

[0058] Compared with the prior art, the technical solutions provided in the embodiments of the present disclosure have the following advantages:

[0059] obtain an initial SOC of the battery, a target driving route, and a target SOC at a terminal point of the target driving route; divide the target driving route into a plurality of road segments, and discretize a theoretical SOC range of the battery to obtain a plurality of SOC discrete values; determine a target energy mode of a terminal road segment in the plurality of road segments and a starting SOC of the terminal road segment based on the target SOC and the plurality of SOC discrete values; determine a target energy mode of each road segment and a starting SOC of each road segment based on the starting SOC of a next road segment of each road segment and the plurality of SOC discrete values, wherein each road segment does not include the initial road segment and the terminal road segment; the target energy mode is an energy use mode with minimum energy consumption cost corresponding to each of the plurality of road segments, and the energy consumption cost is a sum of fuel consumption cost and electric energy consumption cost; and determine the target energy mode of the initial road segment based on the initial SOC and the starting SOC of the next road segment of the initial road segment.

[0060] The target driving section is divided into multiple sections, and the theoretical use range of the battery is discretely processed to obtain multiple SOC discrete values. The energy mode of the terminal section and the initial SOC of the terminal section are determined through the target SOC and the multiple SOC discrete values. The energy mode of the intermediate section and the energy mode of the initial section are inversely deduced based on the initial SOC of the terminal section determined in the previous step. In this way, the target energy mode of multiple sections is inversely deduced by using the discrete SOC and the target SOC, without the need for real-time calculation according to the SOC feedback during vehicle driving, and the use of the SOC discrete value effectively avoids a large number of interpolation operations in the calculation process, greatly reduces the calculation amount of the dynamic programming algorithm, and effectively improves the calculation efficiency of the path planning algorithm. BRIEF DESCRIPTION OF DRAWINGS

[0061] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and serve to explain the principles of the present disclosure together with the specification.

[0062] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the accompanying drawings required to be used in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the art, other drawings can also be obtained based on these drawings without creative labor.

[0063] Figure 1 is a flowchart of a vehicle energy mode planning method provided by an embodiment of the present disclosure;

[0064] Figure 2 is a state matrix diagram constructed based on a decision stage and a state space provided by an embodiment of the present disclosure;

[0065] Figure 3 is a solution process diagram of an optimal energy mode decision dynamic programming algorithm provided by an embodiment of the present disclosure;

[0066] Figure 4 is a structure diagram of a vehicle energy mode planning device provided by an embodiment of the present disclosure;

[0067] Figure 5 is a structure diagram of an electronic device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0068] In order to more clearly illustrate the above-mentioned purposes, features and advantages of the present disclosure, the solutions of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0069] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. The present disclosure may, however, be practiced without the specific details. In other instances, well-known methods, procedures, components, and circuits have not been described in detail so as not to obscure the present disclosure.

[0070] The terms "first" and "second" and the like in the description and claims of this disclosure are used to distinguish one entity or action from another, but do not necessarily require or imply these entities or actions are in any way mutually exclusive or directional.

[0071] In the embodiments of the present disclosure, the words "exemplary" and "for example" are used to mean serving as an example, instance, or illustration. Any implementation or design scheme described as "exemplary" or "for example" in the embodiments of the present disclosure is not necessarily to be construed as preferred or advantageous over other implementations or design schemes. In fact, a word "exemplary" or "for example" is intended to present relevant concept in a specific manner. In addition, in the description of the embodiments of the present disclosure, the meaning of "a plurality of" is two or more, unless otherwise specified.

[0072] Glossary:

[0073] DP: Dynamic Programming

[0074] SOC: State of Charge, state of charge of power battery, remaining capacity of battery. It represents the ratio of the remaining capacity to the total available capacity of the battery after use or long-term storage for a period of time, usually expressed in percentage. 100% SOC is full of electricity in the design use range, and 0% is empty in the design use range.

[0075] HEV: Hybrid Electric Vehicle, hybrid electric vehicle.

[0076] REEV: Range Extended Electric Vehicle, hybrid electric vehicle. Range extended electric vehicle is an electric vehicle that uses other energy sources (such as gasoline) to supplement electricity when the battery is low. The main working characteristics of electric vehicles are to work in pure electric mode most of the time and work in extended range mode, that is, the electric energy generated by the range extender is supplied to the motor drive, and the battery can also be charged.

[0077] Discrete-time State Space Model

[0078] The basic structure of the extended-range hybrid is a series structure of the hybrid, that is, the engine, the generator and the driving motor are connected in series in a power transmission path, and then the auxiliary power generation program composed of the engine and the generator is named as "range extending system", which is the principle of the extended-range hybrid. As shown in Figure 1 The vehicle energy mode planning method provided by the present application comprises the following steps S11-S14:

[0079] S11, obtaining an initial SOC of a battery, a target driving route and a target SOC when reaching an end point of the target driving route.

[0080] In the embodiments of the present disclosure, the vehicle to be planned can include but is not limited to a hybrid vehicle, a hybrid vehicle, etc.

[0081] Specifically, the initial SOC of the battery can be obtained by the vehicle controller and related sensors. When the user inputs the starting point and the destination of this trip, the target driving route can be obtained by the map software. Generally, the map software will recommend multiple routes to the user according to the starting point and the destination, and the user will select one route as the target driving route according to his driving habits and familiarity with the route.

[0082] For example, when the user inputs the starting point of this trip as "Peking University" and the destination as "Beijing Library", the map software can provide the user with 3 navigation routes. The user will select one route as the target driving route according to his driving habits and familiarity with the route.

[0083] In some embodiments, the above step S11 (obtaining the target SOC when reaching the end point of the target driving route) can be realized by the following way:

[0084] a, determining the destination type based on the destination corresponding to the target driving route.

[0085] Wherein, the destination type can be a company, a home, a gas station, a school, etc.

[0086] Specifically, the destination type is determined in combination with the historical driving data of the user and the destination input by the user.

[0087] For example, in the historical driving data of the user, A community is set as home, B company is set as company, etc.

[0088] b, using the Internet of Vehicles technology to obtain whether there is a power supplement condition in the target driving route.

[0089] Specifically, through the Internet of Vehicles technology, it is determined whether the target driving route selected by the user has a power supplement condition, for example, whether there is a charging pile or other charging equipment.

[0090] c. Obtain and analyze the historical driving data of the user to determine the driving and charging habits of the user.

[0091] Specifically, the historical driving data of the user is obtained and analyzed to determine whether the user is used to charging after reaching the destination or is used to charging on the way when the remaining power is less than a preset value.

[0092] d. Based on the destination type, whether the target driving route has a power supplement condition, and the driving and charging habits of the user, the target SOC when reaching the end of the target driving route is determined.

[0093] Specifically, the target SOC when reaching the destination is recommended for the user in combination with the navigation destination type, whether the target driving route has a power supplement condition, and the driving and charging habits of the user. The recommendation logic of the target SOC is: if the destination is a place where the user commutes daily and there is a charging pile nearby, a lower target SOC will be recommended for the user; if the destination is an outdoor scenic spot and there is no charging pile nearby, a higher target SOC will be recommended for the user.

[0094] For example, if the navigation destination type is home, the target driving route has a power supplement condition, and the driving and charging habits of the user are to charge after reaching the destination, the target SOC when reaching the destination recommended for the user can be 15%, 20%, 25%, etc.

[0095] S12. The target driving route is divided into multiple road segments, and the theoretical use range of the SOC of the battery is discretely processed to obtain multiple SOC discrete values.

[0096] Since the SOC represents the state of charge of the power battery, i.e., the remaining power of the battery, the upper limit value of the battery SOC can be 100%. The lower limit value can be 0%. In order to avoid deep discharge of the battery and affect its service life, the lower limit value should not be close to 0% as much as possible. The lower limit value can be set according to the actual situation, for example, the lower limit value can be 5%, 7%, 10%, 12%, 15%, etc. Here, no specific limitation is made. Therefore, the theoretical use range of the SOC can be set artificially according to the actual situation of the battery of the vehicle, for example, the theoretical use range of the SOC can be 5%-100%, 7%-100%, 10%-100%, 12%-100%, 15%-100%, etc.

[0097] Specifically, the target driving route is divided into multiple road segments based on road condition information of the target driving route. The road condition information of the target driving route includes, but is not limited to, current traffic flow condition, road construction, road congestion, and the like. Since the road segment distance of each road segment provided by the map software is short, in order to reduce the frequent switching of the energy mode by the user in the entire trip, the road segments are combined and divided. According to a road segment division algorithm, the entire route is divided into multiple road segments, and road segment information of each road segment is obtained. The road segment information of each road segment includes a road segment distance, an estimated passing time, and an average vehicle speed.

[0098] In some embodiments, the step S12 (dividing the target driving route into multiple road segments) can be implemented in the following way:

[0099] dividing the target driving route into multiple road segments based on a road type of the target driving route;

[0100] or;

[0101] dividing the target driving route into multiple road segments based on a distance of the target driving route;

[0102] or;

[0103] dividing the target driving route into multiple road segments based on a vehicle flow of the target driving route.

[0104] Specifically, the road segment division algorithm can include, but is not limited to, division based on a road type, division based on a distance, division based on a vehicle flow threshold, division based on a vehicle speed change, and the like.

[0105] For example, the target driving route can be divided into multiple road segments based on a road type of the target driving route. For example, the road type can include a highway, a provincial road, a national road, an urban area, a suburban area, and the like. The energy mode used is different when driving on different road types. For example, when the road type is an urban area, a pure electric mode is preferred. When the road type is a highway, a fuel mode is preferred. The target driving route can also be divided based on a distance of the target driving route. For example, when the distance of the target driving route is 100 KM, the distance can be divided into three road segments, and different energy modes are selected for each road segment. The target driving route can also be divided based on a vehicle flow of different road segments of the target driving route, or based on a change in vehicle speed.

[0106] In some embodiments, the step S12 (discretizing the SOC theoretical use range of the battery to obtain multiple SOC discrete values) can be implemented in the following way:

[0107] The SOC theoretical use range of the battery is equidistantly and / or equally quantitatively discretized to obtain a plurality of first SOC discrete values.

[0108] The plurality of first SOC discrete values are used for determination of the target energy mode of at least one of the plurality of road sections.

[0109] Since the theoretical use range of the battery can be represented as [SOC lb , SOC ub ], each SOC state is further discretized in the battery SOC allowable interval [SOC lb , SOC ub ] to form a state space {SOC M}, and the discretization rule adopts equidistant discretization and / or equal quantitative discretization.

[0110] For example, taking the upper limit value SOC ub of the power battery SOC as 100% and the lower limit value SOC lb as 7%, equidistant discretization is adopted, for example, 10% is taken as an interval to obtain a plurality of SOC states of 7%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90%, and 100%. In addition, the interval division can be smaller, and 10% is taken as an example here for convenience of calculation and description.

[0111] For example, taking the upper limit value SOC ub of the power battery SOC as 100% and the lower limit value SOC lb as 7%, equidistant discretization is adopted, for example, 10% is taken as an interval to obtain a plurality of SOC states of 7%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90%, and 100%. In addition, the interval division can be smaller, and 10% is taken as an example here for convenience of calculation and description.

[0112] Further, in the embodiments of the present disclosure, the SOC theoretical use range of the battery is equidistantly and / or equally quantitatively discretized for each road section of the target driving route.

[0113] The plurality of first SOC discrete values of each road section of the target driving route are one-to-one corresponding and equal.

[0114] Referring to FIG. 6, Figure 2 , which is a state matrix diagram constructed based on the decision stage and the state space, the horizontal axis represents the state space {SOC Figure 2} of SOC.M}, the vertical axis represents the various decision-making stages. Figure 2 For example, the first discrete SOC values ​​for each section of the target route are: 7%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90%, and 100%. Decision Stage: After completing the previous section and about to enter the next section, this point is the decision point, termed the decision stage. The decision stage here corresponds to the time / location at which a decision is made on each section.

[0115] In the embodiment of the present disclosure, for the energy mode strategy optimization problem of a hybrid vehicle, the battery SOC is defined as the state variable of the system, the energy mode is defined as the decision variable of the system, and the hybrid vehicle is modeled as a discrete-time dynamic system. The state transition equation for obtaining the SOC is:

[0116] x(k+1)=f(x(k),u(k)) Formula (1)

[0117] Where f(·) is the state transition equation of the system, which can be understood as the change process of SOC; x(k) and x(k+1) are the battery SOC of the kth stage and the battery SOC of the k+1th stage, respectively; u(k) is the energy mode adopted by the REEV from the kth stage to the k+1th stage.

[0118] Taking into account the overall vehicle economy and the desired SOC (i.e., target SOC), the energy mode strategy has two objectives: (1) maximizing the overall vehicle economy, i.e., minimizing the total energy consumption cost of the trip; and (2) ensuring that the vehicle SOC at the end of the trip meets the target SOC recommended to the user before planning. The value function J(x(k)) is defined by Equation 2) to evaluate the energy mode strategy from the kth stage to the end of the trip:

[0119]

[0120] Where N is the number of road segments, J(x(k)) represents the cumulative cost of running to the end of the trip starting from the reachable state x(k) at stage k; L(·) is the stage indicator function, which is defined as the energy consumption cost from stage k to stage k+1, and is specifically expressed as follows:

[0121] L(x(k),u(k))=αL elec (k)+βL fuel (k) Formula (3)

[0122] Among them, L elec (k) is the energy consumption from the kth stage to the k+1th stage, in kWh; α is the unit price of electricity, in CNY / kWh; L fuel(k) is the fuel consumption from stage k to stage k+1; β is the fuel price, in CNY / L. fuel (k) and fuel consumption L fuel (k) is given using a statistical model based on road segment distance and average vehicle speed. The statistical model is not the focus of this invention and will not be described here. Furthermore, the optimization objective of the energy mode strategy optimization problem can be modeled as:

[0123]

[0124] Among them, J * represents the minimum cumulative energy consumption cost from stage 0 to the end of the journey. The subsequent steps will use the dynamic programming algorithm based on J * Solve the target energy mode strategy π * .

[0125] After the navigation route is divided into N sections, the entire journey will be divided into N+1 stages, that is, from the initial stage 0 to the terminal stage N; at the same time, the N+1 stages will correspond to N+1 groups of SOC reachable states, that is, stage 0 state x(0) to stage N state x(N).

[0126] To ensure that the battery SOC of the vehicle meets the target SOC set during planning when it reaches the end of the journey, the entire journey can be divided into three major stages, namely: the initial section, the middle section, and the end section. The target energy mode of each section can be solved using the reverse order solution of dynamic programming.

[0127] To ensure that the battery SOC of the vehicle meets the target SOC set during planning when it reaches the end of the trip, a dynamic programming recursive equation is constructed and the inverse solution method is used to solve the optimal energy mode strategy π*.

[0128] J * (x(k))=min{L[x(k),u(k)]+J * (f(x(k),u(k)))},k=N-1,N-2,…,0 Equation (5)

[0129]

[0130] Among them, J * (x(k)) represents the minimum cumulative energy cost of running from the reachable state x(k) of the kth stage as the initial state to the target state at the end of the journey; Indicates the target energy mode that should be adopted in the kth stage. Figure 3 As shown, Figure 3 Schematic diagram of the solution process of the dynamic programming algorithm for optimal energy mode decision. The specific steps for solving the target energy mode strategy π* are shown in S13-S15.

[0131] S13, determining a target energy mode of a terminal road segment in the plurality of road segments and a starting SOC of the terminal road segment according to the target SOC and the plurality of SOC discrete values.

[0132] In some embodiments, the above step S13 (determining a target energy mode of a terminal road segment in the plurality of road segments and a starting SOC of the terminal road segment according to the target SOC and the plurality of SOC discrete values) can be implemented in the following way:

[0133] A, calculating energy consumption fees respectively generated when the plurality of SOCs are transferred to meet the target SOC in different energy modes, to obtain a corresponding energy consumption fee set of the terminal road segment in the plurality of road segments.

[0134] Wherein, the energy mode includes but is not limited to: pure electricity priority, fuel priority, oil-electricity hybrid mode, etc. The pure electricity priority mode is to preferentially use electric energy, for example, when the electricity is less than or equal to 20%, the range extender is started. The fuel priority mode is to preferentially use fuel energy, for example, when the electricity is less than or equal to 80%, the range extender can be started when the vehicle is driving on the highway. The oil-electricity hybrid mode is to balance the use of electric energy and fuel energy, which is a mode between pure electricity priority and fuel priority.

[0135] Specifically, for the terminal road segment, the target SOC is known, and it is assumed that the terminal road segment is the Nth stage, and the plurality of SOCs of the N-1th stage are obtained. That is, according to the upper limit value and the lower limit value of the battery SOC, the possible state x(N-1) of the N-1th stage is discretized, for example, the upper limit value SOC ub of the power battery SOC is 100%; and the lower limit value SOC lb is 7%. Taking the equal interval discretization processing as an example, the plurality of SOC states of the N-1th stage are 7%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90%, and 100%. After the possible state x(N-1) of the N-1th stage is discretized, the index function L[x(N-1), u(N-1)] of the transition from the N-1th stage to the Nth stage is calculated, that is, the energy consumption fee set of the terminal road segment is calculated, and then the target energy mode of the x(N-1)th stage and the minimum cumulative energy consumption fee J * (x(N-1)) from the N-1th stage to the end of the trip are calculated.

[0136] Optionally, the above step A (calculating energy consumption fees respectively generated when the plurality of SOCs are transferred to meet the target SOC in different energy modes, to obtain a corresponding energy consumption fee set of the terminal road segment in the plurality of road segments) can be implemented in the following way:

[0137] respectively, to obtain a set of energy consumption costs corresponding to the end road section.

[0138] B、determining the energy mode corresponding to the minimum value in the set of energy consumption costs corresponding to the end road section as the target energy mode of the end road section, and determining the SOC corresponding to the minimum value in the set of energy consumption costs corresponding to the end road section as the SOC when reaching the end point of the previous road section of the end road section.

[0139] Specifically, the energy mode corresponding to the minimum value in the set of energy consumption costs corresponding to the end road section is determined as the target energy mode of the end road section, and the SOC corresponding to the minimum value in the set of energy consumption costs corresponding to the end road section is determined as the SOC when reaching the end point of the previous road section of the end road section (i.e., the starting SOC of the end road section).

[0140] S14, determining the target energy mode of each road section and the starting SOC of each road section according to the starting SOC of the next road section of each road section and the plurality of SOC discrete values.

[0141] Wherein, the each road section does not include the initial road section and the end road section. The target energy mode is the energy use mode with the minimum energy consumption cost corresponding to each of the plurality of road sections. The energy consumption cost includes the sum of fuel consumption cost and electric energy consumption cost.

[0142] (1), respectively, to obtain a set of energy consumption costs corresponding to the end road section.

[0143] (2), determining the energy mode corresponding to the minimum value in the set of energy consumption costs corresponding to the end road section as the target energy mode of the end road section, and determining the SOC corresponding to the minimum value in the set of energy consumption costs corresponding to the end road section as the starting SOC of the end road section, until the target energy mode of the next road section of the initial road section in the plurality of road sections and the starting SOC of the next road section of the initial road section are obtained.

[0144] Specifically, the process of calculating the energy consumption cost of the intermediate road section and solving the target energy mode is as follows: starting from the N-1 stage (k starts from N-1), the indicator function L(x(k-1), u(k-1)) of the possible state x(k-1) of the k-1 stage to the possible state transition of the k stage, that is, the energy consumption cost of walking through the k road section, is calculated in reverse order; and based on the minimum cumulative energy consumption cost J from the k stage to the end of the trip, the target energy mode of the k-1 stage is solved by using the dynamic programming recursive equation of formula 5) and the minimum cumulative energy consumption cost J from the k-1 stage to the end of the trip * (x(k-1)).

[0145] Let k = k-1, if the current k stage is in the intermediate road section, that is, it satisfies 1≤k≤N-1, then return to the above step to continue execution until the target energy mode of the 1st stage is obtained and the minimum cumulative energy consumption cost J from the 1st stage to the end of the trip * (x(1)) until the SOC when reaching the end of the initial road section in the plurality of road sections is obtained, and then the energy consumption cost of the initial road section and the target energy mode are calculated.

[0146] S15, determining the target energy mode of the initial road section according to the initial SOC and the starting SOC of the next road section of the initial road section.

[0147] In some embodiments, the above step S15 (determining the target energy mode of the initial road section in the plurality of road sections according to the initial SOC, the SOC when reaching the end of the initial road section in the plurality of road sections) can be realized by the following way:

[0148] (1), respectively calculating the energy consumption cost generated by the initial SOC being transferred to the SOC when reaching the end of the initial road section in the plurality of road sections in different energy modes to obtain a set of energy consumption costs corresponding to the initial road section.

[0149] (2), determining the energy mode corresponding to the minimum value in the set of energy consumption costs corresponding to the initial road section as the energy mode of the initial road section.

[0150] Specifically, the process of calculating the energy consumption cost of the initial road section and solving the target energy mode is as follows: taking the current battery SOC as the planning initial state x(0), calculating the indicator function L(x(0), u(0)) of the transition of x(0) to each possible state of the 1st stage, that is, the energy consumption cost of walking through the initial road section; and based on the minimum cumulative energy consumption cost J * (x(1)) from the 1st stage to the end of the trip, and using the dynamic programming recursive equation shown in formula (5), the target energy mode of the initial 0th stage is solved and the minimum cumulative energy consumption cost J from the initial 0th stage to the terminal Nth stage * (x(0))).

[0151] The target energy mode of the current section is deduced by using the discretized SOC state, which can effectively avoid the large amount of interpolation operation that may occur in the calculation process when the SOC state does not fall in the multiple discrete SOCs, greatly reduces the calculation amount of the dynamic programming algorithm, and effectively improves the calculation efficiency.

[0152] According to the destination type, whether the power supply condition is met, and the user's personal driving habit, the target SOC is determined; the target energy mode strategy is inversely solved by using the dynamic programming algorithm by comprehensively considering the vehicle economy and the target SOC, so as to greatly improve the vehicle energy utilization efficiency, reduce the vehicle cost, and improve the product power.

[0153] The vehicle energy mode planning method provided by the embodiment of the disclosure obtains an initial SOC of a battery, a target driving route, and a target SOC when reaching a terminal point of the target driving route; divides the target driving route into multiple sections, and discretizes a theoretical use range of the SOC of the battery to obtain multiple SOC discrete values; determines a target energy mode of a terminal section and a starting SOC of the terminal section according to the target SOC and the multiple SOC discrete values; determines a target energy mode of each section and a starting SOC of each section according to the starting SOC of a next section of each section and the multiple SOC discrete values, wherein each section does not include the initial section and the terminal section; the target energy mode is an energy use mode with the minimum energy consumption cost corresponding to each of the multiple sections, the energy consumption cost is the sum of a fuel consumption cost and an electric energy consumption cost; and the target energy mode of the initial section is determined according to the initial SOC and the starting SOC of the next section of the initial section.

[0154] The target driving route is divided into multiple sections, and the theoretical use range of the battery is discretized to obtain multiple SOC discrete values, the energy mode of the terminal section and the starting SOC of the terminal section are determined according to the target SOC and the multiple SOC discrete values, and the energy mode of the intermediate section and the energy mode of the initial section are deduced based on the starting SOC of the terminal section determined in the previous step. In this way, the target energy mode of the multiple sections is deduced by using the discretized SOC and the target SOC, without real-time calculation according to the SOC feedback during vehicle driving, and the SOC discrete value effectively avoids a large amount of interpolation operation in the calculation process, greatly reduces the calculation amount of the dynamic programming algorithm, and effectively improves the calculation efficiency of the path planning algorithm.

[0155] In some embodiments, after performing the above step S15 (determining the target energy mode of the initial road section according to the initial SOC and the initial SOC of the next road section of the initial road section), the following steps can also be performed:

[0156] 1) merging the target energy mode of the initial road section, the target energy mode of the plurality of intermediate road sections, and the target energy mode of the terminal road section to obtain a target energy mode strategy of the target driving route.

[0157] 2) determining whether the energy mode needs to be switched from the current road section to the next road section based on the target energy mode strategy of the target driving route.

[0158] 3) if the energy mode needs to be switched from the current road section to the next road section, outputting a prompt information.

[0159] The prompt information is used to prompt the driver to switch the target energy mode corresponding to the next road section.

[0160] Specifically, the target energy mode decisions of the initial road section, the intermediate road sections, and the terminal road section are merged to form a target energy mode strategy π * which can be represented by the following formula:

[0161]

[0162] wherein, represent the target energy modes of the 0th stage to the N-1th stage, respectively.

[0163] The current energy mode and the recommended switching time are provided to the driver through the vehicle-mounted screen or voice broadcast, improving the interactivity and trust of the user for the entire energy mode planning algorithm. Or before entering the next road section, the user is reminded of the target energy mode corresponding to the next road section through voice.

[0164] The embodiments of the present disclosure can intelligently determine when to switch the energy mode based on real-time road section information, vehicle state, and predicted traffic conditions to achieve optimal energy utilization efficiency, providing a more convenient and intelligent driving experience for the driver.

[0165] In some embodiments, referring to Figure 4 , a vehicle energy mode planning device 400 is provided, comprising:

[0166] An acquisition module 410 is configured to acquire an initial SOC of a battery, a target driving route, and a target SOC when reaching an end point of the target driving route.

[0167] The division module 420 is configured to divide the target driving route into a plurality of road segments, and discretize a theoretical use range of the SOC of the battery to obtain a plurality of SOC discrete values.

[0168] The processing module 430 is configured to determine a target energy mode of a terminal road segment in the plurality of road segments and a starting SOC of the terminal road segment according to the target SOC and the plurality of SOC discrete values.

[0169] The calculation module 440 is configured to determine a target energy mode of each road segment and a starting SOC of the each road segment according to a starting SOC of a next road segment of the each road segment and the plurality of SOC discrete values, wherein the each road segment does not include the initial road segment and the terminal road segment; the target energy mode is an energy use mode with minimum energy consumption cost corresponding to the plurality of road segments respectively, and the energy consumption cost is a sum of fuel consumption cost and electric energy consumption cost.

[0170] The determination module 450 is configured to determine a target energy mode of the initial road segment according to the initial SOC and a starting SOC of a next road segment of the initial road segment.

[0171] As an optional implementation of the embodiment of the present disclosure, the processing module 430 is specifically configured to:

[0172] respectively calculate energy consumption costs generated when the plurality of SOCs are transferred to meet the target SOC in different energy modes, to obtain a set of energy consumption costs corresponding to the terminal road segment in the plurality of road segments;

[0173] determine an energy mode corresponding to a minimum value in the set of energy consumption costs corresponding to the terminal road segment as the target energy mode of the terminal road segment, and determine an SOC corresponding to the minimum value in the set of energy consumption costs corresponding to the terminal road segment as the starting SOC of the terminal road segment.

[0174] As an optional implementation of the embodiment of the present disclosure, the calculation module 440 is specifically configured to:

[0175] respectively calculate energy consumption costs generated when the plurality of SOCs are transferred to meet the starting SOC of the terminal road segment in different energy modes, to obtain a set of energy consumption costs corresponding to a previous road segment of the terminal road segment;

[0176] determining an energy mode corresponding to a minimum value in the energy consumption cost set of the previous section of the terminal section as a target energy mode of the previous section of the terminal section, and determining an SOC corresponding to the minimum value in the energy consumption cost set of the previous section of the terminal section as a starting SOC of the previous section of the terminal section, until a target energy mode of a next section of an initial section in the plurality of sections and a starting SOC of the next section of the initial section are obtained.

[0177] As an optional implementation of the embodiment of the present disclosure, the division module 420 is specifically configured to:

[0178] The SOC theoretical use range of the battery is discretized at equal intervals and / or equal quantities to obtain a plurality of first SOC discrete values, which are used for determination of the target energy mode of at least one of the plurality of sections.

[0179] As an optional implementation of the embodiment of the present disclosure, the division module 420 is further specifically configured to:

[0180] The SOC theoretical use range of the battery is discretized at equal intervals and / or equal quantities for each section of the target driving route; and the plurality of first SOC discrete values of each section of the target driving route are one-to-one and equal.

[0181] As an optional implementation of the embodiment of the present disclosure, the apparatus further includes:

[0182] The merging module is configured to merge the target energy mode of the initial section, the target energy modes of the plurality of intermediate sections, and the target energy mode of the terminal section to obtain a target energy mode strategy of the target driving route.

[0183] The judgment module is configured to judge whether the energy mode needs to be switched from the current section to the next section based on the target energy mode strategy of the target driving route.

[0184] The output module is configured to output a prompt information if the energy mode needs to be switched from the current section to the next section; and the prompt information is used to prompt the driver to switch the target energy mode corresponding to the next section.

[0185] As an optional implementation of the embodiment of the present disclosure, the obtaining module is specifically configured to:

[0186] Determine a destination type based on the destination corresponding to the target driving route.

[0187] Obtain whether there is a power supplement condition in the target driving route by using the Internet of Vehicles technology.

[0188] acquire and analyze historical driving data of the user to determine driving and charging habits of the user;

[0189] determine a target SOC at the end of the target driving route based on the destination type, whether the target driving route has a charging condition, and the driving and charging habits of the user.

[0190] The vehicle energy mode planning device provided by the present disclosure acquires an initial SOC of a battery, a target driving route, and a target SOC at the end of the target driving route; divides the target driving route into a plurality of road segments and discretizes a theoretical use range of the SOC of the battery to obtain a plurality of SOC discrete values; determines a target energy mode of a terminal road segment and a starting SOC of the terminal road segment based on the target SOC and the plurality of SOC discrete values; determines a target energy mode of each road segment and a starting SOC of each road segment based on the starting SOC of a next road segment of each road segment and the plurality of SOC discrete values, wherein each road segment does not include the initial road segment and the terminal road segment; the target energy mode is an energy use mode corresponding to each of the plurality of road segments and having a minimum energy consumption cost, and the energy consumption cost is a sum of a fuel consumption cost and an electric energy consumption cost; and determines a target energy mode of the initial road segment based on the initial SOC and the starting SOC of the next road segment of the initial road segment.

[0191] The present disclosure divides the target driving route into a plurality of road segments, discretizes a theoretical use range of the SOC of the battery to obtain a plurality of SOC discrete values, determines an energy mode of a terminal road segment and a starting SOC of the terminal road segment based on the target SOC and the plurality of SOC discrete values, and inversely deduces an energy mode of an intermediate road segment and an energy mode of an initial road segment based on the starting SOC of the terminal road segment determined in the previous step. In this way, the target energy modes of the plurality of road segments are inversely deduced by using the discretized SOC and the target SOC, without the need for real-time calculation based on SOC feedback during vehicle driving, and the use of the SOC discrete values effectively avoids a large number of interpolation operations in the calculation process, greatly reduces the calculation amount of the dynamic programming algorithm, and effectively improves the calculation efficiency of the path planning algorithm.

[0192] The specific limitations of the vehicle energy mode planning device can be referred to the limitations of the vehicle energy mode planning method in the foregoing, which will not be repeated here. Each module in the vehicle energy mode planning device described above can be realized by software, hardware, or a combination thereof, in whole or in part. Each module described above can be embedded in or independent of the processor of the electronic device in hardware form, or stored in the processor of the electronic device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0193] The present disclosure also provides an electronic device, Figure 5 The structure of the electronic device provided by the present disclosure is shown in the following figure. Figure 5As shown, the electronic device provided in this embodiment includes: a memory 51 and a processor 52. The memory 51 is used to store a computer program; the processor 52 is used to execute the steps performed in any of the above-mentioned methods for identifying image acquisition device faults when the computer program is invoked. The electronic device includes a processor, memory, a communication interface, a display screen, and an input device connected via a system bus. The processor of the electronic device provides computing and control capabilities. The memory of the electronic device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. When executed by the processor, the computer program implements a method for identifying image acquisition device faults. The display screen of the electronic device can be a liquid crystal display or an electronic ink display. The input device of the electronic device can be a touch screen covering the display screen, keys, a trackball, or a touchpad provided on the computer device housing, or an external keyboard, touchpad, or mouse.

[0194] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the scheme of the present disclosure, and does not constitute a limitation on the computer device to which the scheme of the present disclosure is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0195] In some embodiments, the vehicle energy mode planning device provided by the present disclosure can be implemented in the form of a computer, and the computer program can be used in Figure 5 The electronic device shown in FIG. 1 is executed. The memory of the electronic device may store various program modules constituting the vehicle energy mode planning device of the electronic device, such as: Figure 4 The acquisition module 410, the division module 420, the processing module 430, the calculation module 440 and the determination module 450 shown in FIG. The computer program composed of each program module enables the processor to execute the steps of the fault identification method of the image acquisition device of the electronic device of each embodiment of the present disclosure described in this specification.

[0196] An embodiment of the present disclosure further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the fault identification method for an image acquisition device provided in the above method embodiment is implemented.

[0197] Those skilled in the art will appreciate that embodiments of the disclosure can be supplied as a method, a system, or a computer program product. Thus, the disclosure can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the disclosure can take the form of a computer program product on one or more computer readable storage media having computer readable program code embodied therein.

[0198] The processor can be a Central Processing Unit (CPU), a general-purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or the like. The general-purpose processor can be a microprocessor, or the processor can be any conventional processor.

[0199] The memory can include non-persistent memory and / or volatile memory, e.g., a Random Access Memory (RAM) and / or a non-volatile memory, e.g., a Read-Only Memory (ROM), a flash memory, or the like. The memory is an example of computer readable media.

[0200] Computer readable media includes permanent and non-permanent, movable and non-movable storage media. The storage media can be implemented by any method or technology to store information, which can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device. According to the definition herein, computer readable media does not include transitory media, such as modulated data signals and carriers.

[0201] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0202] The foregoing description is intended only to provide specific embodiments of the present disclosure, intended to enable those skilled in the art to understand and implement the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the embodiments described herein, but rather to be construed in the broadest manner consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle energy mode planning method, characterized in that: include: Obtaining an initial SOC of the battery, a target driving route, and a target SOC upon reaching an end point of the target driving route; Dividing the target driving route into a plurality of sections, and discretizing the battery's SOC theoretical operating range to obtain a plurality of SOC discrete values; determining a target energy mode of a terminal segment among the plurality of segments and a starting SOC of the terminal segment according to the target SOC and the plurality of discrete SOC values; Determining a target energy mode for each road section and the starting SOC for each road section based on the starting SOC of a subsequent road section of each road section and the plurality of discrete SOC values, wherein each road section does not include an initial road section and the terminal road section; the target energy mode is an energy usage mode that minimizes energy consumption costs corresponding to each of the plurality of road sections, where the energy consumption cost is the sum of fuel consumption costs and electricity consumption costs; A target energy mode for the initial section is determined according to the initial SOC and a starting SOC of a subsequent section of the initial section.

2. The method according to claim 1, characterized in that The determining, based on the target SOC and the plurality of discrete SOC values, a target energy mode of a terminal segment among the plurality of segments and a starting SOC of the terminal segment comprises: respectively calculating energy consumption costs generated by transferring the multiple SOCs to meet the target SOC in different energy modes, so as to obtain an energy consumption cost set corresponding to an end section of the multiple sections; The energy mode corresponding to the minimum value in the energy consumption cost set corresponding to the terminal segment is determined as the target energy mode of the terminal segment, and the SOC corresponding to the minimum value in the energy consumption cost set corresponding to the terminal segment is determined as the starting SOC of the terminal segment.

3. The method according to claim 1, characterized in that The determining, based on the starting SOC of the subsequent section of each section and the plurality of discrete SOC values, the target energy mode of each section and the starting SOC of each section includes: respectively calculating energy consumption costs incurred by transferring the multiple SOCs to a starting SOC that satisfies the requirement of reaching the terminal segment in different energy modes, so as to obtain an energy consumption cost set corresponding to a segment preceding the terminal segment; The energy mode corresponding to the minimum value in the energy consumption cost set corresponding to the previous road segment of the terminal section is determined as the target energy mode of the previous road segment of the terminal section, and the SOC corresponding to the minimum value in the energy consumption cost set corresponding to the previous road segment of the terminal section is determined as the starting SOC of the previous road segment of the terminal section, until the target energy mode of the next road segment of the initial road segment among the multiple road segments and the starting SOC of the next road segment of the initial road segment are obtained.

4. The method according to claim 1, wherein The battery's theoretical SOC usage range is discretized to obtain multiple SOC discrete values, including: The battery's SOC theoretical usage range is discretized with equal spacing and / or equal quantity to obtain a plurality of first SOC discrete values, and the plurality of first SOC discrete values ​​are used to determine the target energy mode of at least one of the plurality of road sections.

5. The method according to claim 4, characterized in that The method of performing discretization processing on the battery's theoretical SOC usage range with equal spacing and / or equal quantity to obtain a plurality of first SOC discrete values ​​includes: For each section of the target driving route, the battery's SOC theoretical usage range is discretized with equal spacing and / or equal quantity; the multiple first SOC discrete values ​​of each section of the target driving route are equal in one-to-one correspondence.

6. The method according to claim 1, characterized in that After determining the target energy mode of the initial section according to the initial SOC and the starting SOC of a subsequent section of the initial section, the method further includes: Combining the target energy mode of the initial segment, the target energy modes of the plurality of intermediate segments, and the target energy mode of the terminal segment to obtain a target energy mode strategy for the target driving route; Based on the target energy mode strategy of the target driving route, determining whether it is necessary to switch energy modes from the current road section to the next road section; If the energy mode needs to be switched from the current road section to the next road section, a prompt message is output; the prompt message is used to prompt the driver to switch to the target energy mode corresponding to the next road section.

7. The method according to claim 1, characterized in that The obtaining of the initial SOC of the battery, the target driving route, and the target SOC when reaching the end point of the target driving route includes: determining a destination type based on a destination corresponding to the target driving route; Using Internet of Vehicles technology, determine whether the target driving route has the conditions for charging; Obtain and analyze the user's historical driving data to determine the user's driving and charging habits; A target SOC when arriving at an end point of the target driving route is determined based on the destination type, whether a charging condition exists in the target driving route, and the driving and charging habits of the user.

8. A vehicle energy mode planning device, characterized in that: include: an acquisition module, configured to acquire an initial SOC of the battery, a target driving route, and a target SOC upon reaching an end point of the target driving route; a division module, configured to divide the target driving route into a plurality of sections, and discretize the battery's SOC theoretical usage range to obtain a plurality of SOC discrete values; a processing module, configured to determine a target energy mode of a terminal segment among the plurality of segments and a starting SOC of the terminal segment according to the target SOC and the plurality of discrete SOC values; a calculation module, configured to determine a target energy mode for each road section and a starting SOC for each road section based on a starting SOC of a subsequent road section of each road section and the plurality of discrete SOC values, wherein each road section does not include an initial road section and the terminal road section; the target energy mode is an energy usage mode that minimizes energy consumption costs corresponding to each of the plurality of road sections, where the energy consumption cost is the sum of fuel consumption costs and electricity consumption costs; A determination module is configured to determine a target energy mode of the initial section according to the initial SOC and a starting SOC of a subsequent section of the initial section.

9. An electronic device, characterized in that: include: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle energy mode planning method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle energy mode planning method according to any one of claims 1 to 7 is implemented.

11. A vehicle, characterized in that: include: The electronic device according to claim 9.

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