Energy consumption control method, device and equipment for extended-range vehicle formation driving and medium
By optimizing the vehicle speed and range extender operating mode in vehicle platooning, the problem of energy consumption conflict in vehicle platooning was solved, achieving the lowest overall energy consumption and improved platooning economy.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- GUANGXI LIUGONG METATHINGS TECHNOLOGY CO LTD
- Filing Date
- 2026-03-16
- Publication Date
- 2026-04-24
AI Technical Summary
When vehicles are traveling in platoons, there is a conflict between individual energy consumption and overall energy consumption, resulting in low energy utilization and increased energy consumption.
By determining the vehicle's initial speed and the platoon's second speed, and combining this with the range extender's operating mode, the energy consumption control of the vehicle platoon is optimized to ensure the lowest overall energy consumption.
It achieves the lowest energy consumption for vehicle platooning, improves platooning economy, and avoids driving interruptions due to insufficient power and energy waste caused by redundant power generation.
Smart Images
Figure CN121912934A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle control, and more particularly to an energy consumption control method, device, equipment, and medium for platooning range-extended vehicles. Technical Background Driven by the global goal of carbon neutrality, energy conservation in vehicles is not only an inevitable choice to alleviate energy and environmental pressures, but also a key breakthrough to promote the technological iteration and industrial upgrading of new energy vehicles, which is crucial to the overall sustainable development.
[0002] However, current vehicle energy consumption control largely relies on individual vehicle autonomous decision-making, making decentralized regulation difficult to coordinate. When driving in platoons, individual energy consumption conflicts with overall energy consumption, resulting in low energy utilization and increased energy consumption. Summary of the Invention
[0003] This invention provides a method, apparatus, equipment, and medium for energy consumption control in platooning of range-extended vehicles. Through the technical solutions of the embodiments of this invention, the overall energy consumption of the vehicle platoon can be reduced, ensuring relative optimization and saving energy.
[0004] In a first aspect, embodiments of the present invention provide an energy consumption control method for range-extended vehicle platooning, applicable to vehicles within a platoon, the method comprising: Based on the vehicle's current driving status and the pre-stored energy consumption speed correspondence, the vehicle's first driving speed is determined, wherein the energy consumption speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states. Using the first vehicle, the second driving speed of the vehicle formation is determined based on the first driving speed and the corresponding relationship between the energy consumption speed of each vehicle in the vehicle formation. The first vehicle is the vehicle whose driving position in the vehicle formation meets the preset conditions, and the second driving speed is the speed at which the overall driving energy consumption of the vehicle formation meets the preset index. Based on the second driving speed and the vehicle's current remaining battery power, the operating mode of the vehicle's range extender is determined.
[0005] Secondly, embodiments of the present invention provide an energy consumption control device for range-extended vehicle platooning, applied to vehicles within a platoon, the device comprising: The first vehicle speed determination module is used to determine the vehicle's first driving speed based on the vehicle's current driving state and the pre-stored energy consumption speed correspondence. The energy consumption speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states. The second vehicle speed determination module is used to determine the second vehicle speed of the vehicle formation based on the first vehicle speed and the energy consumption speed correspondence of each vehicle in the vehicle formation, using the first vehicle. The first vehicle is the vehicle whose driving position in the vehicle formation meets the preset conditions, and the second vehicle speed is the speed at which the overall driving energy consumption of the vehicle formation meets the preset index. The control module is used to determine the operating mode of the vehicle's range extender based on the second driving speed and the vehicle's current remaining battery power.
[0006] Thirdly, embodiments of the present invention provide an electronic device, the electronic device comprising: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the energy consumption control method for platooning range-extended vehicles as described in any one of the embodiments of the present invention.
[0007] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute and implement the energy consumption control method for platooning range-extended vehicles as described in any one of the embodiments of the present invention.
[0008] This invention provides an energy consumption control method, apparatus, device, and medium for range-extended vehicle platooning. The method includes: determining a first driving speed for each vehicle based on its current driving state and a pre-stored energy consumption-speed correspondence, wherein the energy consumption-speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states; determining a second driving speed for the vehicle platoon using a first vehicle and based on the first driving speed of each vehicle in the platoon and the energy consumption-speed correspondence, wherein the first vehicle is a vehicle whose driving position in the platoon meets preset conditions, and the second driving speed is a speed that ensures the overall driving energy consumption of the vehicle platoon meets a preset indicator; and determining the operating mode of the vehicle's range extender based on the second driving speed and the vehicle's current remaining battery power. Specifically, the first driving speed is the optimized speed with the lowest energy consumption under single-vehicle operating conditions, determined by the energy consumption-speed correspondence between each vehicle and its current driving state. The second driving speed is the coordinated speed with the lowest overall energy consumption for the platoon, calculated by combining the first driving speed of each vehicle with the energy consumption-speed correspondence. This is the target value for optimizing group energy consumption. Based on this logic, controlling the vehicle platoon to travel at the second driving speed ensures the lowest energy consumption for the platoon, significantly improving platoon economy. Furthermore, by linking the second driving speed with the vehicle's current remaining battery power, the operating mode of the vehicle's range extender is dynamically matched. This avoids driving interruptions due to insufficient battery power and prevents energy waste caused by redundant power generation, thus ensuring that the energy reserves of each vehicle can support coordinated platoon driving. Attached Figure Description
[0009] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0010] Figure 1 A flowchart of an energy consumption control method for platooning range-extended vehicles provided in Embodiment 1 of the present invention; Figure 2 A flowchart of an energy consumption control method for platooning of range-extended vehicles is provided for Embodiment 2 of the present invention; Figure 3 A schematic diagram of an energy consumption control method for platooning range-extended vehicles provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the energy consumption control device for platooning range-extended vehicles provided in Embodiment 3 of the present invention; Figure 5This is a schematic diagram of the structure of an electronic device provided in Embodiment 4 of the present invention. Detailed Implementation
[0011] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.
[0012] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.
[0013] It should be noted that the collection, storage, use, processing, transmission, provision, and disclosure of user personal information involved in the technical solution disclosed herein all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.
[0014] Example 1 Figure 1 The flowchart below shows an energy consumption control method for platooning range-extended vehicles provided in Embodiment 1 of the present invention. This method is specifically applicable to controlling the driving speed of the platooning vehicles and the range extenders of the vehicles to ensure that each vehicle can drive stably at the speed with the minimum overall energy consumption. This method can be executed by an energy consumption control device for platooning range-extended vehicles, which can be composed of software and / or hardware and configured in the vehicle controller.
[0015] like Figure 1 As shown, it includes: Step 110: Determine the vehicle's first driving speed based on the vehicle's current driving status and the pre-stored energy consumption speed correspondence, wherein the energy consumption speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states.
[0016] Specifically, the current driving status refers to the real-time operating status of the vehicle or the driver's headrest, representing the comprehensive environment or operational state of the vehicle during actual driving. This includes, but is not limited to, key parameters that affect energy consumption, such as driving speed, acceleration, road gradient, and load weight. For example, the current driving status could be "flat road at constant speed (speed 60km / h, no gradient, load 50kg)" or "uphill acceleration (speed 40km / h, gradient 5%, load 100kg)". The pre-stored energy consumption speed-speed correspondence is a pre-stored dataset describing the correlation between vehicle speed and vehicle energy consumption under different driving states. This dataset provides a quantitative reference for speed-energy consumption under different driving states, representing the non-linear or linear mapping relationship between speed and energy consumption. For example, "when driving at a constant speed on a flat road without load, a speed of 50 km / h corresponds to an energy consumption of 8 kWh / 100 km, and a speed of 80 km / h corresponds to an energy consumption of 12 kWh / 100 km," can also be expressed as "when there is a 1-ton load, a gradient of 5 degrees, a speed of 30 km / h corresponds to an energy consumption of 15 kWh / 100 km, and a speed of 60 km / h corresponds to an energy consumption of 25 kWh / 100 km." The first driving speed is the optimal or target driving speed calculated by the vehicle based on its current driving state and the pre-stored energy consumption speed correspondence. At the first driving speed, the vehicle's energy consumption is the lowest. It should be noted that the energy consumption speed correspondence can be determined through computer simulation or laboratory calibration, and is not limited here.
[0017] Optionally, step 110 includes: Obtain the vehicle's current driving gradient and current load; Based on the energy consumption-speed correspondence, the first driving speed of the vehicle is determined according to the current driving slope and the current load.
[0018] Specifically, in real-world driving scenarios, the driving gradient and current load are the core variables affecting vehicle energy consumption characteristics. By calling the pre-stored energy consumption speed correspondence, and using the real-time acquired gradient data and load parameters as input, the system dynamically calculates the first driving speed suitable for the current operating conditions. This first driving speed is the optimal economical speed for a single vehicle, thus providing a highly energy-efficient input basis for subsequent vehicle platooning and collaborative speed decisions (i.e., the second driving speed).
[0019] Step 120: Using the first vehicle, determine the second driving speed of the vehicle platoon based on the first driving speed and the corresponding relationship between the energy consumption speed of each vehicle in the platoon. The first vehicle is the vehicle whose driving position in the platoon meets the preset conditions, and the second driving speed is the speed at which the overall driving energy consumption of the vehicle platoon meets the preset index.
[0020] The vehicle platoon is a group of vehicles arranged in a queue according to certain rules (such as following one another or maintaining a fixed distance). It is used for coordinated control to reduce overall energy consumption or improve efficiency. The first vehicle is a specific vehicle within the platoon whose position meets preset conditions (such as the lead vehicle, tail vehicle, or vehicle in the middle). It is responsible for calculating the overall speed of the platoon. It should be noted that the first vehicle can also perform the same function via a cloud server, which will not be elaborated here. The second driving speed is the optimal speed calculated by the first vehicle based on the relationship between the first driving speed and energy consumption speed of each vehicle in the platoon. This speed is used to ensure that the overall energy consumption of the platoon meets preset targets, such as minimizing overall energy consumption and ensuring smooth driving.
[0021] Optionally, step 120 includes: For any vehicle in the vehicle platoon, the vehicle speed weight is determined by the first vehicle based on the relationship between the vehicle's first driving speed and the energy consumption speed. Using the first vehicle, the second driving speed of the vehicle platoon is determined based on the speed weights of each vehicle in the platoon and the first driving speed.
[0022] Specifically, the second driving speed can be determined using the following formula. Determination: ; in, and These are the speed weights and initial driving speeds for each vehicle, respectively. The formula for determining the speed weights is as follows: ;in, Weighted by vehicle speed, For energy consumption, Let be vehicle speed. This formula represents the relationship between speed and energy consumption at a specific speed. It should be noted that the formula implicitly includes constraints such as specific load and slope. For example, the above formula can represent the relationship between speed and energy consumption on flat ground without load. The coefficients in this formula can be determined through laboratory calibration or linear and nonlinear fitting, and are not restricted here.
[0023] Step 130: Determine the operating mode of the vehicle's range extender based on the second driving speed and the vehicle's current remaining battery power.
[0024] Specifically, the current remaining charge refers to the remaining electrical energy of the vehicle's power battery at the current moment. The operating mode of the vehicle's range extender is the set operating state of the range extender, such as starting power generation, stopping and standing by, high-power power generation, and low-power power generation. This is used to dynamically adjust the power generation strategy based on the second driving speed and the remaining charge, characterizing the specific way the range extender participates in energy supply. For example, the operating mode can be "starting and generating electricity at a constant high power" or "stopping and relying solely on battery power," etc. The operating mode can also include the time when the range extender starts generating electricity and the time when it stops generating electricity.
[0025] This invention provides an energy consumption control method for range-extended vehicle platooning. The method includes: determining a first driving speed for each vehicle based on its current driving state and a pre-stored energy consumption-speed correspondence, wherein the energy consumption-speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states; determining a second driving speed for the vehicle platoon based on the first driving speed of each vehicle in the platoon and the energy consumption-speed correspondence, wherein the first vehicle is a vehicle whose driving position in the platoon meets preset conditions, and the second driving speed is a speed that ensures the overall driving energy consumption of the vehicle platoon meets a preset index; and determining the operating mode of the vehicle's range extender based on the second driving speed and the vehicle's current remaining battery power. Specifically, the first driving speed is the optimized speed with the lowest energy consumption under single-vehicle operating conditions, determined by the energy consumption-speed correspondence between each vehicle and its current driving state. The second driving speed is the coordinated speed with the lowest overall energy consumption for the platoon, calculated by combining the first driving speed of each vehicle with the energy consumption-speed correspondence. This is the target value for optimizing group energy consumption. Based on this logic, controlling the vehicle platoon to travel at the second driving speed ensures the lowest energy consumption for the platoon, significantly improving platoon economy. Furthermore, by linking the second driving speed with the vehicle's current remaining battery power, the operating mode of the vehicle's range extender is dynamically matched. This avoids driving interruptions due to insufficient battery power and prevents energy waste caused by redundant power generation, thus ensuring that the energy reserves of each vehicle can support coordinated platoon driving.
[0026] Example 2 Figure 2 This is a flowchart of an energy consumption control method for platooning range-extended vehicles, provided as a second embodiment of the present invention. Based on the above embodiments, this embodiment further defines the method for determining the operating mode of the vehicle's own range extender.
[0027] like Figure 2 As shown, it includes: Step 210: Determine the vehicle's first driving speed based on the vehicle's current driving status and the pre-stored energy consumption speed correspondence, wherein the energy consumption speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states.
[0028] Step 220: Using the first vehicle, determine the second driving speed of the vehicle platoon based on the first driving speed and the corresponding relationship between the energy consumption speed of each vehicle in the platoon. The first vehicle is the vehicle whose driving position in the platoon meets the preset conditions, and the second driving speed is the speed at which the overall driving energy consumption of the vehicle platoon meets the preset index.
[0029] Step 230: Obtain the road slope between the vehicle's current location and the destination from the cloud server.
[0030] Specifically, the method for updating the road section slope in the cloud server includes: Route planning information is sent to the cloud server to obtain a route map of the driving route. Based on the route map, a first gradient is determined for each location point on the driving route. The route planning information is used to plan the driving route. A second gradient is sent to the cloud server to update the segment gradient of the driving route based on the first gradient and the second gradient. The second gradient represents the gradient information collected by the vehicles during the convoy's driving.
[0031] Specifically, the slope determined by the map, known as the first slope, carries a risk of bias. Due to outdated, inaccurate, or regionally different route map data, the preset slope may not match actual road conditions. For example, a map marking a "flat road" might actually be a temporary uphill slope. Calculating energy consumption solely based on the first slope would underestimate demand, affecting vehicle platooning speed decisions and energy allocation. Therefore, a second slope (collected in real-time by vehicles) is needed for dynamic correction to ensure data reliability.
[0032] Step 240: Determine the estimated consumption to reach the destination based on the second driving speed, road gradient and current load.
[0033] The estimated consumption is the total energy required for the vehicle to travel from its current location to its destination.
[0034] Specifically, the second driving speed is the lowest overall energy consumption cooperative speed for the platoon, calculated by the first vehicle in the platoon based on the correspondence between the first driving speed and energy consumption speed of all member vehicles. However, the second driving speed is the result of group optimization calculation and may not be directly applicable to all vehicles due to differences in individual vehicle energy reserves (such as insufficient remaining battery power in a certain vehicle). For example, some vehicles may not be able to maintain a constant speed at the second driving speed due to battery limitations. Therefore, the feasibility of individual vehicle driving needs to be verified through the following steps: first, calculate the estimated energy consumption to reach the destination based on the second driving speed, road gradient, and current load; then, determine whether the vehicle's current remaining battery power can support constant speed driving at the second driving speed; if the battery power is insufficient, trigger the range extender to replenish energy to ensure the completion of the driving task.
[0035] Specifically, based on the vehicle's own energy consumption speed correspondence, the estimated energy consumption for the vehicle to reach its destination is determined according to the road gradient between the current driving position and the destination, the second driving speed, and the current load.
[0036] Furthermore, the route from the current driving position to the destination can be segmented by connecting multiple location points (such as road segment nodes). For each road segment, the energy consumption is calculated by calling the pre-stored energy consumption speed correspondence based on the slope, second driving speed and current load. Finally, the estimated consumption for the entire journey (i.e. the total energy required for the driving task) is obtained by accumulating the segments.
[0037] Step 250: Determine the operating mode of the vehicle range extender based on the estimated time, the estimated consumption, and the current remaining battery power, wherein the estimated time represents the time required for the vehicle to reach the destination at the second driving speed.
[0038] The estimated time can be determined by the distance between the current driving position and the destination, and the second driving speed.
[0039] Specifically, the time and efficiency of a range extender in generating unit energy vary depending on its operating mode. Therefore, it is necessary to dynamically determine the start-up and shutdown timing, power level, and operating duration of the range extender by combining estimated time, estimated power consumption, and current remaining battery power to achieve precise matching of energy supply and demand—avoiding both power depletion leading to driving interruptions and preventing energy waste caused by redundant power generation. It should be noted that the estimated time can be calculated in segments according to the driving route (e.g., dividing the entire journey into multiple sub-segments), with the estimated time and corresponding local operating mode of the range extender calculated separately for each segment; this will not be elaborated upon here.
[0040] Optionally, determining the operating mode of the vehicle range extender based on the estimated time, the estimated power consumption, and the current remaining battery power includes: Based on the current remaining power and estimated consumption, determine the energy consumption gap; based on the working efficiency of each working mode and the energy consumption gap, determine the working duration of each working mode of the vehicle range extender; based on the estimated time and working duration, determine the target working mode of the vehicle range extender and the start and end times of the target working mode.
[0041] The energy deficit is the difference between the energy required for the vehicle to complete its driving task and the current energy reserve, representing the total amount of additional energy that needs to be replenished. The operating duration of the working mode is calculated based on the power generation efficiency of that working mode, i.e., the theoretically shortest time required to generate the energy deficit. The target working mode prioritizes either the "optimal working duration" (shortest time to fill the deficit, suitable for emergency scenarios) or the "highest efficiency" (lowest unit energy cost, suitable for economic scenarios).
[0042] It should be further explained that the core logic of this design is that energy replenishment must be completed before the vehicle reaches its destination. Because energy is continuously consumed during driving, untimely replenishment can lead to power outages and breakdowns; moreover, vehicle platooning requires coordinated rhythm, and energy interruption in a single vehicle will disrupt overall speed stability. Therefore, it is necessary to ensure that the range extender accurately replenishes energy within the estimated time, meeting driving needs while avoiding excessive power generation and waste.
[0043] Furthermore, under this mechanism, a segmented replenishment strategy can be introduced, with the core constraint of "completing energy replenishment for the current segment before the start of the next segment." The driving route is divided into sub-segments based on location points. For each segment, the estimated energy consumption is calculated based on the segment's gradient, second driving speed, and current load, using the energy consumption-speed correlation. Combined with the remaining battery power before entering the segment, the energy consumption gap for that segment is determined. Then, based on the efficiency of each operating mode and the estimated time for the segment, the working time to replenish the gap is calculated, and replenishment is initiated and completed before the start of that segment. This method adapts to segmented dynamic energy consumption (such as high energy consumption uphill), ensuring sufficient energy for each segment and improving platooning energy efficiency and collaborative reliability.
[0044] For example, the first segment: from point A to point B, 10km long, with a 5% gradient, a second driving speed of 60km / h, and an estimated travel time of 10 minutes. Based on the energy consumption-speed correlation, this segment is estimated to consume 5kWh; the vehicle has 3kWh of battery remaining before entering point A, therefore the energy consumption gap for this segment = 5 - 3 = 2kWh. The range extender's "low-power mode" efficiency is 0.5kWh / minute, requiring an operating time of = 2 / 0.5 = 4 minutes (≤10 minutes). Therefore, this mode is activated 4 minutes before point A to fill the gap, and then deactivated. Subsequent segments can rely on this method to cycle through the activation and deactivation of the range extender.
[0045] Specifically, by integrating the first and second slopes to update the road segment slope, the accuracy of energy consumption calculation is improved; based on the correspondence between energy consumption and speed, the first driving speed (optimal for a single vehicle) and the second driving speed (optimal for the entire platoon) are determined to achieve collaborative energy consumption minimization, save energy, and improve transportation efficiency.
[0046] For example, Figure 3 This is a schematic diagram of an energy consumption control method for platooning range-extended vehicles provided in an embodiment of the present invention.
[0047] Specifically, traffic conditions and location information acquisition: Static slope (first slope) acquisition: Download a high-precision map (including terrain elevation) of the transportation route from the cloud server, extract the first slope (preset static slope, such as design slope) of each location point, and use it as the road condition benchmark.
[0048] Dynamic gradient (second gradient) acquisition and update: Vehicle-side sensors (IMU, GPS elevation difference and gradient sensor) collect the second gradient (actual gradient) in real time during driving and send it to the cloud server; the cloud server integrates the first gradient and the second gradient of multiple vehicles (removing outliers), dynamically updates the road section gradient (such as correcting gradient deviations after construction and detour), and synchronizes it to all vehicles to ensure platoon data consistency.
[0049] Road condition trajectory generation: The controller collects positioning, pitch angle, heading angle and other data at set intervals, identifies road condition feature points (new starting point, turning starting point, new turning starting point, turning ending point), generates a road condition trajectory line (latitude and longitude as the horizontal and vertical axes, and the height is determined by the average pitch angle), and uploads it to the cloud; after multiple identifications, the average value of the positioning data is taken to correct the positioning data of the road condition feature points and improve the accuracy of the road condition trajectory.
[0050] Vehicle operation data collection: Acquire vehicle operating data, including: vehicle weight (current load), vehicle speed, accelerator pedal opening, brake pedal opening, motor torque / speed, and current remaining battery charge, to provide input for energy consumption prediction.
[0051] Power demand and energy consumption forecasts: Driving intention power demand estimation: The controller stores the required reference power corresponding to the accelerator pedal opening under different gears under no-load conditions. It calculates the first driving speed (the lowest energy consumption speed for a single vehicle) by linear interpolating the real-time accelerator pedal opening and combining the current load, vehicle speed and gradient through the energy consumption speed correspondence. The driving intention power demand can be determined by the preset relationship between different gears, accelerator pedal opening and power.
[0052] Forecast of power demand ahead: The power demand for each road segment is estimated based on the defined road segment divisions. Using real-time power at the current vehicle speed as a baseline, the estimation coefficient is >1 for uphill segments (segment gradient > 0) (the coefficient increases with the gradient), <1 for downhill segments (segment gradient < 0) (the coefficient decreases with the gradient), and =1 for flat roads. A correction coefficient is applied based on the difference between actual and estimated power during driving. Combining the length of each road segment and the second driving speed (platooning speed, determined by the first vehicle based on the first driving speed and energy consumption relationship of each vehicle to minimize overall platoon energy consumption), the travel time for each segment is calculated. By calculating the estimated power and time, the power consumption of each segment can be obtained, and the estimated consumption for all road segments is then summed.
[0053] Range extender start / stop control: Furthermore, the start-stop strategy of the range extender can be optimized by predicting road conditions ahead. When the peak power of the vehicle's drive motor is between the output power of the battery alone and the sum of the output power of the battery and the range extender, the system can dynamically adjust the operating mode of the range extender based on the power demand of the road ahead, the current battery level, and the estimated power consumption. (1) If the high power demand section ahead is long and the battery power is below limit a, or the power is below limit b and the remaining power is insufficient to support the power consumption ahead, the range extender will be started in advance to generate electricity efficiently. The greater the estimated power consumption, the greater the amount of advance start-up. (2) If the road ahead is an energy recovery section and the power consumption is higher than the limit c (which decreases as the estimated power consumption increases), the range extender will be turned off in advance.
[0054] Simultaneously, when the power demanded by the driving intention is between the battery output power and the efficient power of the "battery + range extender", and the current battery level is lower than the set value e, the range extender is activated to generate electricity efficiently. In addition, by adjusting the gearbox gears, the motor avoids the inefficient areas of high torque at low speed or high speed at low torque, ensuring that the motor always operates in the efficient range.
[0055] Furthermore, when other vehicles detect that the distance to the lead vehicle is less than a set distance, they enter platooning mode. The following vehicles broadcast platooning requests, vehicle numbers, battery levels, and load information; the lead vehicle, upon detecting a vehicle following behind, receives the broadcast information (determining whether the received information is a following vehicle based on the positioning distance difference). At this point, the lead vehicle determines the optimal speed for each vehicle in the platoon based on their load and road conditions, and, using an energy consumption optimization model, determines the platooning speed (i.e., the initial speed) with the goal of minimizing energy consumption during platooning operation.
[0056] Specifically, by predicting road conditions and optimizing the start-stop timing of the range extender, combined with battery charge and energy consumption forecasts, precise energy management can be achieved. In platooning mode, the lead vehicle optimizes its speed based on the status of each vehicle and road conditions, reducing overall platoon energy consumption and improving energy utilization and transportation efficiency.
[0057] Example 3 Figure 4 This is a schematic diagram of an energy consumption control device for platooning range-extended vehicles provided in Embodiment 3 of the present invention. Figure 4 As shown, the device includes: The first vehicle speed determination module 310 is used to determine the first driving speed of the vehicle based on the vehicle's current driving state and the pre-stored energy consumption speed correspondence, wherein the energy consumption speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states. The second vehicle speed determination module 320 is used to determine the second vehicle speed of the vehicle formation by means of the first vehicle, based on the first driving speed of each vehicle in the vehicle formation and the corresponding relationship between the energy consumption speed. The first vehicle is a vehicle whose driving position in the vehicle formation meets the preset conditions, and the second driving speed is the speed at which the overall driving energy consumption of the vehicle formation meets the preset index. The control module 330 is used to determine the operating mode of the vehicle's range extender based on the second driving speed and the vehicle's current remaining battery power.
[0058] This invention provides an energy consumption control device for range-extended vehicle platooning. The device determines a vehicle's first driving speed based on its current driving state and a pre-stored energy consumption-speed correspondence, wherein the energy consumption-speed correspondence is used to determine the relationship between vehicle speed and vehicle energy consumption under different driving states. Using a first vehicle, a second driving speed for the platoon is determined based on the first driving speed of each vehicle in the platoon and the energy consumption-speed correspondence, wherein the first vehicle is a vehicle whose driving position within the platoon meets preset conditions, and the second driving speed is the speed at which the overall driving energy consumption of the platoon meets a preset target. Finally, the device determines the operating mode of the vehicle's range extender based on the second driving speed and the vehicle's current remaining battery power. Specifically, the first driving speed is the optimized speed with the lowest energy consumption under single-vehicle operating conditions, determined by the energy consumption-speed correspondence between each vehicle and its current driving state. The second driving speed is the coordinated speed with the lowest overall energy consumption for the platoon, calculated by combining the first driving speed of each vehicle with the energy consumption-speed correspondence. This is the target value for optimizing group energy consumption. Based on this logic, controlling the vehicle platoon to travel at the second driving speed ensures the lowest energy consumption for the platoon, significantly improving platoon economy. Furthermore, by linking the second driving speed with the vehicle's current remaining battery power, the operating mode of the vehicle's range extender is dynamically matched. This avoids driving interruptions due to insufficient battery power and prevents energy waste caused by redundant power generation, thus ensuring that the energy reserves of each vehicle can support coordinated platoon driving.
[0059] Optionally, the first vehicle speed determination module 310 includes: The acquisition unit is used to acquire the vehicle's current driving gradient and current load. The determining unit is used to determine the first driving speed of the vehicle based on the energy consumption speed correspondence, according to the current driving slope and the current load.
[0060] The second vehicle speed determination module 320 includes: The weight determination unit is used to determine the speed weight of any vehicle in the vehicle platoon by using the first vehicle and based on the relationship between the vehicle's first driving speed and the energy consumption speed. The vehicle speed determination unit is used to determine the second driving speed of the vehicle formation based on the speed weights of each vehicle in the vehicle formation and the first driving speed, by passing the first vehicle.
[0061] Control module 330 includes: The acquisition unit is used to obtain the road gradient between the vehicle's current location and its destination from the cloud server. The consumption determination unit is used to determine the estimated consumption to reach the destination based on the second driving speed, road gradient and current load; The mode determination unit is used to determine the operating mode of the vehicle range extender based on the estimated time, the estimated consumption, and the current remaining power, wherein the estimated time represents the time required for the vehicle to reach the destination at the second driving speed.
[0062] Optionally, the device further includes an update unit configured on a cloud server, the update unit comprising: The first determining subunit is used to send route planning information to the cloud server to obtain a route map of the driving route through the cloud server, and determine the first slope of each location point of the driving route according to the route map, wherein the route planning information is used to plan the driving route; An update subunit is used to send a second gradient to the cloud server so that the cloud server can update the road segment gradient of the driving route according to the first gradient and the second gradient, wherein the second gradient represents the gradient information collected by the vehicles during the driving of the vehicle platoon.
[0063] Optionally, the consumption determination unit is specifically used to: determine the estimated consumption of the vehicle to reach the destination based on the vehicle's own energy consumption speed correspondence, the road slope between the current driving position and the destination, the second driving speed, and the current load.
[0064] Optionally, the pattern determination unit includes: The gap sub-unit is used to determine the energy consumption gap based on the current remaining power and the estimated consumption; The duration subunit is used to determine the working duration of each working mode of the vehicle range extender based on the working efficiency of each working mode and the energy consumption gap. The determination subunit is used to determine the target operating mode of the vehicle range extender and the start and end times of the target operating mode based on the estimated time and working duration.
[0065] The energy consumption control device for platooning range-extended vehicles provided in this embodiment of the invention can execute the energy consumption control method for platooning range-extended vehicles provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.
[0066] Example 4 Figure 5 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.
[0067] like Figure 5 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.
[0068] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.
[0069] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as energy consumption control methods for range-extended vehicle platooning.
[0070] In some embodiments, the energy consumption control method for range-extended vehicle platooning can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the energy consumption control method for range-extended vehicle platooning described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to perform the energy consumption control method for range-extended vehicle platooning by any other suitable means (e.g., by means of firmware).
[0071] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.
[0072] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.
[0073] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.
[0074] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).
[0075] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.
[0076] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.
[0077] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.
[0078] This disclosure also provides a computer program product, including a computer program and / or instructions, which, when executed by a processor, implements the energy consumption control method for platooning extended-range vehicles as provided in any embodiment of this application.
[0079] In implementing a computer program product, computer program code for performing the operations of the embodiments of this disclosure can be written in one or more programming languages or a combination thereof. Programming languages include object-oriented programming languages such as Java, Smalltalk, and C++, as well as conventional procedural programming languages such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).
[0080] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.
Claims
1. A method for energy consumption control in platooning of range-extended vehicles, characterized in that, The method, applied to vehicles within a vehicle platoon, includes: Based on the vehicle's current driving status and the pre-stored energy consumption speed correspondence, the vehicle's first driving speed is determined, wherein the energy consumption speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states. Using the first vehicle, the second driving speed of the vehicle formation is determined based on the first driving speed and the corresponding relationship between the energy consumption speed of each vehicle in the vehicle formation. The first vehicle is the vehicle whose driving position in the vehicle formation meets the preset conditions, and the second driving speed is the speed at which the overall driving energy consumption of the vehicle formation meets the preset index. Based on the second driving speed and the vehicle's current remaining battery power, the operating mode of the vehicle's range extender is determined.
2. The method according to claim 1, characterized in that, The process of determining the vehicle's first driving speed based on the vehicle's current driving status and the pre-stored energy consumption speed correspondence includes: Obtain the vehicle's current driving gradient and current load; Based on the energy consumption-speed correspondence, the first driving speed of the vehicle is determined according to the current driving slope and the current load.
3. The method according to claim 1, characterized in that, The step of determining the second speed of the vehicle platoon by passing through the first vehicle and based on the correspondence between the first driving speed of each vehicle in the platoon and the energy consumption speed includes: For any vehicle in the vehicle platoon, the vehicle speed weight is determined by the first vehicle based on the relationship between the vehicle's first driving speed and the energy consumption speed. Using the first vehicle, the second driving speed of the vehicle platoon is determined based on the speed weights of each vehicle in the platoon and the first driving speed.
4. The method according to claim 1, characterized in that, Based on the second driving speed and the vehicle's current remaining battery power, determine the operating mode of the vehicle's range extender, including: Obtain the road gradient between the vehicle's current location and its destination from the cloud server; Based on the second driving speed, road gradient, and current load, determine the estimated consumption to reach the destination; The operating mode of the vehicle range extender is determined based on the estimated time, the estimated power consumption, and the current remaining power, wherein the estimated time represents the time required for the vehicle to reach the destination at the second driving speed.
5. The method according to claim 4, characterized in that, The method for updating the road section slope in the cloud server includes: Send route planning information to the cloud server to obtain a route map of the driving route through the cloud server, and determine the first slope of each location point of the driving route based on the route map, wherein the route planning information is used to plan the driving route; A second gradient is sent to the cloud server so that the cloud server can update the road segment gradient of the driving route based on the first gradient and the second gradient, wherein the second gradient represents the gradient information collected by the vehicles during the driving of the vehicle platoon.
6. The method according to claim 4, characterized in that, The step of determining the estimated time and estimated cost to reach the destination based on the second vehicle speed, road gradient, and current load includes: Based on the vehicle's own energy consumption speed correspondence, the estimated energy consumption for the vehicle to reach its destination is determined according to the road gradient between the current driving position and the destination, the second driving speed, and the current load.
7. The method according to claim 4, characterized in that, The step of determining the operating mode of the vehicle range extender based on the estimated time, the estimated power consumption, and the current remaining battery power includes: Determine the energy deficit based on the current remaining power and estimated consumption; Based on the working efficiency of each working mode and the energy consumption gap, the working time of each working mode of the vehicle range extender is determined. Based on the estimated time and working duration, determine the target working mode of the vehicle range extender and the start and end times of the target working mode.
8. An energy consumption control device for platooning range-extended vehicles, characterized in that, The device is applied to vehicles within a vehicle platoon and includes: The first vehicle speed determination module is used to determine the vehicle's first driving speed based on the vehicle's current driving state and the pre-stored energy consumption speed correspondence. The energy consumption speed correspondence is used to determine the correspondence between vehicle speed and vehicle energy consumption under different driving states. The second vehicle speed determination module is used to determine the second vehicle speed of the vehicle formation based on the first vehicle speed and the energy consumption speed correspondence of each vehicle in the vehicle formation, using the first vehicle. The first vehicle is the vehicle whose driving position in the vehicle formation meets the preset conditions, and the second vehicle speed is the speed at which the overall driving energy consumption of the vehicle formation meets the preset index. The control module is used to determine the operating mode of the vehicle's range extender based on the second driving speed and the vehicle's current remaining battery power.
9. An electronic device, characterized in that, The electronic device includes: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the energy consumption control method for platooning of range-extended vehicles as described in any one of claims 1-7.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the energy consumption control method for platooning extended-range vehicles as described in any one of claims 1-7.