Energy management method and device, target vehicle and storage medium

Abstract

The invention relates to the technical field of energy management, in particular to an energy management method and device, a target vehicle and a storage medium. Acquiring at least one target navigation sub-road section included in the target navigation path; under the condition that the gradient corresponding to each target navigation sub-road section is not considered, calculating the initial consumption SOC corresponding to each target navigation sub-road section in pure electric driving; acquiring at least one target uphill road section included in the target navigation path; calculating excess consumption SOC corresponding to each target uphill road section; the redundant consumption SOC is used for representing the SOC with more consumption under the condition of considering the gradient of each target uphill road section relative to the condition of not considering the gradient of each target uphill road section; based on each initial consumption SOC and each redundant consumption SOC, calculating a target charging SOC corresponding to the target vehicle; and managing the energy of the target vehicle based on the target charging SOC. The economy is considered while the long uphill dynamic property is guaranteed, and the comprehensive driving experience of the whole vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of energy management technology, specifically to energy management methods, devices, target vehicles, and storage media. Background Technology

[0002] With the rapid development of new energy vehicle technology, range-extended electric vehicles (REEVs) are gradually becoming one of the mainstream choices in the market due to their quietness during pure electric driving and the convenience of long-distance travel. Vehicle energy management strategies, as a core technology affecting the economy, power, and driving experience of REEVs, have attracted much attention for their optimized design.

[0003] However, existing energy management technologies still have significant shortcomings. For example, most current technologies use the final destination as the energy management target, requiring the vehicle to activate the range extender to generate electricity in advance to store the necessary power for reaching the destination. This results in a relatively high actual battery charge level. When the navigation journey is long, the driver changes the destination temporarily, or the route deviates, the excess power stored in advance will be wasted, significantly reducing the vehicle's fuel economy.

[0004] Therefore, how to optimize vehicle energy to improve economy while taking into account the gradient characteristics of navigation routes has become a key issue that needs to be addressed in the current energy management technology of range-extended electric vehicles. Summary of the Invention

[0005] This invention provides an energy management method, device, target vehicle, and storage medium to address the problem of how to optimize vehicle energy to improve economy while taking into account the gradient characteristics of the navigation path.

[0006] In a first aspect, the present invention provides an energy management method, the method comprising: acquiring at least one target navigation sub-segment included in a target navigation path; calculating the initial energy consumption (SOC) corresponding to each target navigation sub-segment for pure electric driving without considering the slope of each target navigation sub-segment; acquiring at least one target uphill segment included in the target navigation path; calculating the excess energy consumption (SOC) corresponding to each target uphill segment; the excess energy consumption (SOC) is used to characterize the excess SOC consumed when considering the slope of each target uphill segment compared to when not considering the slope of each target uphill segment; calculating the target charging SOC corresponding to the target vehicle based on each initial energy consumption (SOC) and each excess energy consumption (SOC); and managing the energy of the target vehicle based on the target charging SOC.

[0007] In one optional implementation, obtaining at least one target navigation sub-segment included in the target navigation path includes: obtaining multiple initial navigation sub-segments included in the initial navigation path; the initial navigation sub-segments are divided by the navigation system based on the congestion situation corresponding to each sub-segment in the initial navigation path; obtaining the initial segment length corresponding to each initial navigation sub-segment; and correcting each initial navigation sub-segment based on the initial segment length to obtain at least one target navigation sub-segment.

[0008] In one optional implementation, based on the length of each initial road segment, each initial navigation sub-segment is modified to obtain at least one target navigation sub-segment, including: comparing the length of each initial road segment with a first preset road segment length threshold; deleting initial navigation sub-segments whose initial road segment length is less than the first preset road segment length threshold to obtain remaining navigation sub-segments; for each remaining navigation sub-segment, calculating the remaining average vehicle speed corresponding to the remaining navigation sub-segment based on the remaining road segment length and remaining travel time; comparing each remaining average vehicle speed with a preset average vehicle speed threshold; identifying remaining navigation sub-segments whose remaining average vehicle speed is less than or equal to the preset average vehicle speed threshold as congested sub-segments; identifying remaining navigation sub-segments whose remaining average vehicle speed is greater than the preset average vehicle speed threshold as unobstructed sub-segments; merging remaining navigation sub-segments with the same congestion status and adjacent to each other to obtain each target navigation sub-segment; and generating a target navigation path based on each target navigation sub-segment.

[0009] In one optional implementation, obtaining at least one target uphill segment included in the target navigation path includes: obtaining target slope data corresponding to the target navigation path; dividing the target navigation path according to the target slope data, and determining at least one initial uphill segment in the target navigation path; and determining at least one target uphill segment based on each initial uphill segment.

[0010] In one optional implementation, based on each initial uphill segment, at least one target uphill segment is determined, including: for each initial uphill segment, merging adjacent initial uphill segments to generate candidate uphill segments; calculating the candidate slope and candidate segment length corresponding to each candidate uphill segment; comparing each candidate slope with a preset slope threshold and comparing each candidate segment length with a second preset segment length threshold; and determining each candidate uphill segment whose candidate slope is greater than or equal to the preset slope threshold and whose candidate segment length is greater than or equal to the second preset segment length threshold as the target uphill segment.

[0011] In one optional implementation, calculating the excess consumption SOC corresponding to each target uphill section includes: determining the basic consumption SOC corresponding to each target uphill section based on the target section length and target slope; obtaining the target average vehicle speed corresponding to each target uphill section; obtaining the consumption SOC correction coefficient corresponding to each target uphill section based on the target average vehicle speed; and multiplying the basic consumption SOC by the consumption SOC correction coefficient to obtain the excess consumption SOC corresponding to each target uphill section.

[0012] In one optional implementation, the target charging SOC for the target vehicle is calculated based on each initial consumption SOC and each excess consumption SOC, including: accumulating each initial consumption SOC to obtain the reference charging SOC for the target battery in the target vehicle; acquiring the ambient temperature information, altitude information, and battery temperature information for the target vehicle; determining the charging SOC offset for the target battery based on the ambient temperature information, altitude information, and battery temperature information; accumulating the excess consumption SOC to obtain the total excess consumption SOC for the target battery in the target vehicle; and adding the reference charging SOC, the charging SOC offset, and the total excess consumption SOC to obtain the target charging SOC for the target vehicle.

[0013] In one optional implementation, energy management of the target vehicle is based on the target charging SOC, including: for each target uphill segment, dividing the target navigation path from the end point of the current target uphill segment as the cycle start point and the end point of the next target uphill segment as the cycle terminus, to obtain at least one navigation cycle; for each navigation cycle, obtaining the current actual SOC of the target vehicle at the end point of the current target uphill segment; for each target navigation sub-segment within the navigation cycle, calculating the maximum power generation SOC of the target vehicle in each sub-path corresponding to the target navigation sub-segment within each cycle based on the current actual SOC; wherein, the maximum power generation of each sub-path... The State of Charge (SOC) is the optimal power generation SOC considering the vehicle's NVH characteristics and economy. From the target navigation sub-segments in each cycle, each unobstructed navigation sub-segment is obtained. The maximum power generation SOC of the sub-path corresponding to each unobstructed navigation sub-segment is accumulated to obtain the maximum power generation SOC of the unobstructed path. The maximum power generation SOC of the unobstructed path is added to the current actual SOC to obtain the first ideal charging SOC. The first ideal charging SOC is compared with the target charging SOC. If the first ideal charging SOC is greater than or equal to the target charging SOC, the target vehicle is controlled to generate electricity in each unobstructed navigation sub-segment using the maximum power generation SOC of the sub-path corresponding to each unobstructed navigation sub-segment.

[0014] In one optional implementation, managing the energy of the target vehicle based on the target charging SOC further includes: if the first ideal charging SOC is less than the target charging SOC, then obtaining each congested navigation sub-segment from the target navigation sub-segment in each cycle of the navigation cycle; obtaining the maximum power generation SOC of the congested path corresponding to each congested navigation sub-segment; accumulating the maximum power generation SOC of each congested path to obtain the maximum power generation SOC of the congested path; adding the maximum power generation SOC of the congested path to the first ideal charging SOC to obtain the second ideal charging SOC; and comparing the second ideal charging SOC with the target charging SOC. If the second ideal charging SOC is greater than or equal to the target charging SOC, then the target vehicle is controlled to generate electricity at the maximum power generation SOC of each sub-path in both unobstructed and congested navigation sub-segments.

[0015] In one optional implementation, managing the energy of the target vehicle based on the target charging SOC further includes: if the second ideal charging SOC is less than the target charging SOC, subtracting the second ideal charging SOC from the target charging SOC to obtain the charging SOC difference; for each target navigation sub-segment within a cycle, determining the offset torque corresponding to the target navigation sub-segment within the target vehicle's driving cycle based on the charging SOC difference and the average navigation speed corresponding to the target navigation sub-segment within the cycle; determining the optimal range extender torque corresponding to each target navigation sub-segment based on the maximum power generation SOC of the sub-path corresponding to the target navigation sub-segment within the cycle; adding the optimal range extender torque to the offset torque to obtain the target range extender torque; and controlling the target vehicle based on the target range extender torque.

[0016] In one optional implementation, for each target navigation sub-segment within a navigation cycle, based on the current actual SOC, the maximum power generation SOC of the target vehicle in each target navigation sub-segment is calculated, including: for each target navigation sub-segment within a cycle, obtaining the first actual SOC corresponding to the target navigation sub-segment before the target vehicle's travel cycle; subtracting the first actual SOC from the target charging SOC to obtain the first SOC difference corresponding to the target navigation sub-segment within the cycle; and determining the target vehicle's maximum power generation SOC in each cycle based on the first SOC difference and the average navigation speed corresponding to the target navigation sub-segment within the cycle. The optimal range extender speed for NVH characteristics corresponding to the target navigation sub-segment within the period is determined; the optimal range extender torque for NVH characteristics is determined based on the optimal range extender speed for NVH characteristics; the range extender power generation corresponding to each target navigation sub-segment is calculated based on the optimal range extender speed and torque for NVH characteristics; the maximum total power generation for the target navigation sub-segment within the period is obtained by multiplying the range extender power generation by the driving time corresponding to the target navigation sub-segment within the period and subtracting the initial energy consumption corresponding to the target navigation sub-segment within each period; and the maximum power generation SOC of the sub-path is calculated based on the maximum total power generation.

[0017] In a second aspect, the present invention provides an energy management device, the device comprising: The first acquisition module is used to acquire at least one target navigation sub-segment included in the target navigation path; The first calculation module is used to calculate the initial SOC corresponding to each target navigation sub-segment when driving in pure electric mode, without considering the slope corresponding to each target navigation sub-segment. The second acquisition module is used to acquire at least one uphill section of the target included in the target navigation path; The second calculation module is used to calculate the excess consumption SOC corresponding to each target uphill section; excess consumption SOC is used to characterize the excess SOC consumed when considering the slope of each target uphill section compared to when not considering the slope of each target uphill section. The third calculation module is used to calculate the target charging SOC corresponding to the target vehicle based on each initial consumption SOC and each excess consumption SOC. The control module is used to manage the energy of the target vehicle based on the target charging state of charge (SOC).

[0018] Thirdly, the present invention provides a target vehicle, comprising: a vehicle body and an electronic device, wherein the electronic device includes: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the energy management method of the first aspect or any corresponding embodiment described above.

[0019] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the energy management method described in the first aspect or any corresponding embodiment thereof.

[0020] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the energy management method described in the first aspect or any corresponding embodiment thereof.

[0021] The energy management method, apparatus, target vehicle, and storage medium provided in this application acquire at least one target navigation sub-segment included in the target navigation path. This yields accurate and unified path units, providing a clear and reliable path data foundation for subsequent SOC calculation and energy management, avoiding calculation errors caused by scattered road segments. Without considering the slope corresponding to each target navigation sub-segment, the initial consumption SOC is calculated, focusing on pure electric energy consumption under flat road conditions. Accurate basic consumption values ​​are derived through scientific derivation, clarifying the core energy demand of the vehicle when there is no slope influence, laying a benchmark for subsequent superposition of additional consumption and determination of the target charging SOC. Target uphill road segments are acquired. This ensures that energy management resources are concentrated on key road conditions, improving the strategy's targeting. The excess consumption SOC corresponding to each target uphill road segment is calculated. The additional energy consumption of long uphill sections relative to flat roads is quantified, ensuring that the target charging SOC calculation fully covers the energy demand increment caused by terrain, avoiding power attenuation due to insufficient battery reserves during uphill climbs. The system calculates the target charging SOC, integrating basic energy consumption on flat roads and additional energy consumption on uphill sections, ensuring sufficient energy throughout the journey while avoiding economic waste caused by overcharging. Based on target charging SOC energy management, and with precise target charging SOC as the core, the system dynamically controls the power generation strategy by combining road conditions and the optimal operating parameters of the range extender. This ensures power delivery on long uphill sections while maintaining economy, thus improving the overall driving experience. Attached Figure Description

[0022] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of a first type of energy management method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a second process for an energy management method according to an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating the collection of slope percentage information at various locations along the target navigation path at fixed distance intervals according to an embodiment of the present invention. Figure 4 This is a schematic diagram of the third process of the energy management method according to an embodiment of the present invention; Figure 5 This is a structural block diagram of an energy management method apparatus according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0026] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "multiple" means two or more, unless otherwise explicitly specified.

[0027] According to an embodiment of the present invention, an energy management method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0028] This embodiment provides an energy management method that can be used in the electronic devices of the target vehicle described above. Figure 1 This is a flowchart of an energy management method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: Obtain at least one target navigation sub-segment included in the target navigation path.

[0029] Specifically, the electronic device can receive at least one target navigation sub-segment included in the target navigation path sent by the navigation system, or at least one target navigation sub-segment included in the target navigation path input by the user, or at least one target navigation sub-segment included in the target navigation path sent by other devices.

[0030] This step will be explained in detail below.

[0031] Step S102: Without considering the gradient of each target navigation sub-segment, calculate the initial SOC corresponding to each target navigation sub-segment for pure electric driving.

[0032] Specifically, for each target navigation sub-segment, without considering the corresponding slope of each target navigation sub-segment, the vehicle's driving resistance at different speeds is obtained. Based on the vehicle speed-driving resistance data, a quadratic polynomial interpolation fitting is performed to obtain the driving resistance formula F=A+BV+CV. 2 (Where F is the driving resistance, A, B, and C are resistance coefficients, and V is the average vehicle speed). Substituting the average vehicle speed of each target navigation sub-segment into this formula, the driving resistance F of each target navigation sub-segment can be calculated. i .

[0033] For each target navigation sub-segment, the electronic equipment will calculate the corresponding driving resistance F for that sub-segment. i Multiply by the average speed corresponding to the target navigation sub-segment Then divide by the wheel-to-motor speed ratio K to calculate the motor end torque corresponding to the target navigation sub-segment. .

[0034] Then, the electronic device will calculate the average vehicle speed corresponding to the target navigation sub-segment. Multiply by the wheel-to-motor speed ratio K, divide by the wheel radius R, and then convert the units to obtain the motor speed corresponding to the target navigation sub-segment: .

[0035] Next, the electronic equipment can determine the motor torque corresponding to each target navigation sub-segment. Motor end speed Using the power-speed-torque formula, the motor end torque corresponding to each target navigation sub-segment calculated above is... Motor speeds corresponding to each target navigation sub-segment Substituting into the formula, we can calculate the motor power consumption corresponding to each target navigation sub-segment. .

[0036] Electronic devices based on the motor power consumption of each target navigation sub-segment Travel time corresponding to each target navigation sub-segment Power consumption of vehicle accessories corresponding to each target navigation sub-segment The power consumption of the motors corresponding to each target navigation sub-segment Plus the power consumption of each vehicle accessory Multiply by the travel time of each segment The total power consumption for pure electric driving corresponding to each target navigation sub-segment was calculated. .

[0037] The total power consumed by electronic devices during pure electric driving is determined based on the target navigation sub-segment. and total capacity of power battery The total power consumed by pure electric driving for each target navigation sub-segment Divide by the total capacity of the power battery Multiply by 100% to obtain the initial SOC corresponding to each target navigation sub-segment during pure electric driving: .

[0038] Step S103: Obtain at least one uphill section of the target road included in the target navigation path.

[0039] Specifically, electronic devices can determine at least one uphill section in the target navigation path based on the slope information corresponding to each segment in the target navigation path.

[0040] This step will be explained in detail below.

[0041] Step S104: Calculate the excess consumption SOC corresponding to each target uphill section.

[0042] Excess SOC is used to characterize the excess SOC consumed when considering the slope of each target uphill section compared to when the slope of each target uphill section is not considered.

[0043] Specifically, electronic devices can calculate the excess SOC corresponding to each target uphill section based on the slope length of each target uphill section.

[0044] This step will be explained in detail below.

[0045] Step S105: Calculate the target charging SOC for the target vehicle based on each initial consumption SOC and each excess consumption SOC.

[0046] Specifically, the electronic device can accumulate each initial consumption SOC and each excess consumption SOC to calculate the target charging SOC corresponding to the target vehicle.

[0047] This step will be explained in detail below.

[0048] Step S106: Based on the target charging SOC, manage the energy of the target vehicle.

[0049] Specifically, when the current SOC of the target battery in the target vehicle is less than the target charging SOC, the target battery is charged; when the current SOC of the target battery in the target vehicle is greater than or equal to the target charging SOC, the target battery is not charged.

[0050] This step will be explained in detail below.

[0051] The energy management method provided in this embodiment obtains at least one target navigation sub-segment included in the target navigation path. This yields accurate and unified path units, providing a clear and reliable path data foundation for subsequent SOC calculation and energy management, avoiding calculation errors caused by scattered road segments. Without considering the slope corresponding to each target navigation sub-segment, the initial consumption SOC is calculated, focusing on pure electric energy consumption under flat road conditions. Accurate basic consumption values ​​are derived through scientific derivation, clarifying the core energy demand of the vehicle when there is no slope influence, laying a benchmark for subsequent superposition of additional consumption and determination of the target charging SOC. Target uphill road segments are acquired. This ensures that energy management resources are concentrated on key road conditions, improving the strategy's targeting. The excess consumption SOC corresponding to each target uphill road segment is calculated. The additional energy consumption of long uphill sections relative to flat roads is quantified, ensuring that the target charging SOC calculation fully covers the energy demand increment brought about by terrain, avoiding power attenuation due to insufficient battery reserves during uphill climbs. The target charging SOC calculation integrates the basic consumption on flat roads and the additional consumption on uphill sections, ensuring sufficient energy throughout the journey while avoiding economic waste caused by overcharging. Based on target charging SOC management, with precise target charging SOC as the core, combined with road conditions and the optimal operating parameters of the range extender, the power generation strategy is dynamically controlled to ensure power performance on long uphill sections while taking into account economy and improving the overall driving experience of the vehicle.

[0052] This embodiment provides an energy management method that can be used in the electronic devices of the target vehicle described above. Figure 2 This is a flowchart of an energy management method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Obtain at least one target navigation sub-segment included in the target navigation path.

[0053] Specifically, step S201 above may include the following steps: Step S2011: Obtain multiple initial navigation sub-segments included in the initial navigation path.

[0054] The initial navigation sub-segments are divided by the navigation system based on the congestion situation of each sub-segment in the initial navigation path.

[0055] Specifically, the electronic device can receive multiple initial navigation sub-segments included in the initial navigation path input by the user, or multiple initial navigation sub-segments included in the initial navigation path sent by other devices, or multiple initial navigation sub-segments included in the initial navigation path sent by the navigation system.

[0056] The initial navigation path is generated by the navigation system based on the user's input starting point (current location) and ending point (nearest charging point). The navigation system automatically divides the complete initial navigation path into multiple consecutive initial navigation sub-segments based on the congestion situation in each area of ​​the path. Each initial navigation sub-segment corresponds to a road section with relatively uniform congestion characteristics. The navigation system will simultaneously provide basic information for each initial navigation sub-segment (such as segment length, estimated travel time, etc.) to provide data support for subsequent correction and processing.

[0057] Step S2012: Obtain the initial segment length corresponding to each initial navigation sub-segment.

[0058] Specifically, electronic devices can extract the physical length information of each initial navigation sub-segment, i.e., the initial segment length, through the navigation system's path data interface. This length is the actual mileage of the segment calculated by the navigation system based on map data (usually in kilometers or meters), and is the basic data for determining whether the segment needs to be retained and for subsequent calculations of key parameters such as average vehicle speed.

[0059] Step S2013: Based on the length of each initial road segment, each initial navigation sub-segment is corrected to obtain at least one target navigation sub-segment.

[0060] Specifically, step S2013 above may include the following steps: Step a1: Compare the length of each initial road segment with the first preset road segment length threshold.

[0061] Specifically, the electronic device can receive a first preset road segment length threshold input by the user, or a first preset road segment length threshold sent by other devices, and can also set the first preset road segment length threshold according to the length of each initial road segment.

[0062] Then, the electronic device compares the length of each initial road segment with the first preset road segment length threshold.

[0063] Step a2: Delete the initial navigation sub-segments whose initial segment length is less than the first preset segment length threshold to obtain the remaining navigation sub-segments.

[0064] Specifically, for initial navigation sub-segments whose initial segment length is less than the first preset segment length threshold, their impact on vehicle energy consumption is determined to be negligible and they are not included in the energy management control scope. Electronic devices can be directly deleted from the initial navigation path. The remaining initial navigation sub-segments that have not been deleted are the remaining navigation sub-segments, and all subsequent processing is based on these segments.

[0065] Step a3: For each remaining navigation sub-segment, calculate the remaining average speed corresponding to the remaining navigation sub-segment based on the remaining segment length and remaining travel time.

[0066] Specifically, for each remaining navigation sub-segment, the electronic device can obtain the remaining segment length and remaining travel time corresponding to the remaining navigation sub-segment.

[0067] The remaining travel time is the estimated travel time (in hours or seconds) for the remaining navigation sub-segment provided by the navigation system.

[0068] Then, the electronic device calculates the average speed (usually in kilometers per hour or meters per second) of each remaining navigation sub-segment using the formula: Remaining average speed = Remaining road segment length ÷ Remaining travel time. This speed is used to subsequently determine the traffic status of the road segment.

[0069] Step a4: Compare each remaining average vehicle speed with the preset average vehicle speed threshold.

[0070] Specifically, the electronic device can receive a preset average vehicle speed threshold input by the user, or it can receive a preset average vehicle speed threshold sent by other devices. The preset average vehicle speed threshold (this threshold is a critical value that distinguishes between road congestion and smooth traffic, such as 30 km / h, and can be flexibly adjusted based on different scenarios such as urban roads and highways).

[0071] The electronic device will compare the remaining average speed of each remaining navigation sub-segment with the preset average speed threshold one by one to classify the traffic status of the segment.

[0072] Step a5: Identify the remaining navigation sub-segments with a remaining average vehicle speed that is less than or equal to a preset average vehicle speed threshold as congested sub-segments.

[0073] Specifically, if the remaining average speed of a certain remaining navigation sub-segment is less than or equal to the preset average speed threshold, it indicates that the remaining navigation sub-segment has a slow driving speed and a large traffic flow, and its traffic status is determined to be congested. This segment is a congested sub-segment.

[0074] Step a6: Determine the remaining navigation sub-segments with a remaining average vehicle speed greater than the preset average vehicle speed threshold as smooth sub-segments.

[0075] Specifically, if the remaining average speed of a certain remaining navigation sub-segment is greater than the preset average speed threshold, it means that the remaining navigation sub-segment of that road has a relatively fast driving speed and a small traffic flow, and its traffic status is determined to be smooth. This segment is a smooth sub-segment.

[0076] Step a7: Merge the remaining navigation sub-segments that are adjacent and have the same congestion status to obtain the target navigation sub-segments.

[0077] Specifically, in the continuous distribution sequence of the remaining navigation sub-segments, adjacent sub-segments with the same traffic status (i.e., multiple adjacent congested sub-segments or multiple adjacent smooth sub-segments) are identified and merged into a unified sub-segment, which is the target navigation sub-segment. After merging, the key parameters of the target navigation sub-segment need to be recalculated.

[0078] Step a8: Generate the target navigation path based on each target navigation sub-segment.

[0079] Specifically, the electronic device splices together the target navigation sub-segments according to their original position order to generate the target navigation path.

[0080] Step S202: Without considering the gradient of each target navigation sub-segment, calculate the initial SOC corresponding to each target navigation sub-segment for pure electric driving.

[0081] Please refer to the above description of step S102 for details on this step, which will not be repeated here.

[0082] Step S203: Obtain at least one uphill section of the target road included in the target navigation path.

[0083] Specifically, step S203 above may include the following steps: Step S2031: Obtain the target slope data corresponding to the target navigation path.

[0084] Specifically, the electronic device can receive target slope data corresponding to the target navigation path sent by the navigation system. The navigation system can collect slope percentage information at fixed intervals (e.g., every 100 meters) along the target navigation path, forming a continuous slope data sequence. This data sequence directly reflects the terrain undulations of each segment of the path and is a key basis for subsequent delineation of initial uphill sections and selection of target uphill sections. For example, such as... Figure 3 As shown, this is the slope percentage information collected at fixed intervals along the target navigation path.

[0085] Step S2032: Based on the target slope data, divide the target navigation path and determine at least one initial uphill section in the target navigation path.

[0086] Specifically, the electronic device can analyze each slope percentage value in the target slope data sequence provided by the navigation system. The electronic device can set an uphill judgment criterion (usually based on a slope percentage greater than 0, meaning the road segment has an upward trend); if the slope percentage corresponding to a fixed distance interval is greater than 0, then the road segment corresponding to that fixed distance is determined to be an uphill segment. The electronic device can sequentially divide consecutive fixed-distance road segments that meet the uphill judgment criterion according to the order of the target navigation path, forming multiple consecutive initial uphill segments. For example, if the slope percentage of the 3rd to 8th fixed-distance intervals in the navigation data is all greater than 0, then the road segments corresponding to these 6 intervals are merged into one initial uphill segment.

[0087] Step S2033: Based on each initial uphill section, determine at least one target uphill section.

[0088] Specifically, step S2033 above may include the following steps: Step b1: For each initial uphill section, merge adjacent initial uphill sections to generate candidate uphill sections.

[0089] Specifically, in a continuous sequence of the target navigation path, if there are multiple adjacent initial uphill segments (i.e., no non-uphill segments between two initial uphill segments), these adjacent initial uphill segments are merged into a single unified segment, which is the candidate uphill segment. The purpose of merging is to avoid errors in subsequent energy consumption calculations due to the dispersed division of short-distance uphill segments, and to ensure the integrity and continuity of the uphill segments.

[0090] Step b2: Calculate the candidate slope and candidate segment length for each candidate uphill segment.

[0091] Specifically, the candidate uphill segment is formed by merging multiple initial uphill segments (corresponding to multiple fixed navigation distance intervals), and its length is calculated by candidate segment length = number of merged initial uphill segments × fixed navigation distance (for example, if 5 initial uphill segments with a fixed distance of 100 meters are merged, the candidate segment length is 500 meters).

[0092] The candidate slope is the percentage of the total slope of the candidate uphill section, which is calculated by adding up the percentage of slopes of each of the merged initial uphill sections (for example, if the percentage of slopes of the merged 5 initial uphill sections are 2%, 3%, 2.5%, 3.5%, and 2%, then the candidate slope = 2% + 3% + 2.5% + 3.5% + 2% = 13%).

[0093] Step b3: Compare each candidate slope with a preset slope threshold, and compare each candidate road segment length with a second preset road segment length threshold.

[0094] Specifically, electronic devices can use a preset slope threshold (e.g., 10%) set based on vehicle power performance and energy consumption characteristics to determine whether the steepness of uphill sections will have a significant impact on energy consumption. Electronic devices can use a second preset road segment length threshold (e.g., 300 meters) set based on energy management accuracy requirements to determine whether the length of an uphill road segment is sufficient to be included in the key energy management scope.

[0095] Then, for each candidate uphill section, the electronic device compares the candidate slope with a preset slope threshold and the candidate section length with a second preset section length threshold.

[0096] Step b4: Select each candidate uphill segment whose candidate slope is greater than or equal to a preset slope threshold and whose candidate segment length is greater than or equal to a second preset segment length threshold as the target uphill segment.

[0097] Specifically, if a candidate uphill section simultaneously meets two conditions—a candidate slope greater than or equal to a preset slope threshold and a candidate section length greater than or equal to a second preset section length threshold—it is determined to be a target uphill section. These sections possess both sufficient steepness and considerable length, resulting in energy consumption far exceeding that of flat roads and short, gentle slopes. They are key sections requiring consideration in vehicle energy management, and their excess energy consumption (SOC) will be specifically calculated to provide a basis for determining the target charging SOC.

[0098] Step S204: Calculate the excess consumption SOC corresponding to each target uphill section.

[0099] Among them, excess consumption SOC is used to characterize the excess SOC consumed when considering the slope of each target uphill section compared to when not considering the slope of each target uphill section.

[0100] Specifically, step S204 above may include the following steps: Step S2041: Determine the basic consumption SOC corresponding to each target uphill section based on the target section length and target slope.

[0101] Specifically, electronic devices can determine the basic consumption SOC corresponding to each target uphill section based on the correspondence between the target section length and target slope and the basic consumption SOC.

[0102] For example, Table 1 shows the correspondence between target road segment length and target slope and basic consumption SOC.

[0103] Table 1. Correspondence between target road segment length and target slope and basic energy consumption (SOC).

[0104] Optionally, if the basic consumption SOC corresponding to each target uphill section cannot be determined based on Table 1, then the basic consumption SOC corresponding to each target uphill section is determined using a preset interpolation method based on the target section length and target slope. The preset interpolation method can be Newton's interpolation method or Jacobian interpolation method; this embodiment does not specifically limit the preset interpolation method.

[0105] Step S2042: Obtain the target average vehicle speed corresponding to each target uphill section.

[0106] Specifically, the target uphill section is part of the target navigation path and must belong to a certain target navigation sub-segment. The electronic device can extract the average vehicle speed of the target navigation sub-segment to which the target uphill section belongs and use it as the target average vehicle speed of the target uphill section.

[0107] Step S2043: Based on the average vehicle speed of each target, obtain the SOC correction coefficient corresponding to the uphill section of each target.

[0108] Specifically, the target average vehicle speed is a key factor affecting vehicle driving resistance and energy consumption. For target uphill sections with the same gradient and length, the excess energy consumption (SOC) varies at different vehicle speeds and needs to be adjusted using a correction factor.

[0109] The electronic device can locate the corresponding SOC correction factor r in the preset average vehicle speed-consumption SOC correction factor table (as shown in Table 2) based on the target average vehicle speed. b The table is generated based on real vehicle test data and covers common driving speed ranges, ensuring that the corrected SOC (State of Charge) for excess energy consumption is more in line with actual operating conditions.

[0110] Table 2: Correction Factors for Average Vehicle Speed ​​and SOC Consumption

[0111] Step S2044: Multiply the base consumption SOC by the consumption SOC correction coefficient to obtain the excess consumption SOC corresponding to each target uphill section.

[0112] Specifically, electronic devices can multiply the base consumption SOC by the consumption SOC correction factor to obtain the excess consumption SOC corresponding to each target uphill section.

[0113] The formula is: ;in, Based on the consumption of SOC, This is the SOC (State of Charge) correction factor. Calculated using this formula, a precise SOC of excess energy consumption can be obtained, taking into account terrain slope, road length, and vehicle speed, providing reliable data support for energy management strategies.

[0114] Step S205: Calculate the target charging SOC corresponding to the target vehicle based on each initial consumption SOC and each excess consumption SOC.

[0115] Specifically, step S205 above may include the following steps: Step S2051: The initial consumption SOCs are accumulated to obtain the reference charging SOC corresponding to the target battery in the target vehicle.

[0116] Specifically, the electronic device can sum the initial SOC (State of Charge) of all target navigation sub-segments, using the formula: SOC base =∑SOC i (where SOC) base Charge the SOC to the reference, SOC i This is the initial SOC (State of Charge) for the i-th target navigation sub-segment. This value ensures that the vehicle can complete the entire journey on pure electric power under ideal conditions with no long uphill sections and no environmental / altitude influences.

[0117] Step S2052: Obtain the ambient temperature information, altitude information, and battery temperature information corresponding to the target vehicle and the target battery.

[0118] Specifically, electronic devices can collect real-time ambient temperature information of the target vehicle through the ambient temperature sensor installed on the target vehicle, covering common driving ambient temperature ranges such as -40℃ to 40℃, to reflect the impact of external temperature on battery activity and charging / discharging efficiency.

[0119] Electronic devices can obtain altitude information of the target vehicle through navigation systems or vehicle altitude sensors, covering different altitude ranges from -1000 meters to 5000 meters, to correct problems such as reduced range extender efficiency and battery energy output degradation caused by thin air in high-altitude areas.

[0120] Electronic devices can collect the battery temperature information of the target battery through the temperature sensor built into the power battery pack, reflecting the battery's own operating temperature. Together with the ambient temperature, this determines the battery's charge and discharge performance boundary (e.g., the battery's usable capacity decreases at low temperatures, requiring more SOC to be reserved).

[0121] Step S2053: Based on ambient temperature information, altitude information, and battery temperature information, determine the charging SOC offset corresponding to the target battery.

[0122] Specifically, electronic devices can adjust their operation based on ambient temperature information (T). e) and battery temperature (T) b ), query the preset ambient temperature-battery temperature-basic correction SOC correspondence table (as shown in Table 3), and obtain the basic correction SOC (SOC) for the temperature dimension. temp For example, at an ambient temperature of -20°C and a battery temperature of -10°C, the SOC can be obtained from a table. temp =27%, used to compensate for energy loss due to decreased battery activity at low temperatures.

[0123] Table 3. Correspondence between Ambient Temperature, Battery Temperature, and Base Corrected SOC

[0124] The electronic device can query a preset altitude-altitude correction SOC table (as shown in Table 4) based on altitude information (H) to obtain the corrected SOC for the altitude dimension. alt For example, at an altitude of 3000 meters, the table shows that SOcalt = 10%, which is used to compensate for the reduced efficiency of the range extender and the additional energy required for vehicle power output in high-altitude areas.

[0125] Table 4. Altitude-Altitude Corrected SOC Correspondence Table

[0126] The charging SOC offset is the sum of the temperature-corrected SOC and the altitude-corrected SOC, calculated using the formula: SOC offset =SOC temp +SOC alt (where SOC) offset (This is the SOC offset for charging). This value takes into account the impact of environment, equipment status, and altitude on energy demand, ensuring that the actual available energy of the battery meets driving requirements.

[0127] Step S2054: The excess consumption SOC is accumulated to obtain the total excess consumption SOC corresponding to the target battery in the target vehicle.

[0128] Specifically, the electronic equipment sums up the excess SOC (State of Charge) of all target uphill sections, using the formula: SOC extra,tol =∑SOC b (where SOC) extra,tol For the total excess consumption SOC, SOC b This refers to the excess SOC consumed on the b-th target uphill section. This value ensures that the vehicle has enough energy to cope with the extra load on long uphill sections and avoids running out of power during the climb.

[0129] Step S2055: Add the baseline charging SOC, the charging SOC offset, and the total excess consumption SOC to obtain the target charging SOC for the target vehicle.

[0130] Specifically, the baseline charging SOC, the charging SOC offset, and the total excess consumption SOC are added together to obtain the target charging SOC for the target vehicle.

[0131] The formula is: SOC tar ==SOC base +SOC offset +SOC extra,tol Among them, SOC tar Charge the target's State of Charge (SOC) (final control target); SOC base Charge the reference SOC; SOC offset For charging SOC offset; SOC extra,tol This represents the total excess SOC consumption.

[0132] The target charging SOC not only ensures the basic energy requirements for the target vehicle to drive in pure electric mode, but also adapts to the impact of non-ideal operating conditions through offset, while reserving additional energy for long uphill climbs. Ultimately, it achieves a balance between power, economy, and NVH characteristics, ensuring reliable energy management of the vehicle under complex road conditions.

[0133] Step S206: Based on the target charging SOC, manage the energy of the target vehicle.

[0134] Please refer to the above description of step S106 for details on this step.

[0135] The energy management method provided in this embodiment obtains initial navigation sub-segments. Based on the congestion classification results of the navigation system, it directly obtains basic path units with unified congestion characteristics, providing raw data for subsequent accurate screening and correction, and reducing the complexity of path classification. It obtains the initial segment length, clarifying the physical mileage of each initial sub-segment, providing core basic data for judging segment effectiveness and calculating average vehicle speed. It compares the initial segment length with a first preset segment length threshold to establish a segment effectiveness screening standard, providing a basis for eliminating invalid short segments. It deletes short segments to obtain remaining navigation sub-segments, eliminating short segments with negligible impact on energy consumption, reducing subsequent computational redundancy and improving the computational efficiency of the energy management strategy. It calculates the remaining average vehicle speed, combining the remaining segment length and travel time to quantify segment driving efficiency, providing objective data support for determining traffic status. It compares the remaining average vehicle speed with a preset average vehicle speed threshold to establish a traffic status classification standard, achieving a scientific definition of congestion and smooth traffic. Identifying congested / smooth sub-segments and clarifying the traffic status of each remaining segment lays the foundation for merging segments with the same status and developing targeted power generation strategies. Merging adjacent remaining segments with the same status yields the target navigation sub-segment. Simplifying the path structure creates path units with unified characteristics, reducing the complexity of subsequent SOC calculations and energy control, and improving strategy execution efficiency. Generating the target navigation path yields a precise, concise core path that meets energy management requirements, providing a reliable path carrier for subsequent slope analysis and SOC calculations.

[0136] Next, target slope data corresponding to the target navigation path is obtained to provide data support for identifying uphill sections and calculating additional energy consumption. Initial uphill sections are divided and determined, and sections with uphill characteristics are preliminarily screened, laying the foundation for subsequent accurate identification of long uphill sections. Adjacent initial uphill sections are merged to generate candidate uphill sections. This avoids calculation errors caused by the scattered division of short uphill sections, ensuring the integrity and continuity of uphill sections. Candidate slopes and candidate section lengths are calculated to quantify the steepness and physical mileage of candidate uphill sections, providing core parameters for screening key uphill sections. Each candidate slope is compared with a preset slope threshold, and each candidate section length is compared with a second preset section length threshold to establish accurate screening criteria for long uphill sections, ensuring that only sections with a significant impact on energy consumption are included in key management. Target uphill sections are determined to accurately identify key road conditions requiring additional energy reserves, improving the targeting of energy management strategies and avoiding ineffective energy reserves. The basic energy consumption (SOC) is determined based on the core terrain parameters of the target uphill section, providing a baseline value for the additional energy consumption on the uphill section and laying the foundation for accurate calculation of excess energy consumption SOC. The target average vehicle speed is obtained to capture the influence of driving speed on uphill energy consumption, providing key variables for correcting excess energy consumption SOC. A SOC correction coefficient is obtained to quantify the impact of vehicle speed on uphill energy consumption, making the excess energy consumption SOC calculation more closely reflect actual driving conditions. The excess energy consumption SOC is then calculated. The additional energy requirement for long uphill sections relative to flat roads is accurately quantified to ensure that the target SOC can cover the energy increment caused by the terrain.

[0137] Next, the initial consumption SOC is accumulated to obtain the baseline charging SOC, clarifying the basic energy requirements for the vehicle's flat-road driving and providing a core benchmark for the target charging SOC. Environmental, altitude, and battery temperature information is acquired to capture key external and internal factors affecting battery performance and energy demand, providing comprehensive data for SOC correction. The charging SOC offset is determined to compensate for the impact of environment, altitude, and battery temperature on energy demand, ensuring the target SOC adapts to non-ideal operating conditions and guaranteeing energy reliability. The excess consumption SOC is accumulated to obtain the total excess consumption SOC, clarifying the total additional energy demand for all long uphill sections and ensuring the target SOC meets the climbing power requirements. The baseline charging SOC, the charging SOC offset, and the total excess consumption SOC are added to obtain the target charging SOC for the target vehicle. By integrating basic consumption, operating condition correction, and additional consumption, an optimal charging target that balances multiple needs is obtained, ensuring sufficient energy throughout the journey while avoiding overcharging waste, thus balancing power and economy.

[0138] This embodiment provides an energy management method that can be used in the electronic devices of the target vehicle described above. Figure 4 This is a flowchart of an energy management method according to an embodiment of the present invention, such as... Figure 4 As shown, the process includes the following steps: Step S301: Obtain at least one target navigation sub-segment included in the target navigation path.

[0139] Please refer to the above description of step S201 for details on this step.

[0140] Step S302: Without considering the gradient of each target navigation sub-segment, calculate the initial SOC corresponding to each target navigation sub-segment for pure electric driving.

[0141] Please refer to the above description of step S202 for details on this step.

[0142] Step S303: Obtain at least one uphill section of the target road included in the target navigation path.

[0143] Please refer to the above description of step S203 for details on this step.

[0144] Step S304: Calculate the excess consumption SOC corresponding to each target uphill section.

[0145] Among them, excess consumption SOC is used to characterize the excess SOC consumed when considering the slope of each target uphill section compared to when not considering the slope of each target uphill section.

[0146] Please refer to the above description of step S204 for details on this step.

[0147] Step S305: Calculate the target charging SOC corresponding to the target vehicle based on each initial consumption SOC and each excess consumption SOC.

[0148] Please refer to the above description of step S205 for details on this step.

[0149] Step S306: Based on the target charging SOC, manage the energy of the target vehicle.

[0150] Specifically, step S306 above may include the following steps: Step S3061: For each target uphill section, take the end point of the current target uphill section as the starting point of the cycle, and the end point of the next target uphill section as the cycle terminus to divide the target navigation path and obtain at least one navigation cycle.

[0151] Specifically, the electronic device can use the end point of the current target uphill section (i.e., the end position of this long uphill section) as the starting point of a navigation cycle, and the end point of the next target uphill section as the end point of the navigation cycle; if the current target uphill section is the last target uphill section, then the end point of the current target uphill section is the starting point, and the nearest refueling point is the end point. If the current target uphill section is the first target uphill section, then the starting point of the target navigation path is the starting point of the first navigation cycle, and the end point of the current target uphill section is the end point of the first navigation cycle.

[0152] Each navigation cycle includes all target navigation sub-segments (including unobstructed and congested sections) between the current target uphill section termination point and the next target uphill section termination point, ensuring that energy management within each cycle revolves around reserving energy for the next uphill section and interval sections, achieving segmented and precise control.

[0153] Step S3062: For each navigation cycle, obtain the current actual SOC corresponding to the termination point of the target vehicle on the current target uphill section.

[0154] Specifically, the data collection node is the end point of the current uphill section, which is also the starting point of the navigation cycle. The electronic equipment uses the Battery Management System (BMS) to collect the actual remaining battery power of the target vehicle at this data collection node in real time, i.e., the current actual State of Charge (SOC). act,start This data directly reflects the battery's energy state at the start of the current navigation cycle and forms the basis for subsequent calculations of power generation requirements.

[0155] Step S3063: For the target navigation sub-segment in each cycle of the navigation cycle, calculate the maximum power generation SOC of the target vehicle in the sub-path corresponding to the target navigation sub-segment in each cycle based on the current actual SOC.

[0156] Among them, the maximum power generation SOC of each sub-path is the optimal power generation SOC considering the NVH characteristics and economy of the whole vehicle.

[0157] Specifically, step S3063 above may include the following steps: Step c1: For each target navigation sub-segment within a cycle, obtain the first actual SOC corresponding to the target navigation sub-segment before the target vehicle's travel cycle.

[0158] The first actual SOC is the actual SOC of the power battery before the target vehicle enters the target navigation sub-segment within a certain cycle. The calculation logic is as follows: For each target navigation sub-segment within a cycle, the data collection time is the instant before the target vehicle arrives at the starting point of that target navigation sub-segment. If the target navigation sub-segment is the first sub-segment within the navigation cycle, then the first actual SOC is equal to the current actual SOC obtained in step S3062 (SOC). act,start If the target navigation sub-segment is a subsequent sub-segment, then the first actual SOC is equal to the actual SOC of the power battery after the previous sub-segment has ended. The electronic device can calculate this based on the current actual SOC corresponding to the previous sub-segment plus the maximum power generation SOC of the sub-path corresponding to the previous sub-segment minus the initial consumption SOC corresponding to the previous sub-segment.

[0159] Step c2: Subtract the first actual SOC from the target charging SOC to obtain the first SOC difference corresponding to the target navigation sub-segment within the cycle.

[0160] Specifically, the target charging SOC of the electronic device is subtracted from the first actual SOC to obtain the first SOC difference corresponding to the target navigation sub-segment within the cycle. The formula is: SOC delta,1 =SOC tar SOC act,1 Among them, SOC tar Charge the target SOC (energy management target for the entire navigation path) determined in step S205. act,1 This is the first actual SOC obtained in step c1. A positive difference indicates that the SOC needs to be supplemented by generating electricity through the range extender, while a negative difference indicates that the current electricity supply already meets the target demand and no additional power generation is required.

[0161] Step c3: Based on the first SOC difference and the average navigation speed corresponding to the target navigation sub-segment within the cycle, determine the optimal range extender speed for the target vehicle's NVH characteristics corresponding to the target navigation sub-segment within the cycle.

[0162] Specifically, the electronic device can determine the optimal range extender speed (denoted as n) based on a preset table corresponding to the average vehicle speed, the first SOC difference, and the optimal NVH range extender speed (as shown in Table 5). The speed value corresponding to the first SOC difference and the average vehicle speed during navigation is then used to determine the optimal NVH range extender speed. yi This table is generated based on real vehicle NVH test data, covering the optimal speed combinations under different vehicle speeds and SOC gap scenarios.

[0163] Table 5: Average Vehicle Speed ​​- First SOC Difference - Optimal Range Extender Speed ​​for NVH

[0164] Step c4: Determine the range extender torque with optimal NVH characteristics based on the optimal range extender speed.

[0165] Specifically, the electronic equipment can obtain the optimal economic curve of the range extender corresponding to the target vehicle. The optimal economic curve of the range extender is a curve corresponding to the speed, torque, and minimum fuel consumption, plotted through bench testing. This curve connects the torque points with the lowest fuel consumption at different speeds. Based on the optimal economic curve of the range extender, the electronic equipment can obtain a table showing the relationship between the optimal speed and torque of the range extender with optimal NVH characteristics (as shown in Table 6).

[0166] Table 6. Relationship between Speed ​​and Torque of Range Extender with Optimal NVH Characteristics

[0167] Electronic devices can find the corresponding torque value in the optimal range extender speed-torque relationship table based on the optimal NVH characteristic range extender speed (nyi). This value is the optimal NVH characteristic range extender torque (denoted as nyi). This torque ensures that the range extender operates at optimal NVH speeds while maintaining the best fuel economy.

[0168] Step c5: Calculate the range extender power generation corresponding to each target navigation sub-segment based on the optimal range extender speed and torque for NVH characteristics.

[0169] Specifically, the electronic equipment can calculate the range extender power output corresponding to each target navigation sub-segment based on the optimal range extender speed and torque for NVH characteristics. The formula is as follows: Among them, P yi The power output of the range extender (unit: kW), T yi The optimal torque for range extender with NVH characteristics (unit: N) m), n yi The optimal range extender speed (r / min) for NVH characteristics is given, and 9549 is the conversion factor between speed, torque, and power. This power output represents the maximum power generation capacity that offers optimal NVH and economic performance under the current operating conditions.

[0170] Step c6: Multiply the range extender's power generation by the travel time corresponding to the target navigation sub-segment within the cycle, and subtract the initial energy consumption corresponding to the target navigation sub-segment within each cycle to obtain the maximum total power generation corresponding to the target navigation sub-segment within the cycle.

[0171] Specifically, the electronic device can multiply the range extender's power output by the travel time corresponding to the target navigation sub-segment within a cycle, and subtract the initial energy consumption corresponding to the target navigation sub-segment within each cycle to obtain the maximum total power output corresponding to the target navigation sub-segment within a cycle. The formula is: - ;in, For the range extender's power generation, For travel time, This represents the initial energy consumption corresponding to the target navigation sub-segment within the cycle.

[0172] Step c7: Calculate the maximum power generation SOC of the sub-path based on the maximum total power generation.

[0173] Specifically, electronic devices can generate a maximum total power output. Divide by the total capacity of the power battery Multiply by 100% to calculate the maximum SOC of the sub-path, using the formula: .

[0174] Step S3064: Obtain each unobstructed navigation sub-segment from the target navigation sub-segments within each cycle.

[0175] Specifically, the electronic device can traverse all target navigation sub-segments within the current navigation cycle, and based on the traffic status of the target navigation sub-segments within each cycle, filter out the target navigation sub-segments within the cycle with a smooth traffic status, which are the smooth navigation sub-segments.

[0176] Step S3065: The maximum power generation SOC of each unobstructed navigation sub-segment is accumulated to obtain the maximum power generation SOC of the unobstructed path.

[0177] Specifically, electronic devices can determine the maximum power generation SOC of each unobstructed navigation sub-path segment. By summing the results, we can obtain the maximum power generation SOC for an unobstructed path. The formula is: .

[0178] Step S3066: Add the maximum power generation SOC of the unobstructed path to the current actual SOC to obtain the first ideal charging SOC.

[0179] Specifically, the first ideal charging SOC is the ideal SOC that the power battery can achieve, assuming it generates electricity only at its maximum power generation SOC on unobstructed navigation sub-segments. The calculation logic is as follows: SOC ideal1 =SOC act,start + Among them, SOC act,start The current actual SOC (actual SOC of the power battery at the start of the navigation cycle) is obtained in step S3062. The maximum power generation SOC of the unobstructed path obtained in step S3065.

[0180] Step S3067: Compare the first ideal charging SOC with the target charging SOC.

[0181] Specifically, the electronic device can compare the first ideal charging SOC with the target charging SOC.

[0182] Step S3068: If the first ideal charging SOC is greater than or equal to the target charging SOC, then control the target vehicle to generate electricity in each unobstructed navigation sub-road segment with the maximum power generation SOC of the sub-path corresponding to each unobstructed navigation sub-road segment.

[0183] Specifically, if the first ideal charging SOC is greater than or equal to the target charging SOC, it means that the maximum power generation capacity of the unobstructed navigation sub-segments is sufficient to charge the electric vehicle SOC to the target value within the navigation cycle. The energy management strategy at this time is as follows: when the vehicle travels to each unobstructed navigation sub-segment, the range extender operates according to the power generation parameters (optimal speed, optimal torque) corresponding to the maximum power generation SOC of that sub-path, ensuring optimal power generation efficiency and best NVH characteristics. During congested navigation sub-segments, the range extender does not activate power generation (or only operates in pure electric mode) to avoid NVH deterioration caused by power generation under congested conditions.

[0184] Step S3069: If the first ideal charging SOC is less than the target charging SOC, then obtain each congested navigation sub-segment from the target navigation sub-segment in each cycle of the navigation cycle.

[0185] Specifically, if the first ideal charging SOC is less than the target charging SOC, the electronic device will traverse all target navigation sub-segments within the current navigation cycle, and select the sub-segments with congested traffic based on the traffic status of each sub-segment. These are the congested navigation sub-segments.

[0186] Step S30610: Obtain the maximum power generation SOC of the congested path corresponding to each congested navigation sub-segment.

[0187] Specifically, the electronic equipment searches for the maximum power generation SOC of the congested path corresponding to each congested navigation sub-segment.

[0188] Step S30611: The maximum power generation SOC of each congested path is accumulated to obtain the maximum power generation SOC of the congested path.

[0189] Specifically, the electronic equipment accumulates the maximum power generation SOC of each congested path to obtain the maximum power generation SOC of the congested path.

[0190] Step S30612: Add the maximum power generation SOC of the congested path to the first ideal charging SOC to obtain the second ideal charging SOC.

[0191] Specifically, the second ideal charging SOC is the ideal SOC that the power battery can achieve after generating electricity at the maximum power generation SOC in all unobstructed navigation sub-segments and congested navigation sub-segments.

[0192] Electronic devices can add the maximum power generation SOC of the congested path to the first ideal charging SOC to obtain the second ideal charging SOC.

[0193] Step S30613: Compare the second ideal charging SOC with the target charging SOC.

[0194] Specifically, the electronic device can compare the second ideal charging SOC with the target charging SOC.

[0195] Step S30614: If the second ideal charging SOC is greater than or equal to the target charging SOC, then control the target vehicle to generate electricity at the maximum power generation SOC of each sub-path in each unobstructed navigation sub-path and each congested navigation sub-path.

[0196] Specifically, if the second ideal charging SOC is greater than or equal to the target charging SOC, it means that by combining the maximum power generation capacity of unobstructed and congested road sections, the power battery SOC can be charged to the target value within the navigation cycle. The energy management strategy at this time is as follows: When the target vehicle travels to each unobstructed and congested navigation sub-segment, it operates according to the power generation parameters corresponding to the maximum power generation SOC of the sub-path for that segment. Although the range extender activates power generation in congested road sections, since the power generation parameters are optimized based on NVH characteristics, noise and vibration can be minimized, balancing power demand and driving experience.

[0197] Step S30615: If the second ideal charging SOC is less than the target charging SOC, then the charging SOC difference is obtained by subtracting the second ideal charging SOC from the target charging SOC.

[0198] Specifically, if the second ideal charging SOC is less than the target charging SOC, the electronic device obtains the charging SOC difference by subtracting the second ideal charging SOC from the target charging SOC.

[0199] Step S30616: For each target navigation sub-segment within a cycle, determine the offset torque corresponding to the target navigation sub-segment within the target vehicle's driving cycle based on the charging SOC difference and the average navigation speed corresponding to the target navigation sub-segment within the cycle.

[0200] Specifically, for each target navigation sub-segment within each cycle, the electronic device can locate the corresponding torque value based on a preset table of average vehicle speed, charging SOC difference, and offset torque (as shown in Table 7), which is the offset torque (T) for that sub-segment. offset,sub This table is generated based on real vehicle test data to ensure the reasonableness of the offset torque and avoid excessive power generation that could lead to decreased fuel economy or deterioration of NVH.

[0201] Table 7: Average Vehicle Speed ​​- Charging SOC Difference - Offset Torque Correspondence Table

[0202] Step S30617: Based on the maximum power generation SOC of the sub-path corresponding to the target navigation sub-segment within the cycle, determine the optimal range extender torque corresponding to each target navigation sub-segment.

[0203] Specifically, the electronic device can determine the optimal range extender torque corresponding to each target navigation sub-segment based on the maximum power generation SOC of the sub-path corresponding to the target navigation sub-segment within the period calculated above, that is, the optimal range extender torque with NVH characteristics in step c4.

[0204] Step S30618: Add the optimal range extender torque to the offset torque to obtain the target range extender torque.

[0205] Specifically, the electronic device adds the optimal range extender torque to the offset torque to obtain the target range extender torque.

[0206] Step S30619: Control the target vehicle based on the target range extender torque.

[0207] Specifically, the electronic equipment sends the calculated target range extender torque as a control command to the target vehicle's range extender control system, achieving closed-loop control of energy management. The range extender operates according to the target range extender torque, ensuring that the power generation of the target navigation sub-segment in each cycle is sufficient to compensate for the power shortage, ultimately enabling the power battery SOC to reach the target charging SOC at the end of the navigation cycle. The entire control process takes into account performance (meeting the requirements of long uphill driving conditions), economy (based on the optimal economic curve), and NVH characteristics (optimized matching of offset torque), achieving a balance of multiple objectives.

[0208] The energy management method provided in this embodiment divides the navigation cycle and splits the path into independent energy management units based on key nodes of the target uphill section. This allows the strategy to focus on "reserving energy for the next uphill section," improving control accuracy. It obtains the current actual SOC (State of Charge) to clarify the battery energy state at the start of the navigation cycle, providing a realistic initial benchmark for subsequent power generation demand calculations and avoiding strategies based on actual power levels. It calculates the maximum power generation SOC of sub-paths, considering NVH characteristics and economy, to determine the optimal power generation upper limit for each section, ensuring a quiet and energy-efficient power generation process and avoiding ineffective power generation. It obtains unobstructed navigation sub-paths, selecting sections suitable for efficient power generation, providing a basis for prioritizing power generation under optimal operating conditions, balancing power generation efficiency and driving experience. It accumulates the maximum power generation SOC of unobstructed paths, quantifying the total power generation potential of unobstructed sections and determining whether unobstructed sections alone can meet power demand, simplifying the strategy decision-making logic. It calculates the first ideal charging SOC, predicting the power state after power generation only in unobstructed sections, providing a quantitative reference for the first-stage strategy judgment. By comparing the ideal charging SOC with the target charging SOC, it quickly determines whether the target can be achieved without using generators in congested areas, thus reducing unnecessary NVH impact. When the target is met in uncongested areas, it generates electricity at the maximum generating SOC, generating efficiently under optimal operating conditions. This satisfies power demand while ensuring economy and NVH characteristics, thereby improving the driving experience.

[0209] If the first ideal charging SOC is less than the target charging SOC, then the congested navigation sub-segment is acquired. When the power generation of the unobstructed road segment is insufficient, the power generation potential of the congested road segment is activated to ensure that the power reserve is not lacking. The maximum power generation SOC of the congested path is obtained to clarify the optimal power generation upper limit of the congested road segment and avoid excessive power generation under congested conditions that would lead to NVH deterioration. The maximum power generation SOC of the congested path is accumulated to quantify the total power generation potential of the congested road segment, providing data support for the second-stage strategy judgment. The second ideal charging SOC is calculated to predict the power status after the combined power generation of the unobstructed and congested road segments, and to comprehensively assess whether the existing power generation potential meets the target. The second ideal charging SOC is compared with the target charging SOC to determine whether additional power generation parameters need to be adjusted, ensuring the comprehensiveness of the strategy decision. When the target is met, power generation is carried out at the maximum power generation SOC, making full use of the optimal power generation potential of all road segments, meeting power demand while controlling NVH and energy consumption to the maximum extent.

[0210] If the second ideal charging SOC is less than the target charging SOC, the charging SOC difference is calculated to accurately quantify the power shortage, providing a clear target for subsequent torque adjustments and avoiding blindly increasing power generation. The offset torque is determined, and additional torque is scientifically matched based on the power shortage and vehicle speed to ensure accurate power replenishment without sacrificing excessive economy or NVH characteristics. The optimal range extender torque is determined, retaining the basic optimal power generation parameters for each road segment to provide a reliable benchmark for superimposing the offset torque. The target range extender torque is calculated, integrating the optimal torque and the offset torque to compensate for the power shortage while maintaining existing performance advantages. Vehicle control based on the target range extender torque achieves accurate compensation for the power shortage, ensuring compliance within the navigation cycle, guaranteeing power for subsequent uphill driving, and achieving a balance across multiple objectives.

[0211] This embodiment also provides an energy management method apparatus for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0212] This embodiment provides an energy management method apparatus, such as... Figure 5 As shown, it includes: The first acquisition module 301 is used to acquire at least one target navigation sub-segment included in the target navigation path; The first calculation module 302 is used to calculate the initial SOC corresponding to each target navigation sub-segment when driving in pure electric mode, without considering the slope corresponding to each target navigation sub-segment. The second acquisition module 303 is used to acquire at least one uphill section of the target included in the target navigation path; The second calculation module 304 is used to calculate the excess consumption SOC corresponding to each target uphill section; the excess consumption SOC is used to characterize the excess SOC consumed when considering the slope of each target uphill section compared to when not considering the slope of each target uphill section. The third calculation module 305 is used to calculate the target charging SOC corresponding to the target vehicle based on each initial consumption SOC and each excess consumption SOC. The control module 306 is used to manage the energy of the target vehicle based on the target charging state of charge (SOC).

[0213] The energy management method apparatus provided in this embodiment of the invention can execute the energy management method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0214] Figure 6 This invention provides a target vehicle comprising a vehicle body and electronic equipment. An embodiment of this application provides a schematic diagram of the electronic equipment. Detailed reference is given below. Figure 6 The diagram illustrates a structural schematic suitable for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 01, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 02 or a program loaded from a memory 08 into a random access memory (RAM) 03. The RAM 03 also stores various programs and data required for the operation of the electronic device. The processor 01, ROM 02, and RAM 03 are interconnected via a bus 04. An input / output (I / O) interface 05 is also connected to the bus 04.

[0215] Typically, the following devices can be connected to I / O interface 05: input devices 06 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 07 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 08 including, for example, magnetic tapes, hard disks, etc.; and communication devices 09. Communication device 09 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 6 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0216] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 09, or installed from memory 08, or installed from ROM 02. When the computer program is executed by processor 01, it performs the functions defined in the energy management method of the embodiments of the present invention.

[0217] Figure 6 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0218] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the energy management method shown in the above embodiments is implemented.

[0219] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0220] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An energy management method, characterized in that, The method includes: Obtain at least one target navigation sub-segment included in the target navigation path; Without considering the gradient of each target navigation sub-segment, calculate the initial SOC of pure electric driving for each target navigation sub-segment; Obtain at least one uphill section of the target road included in the target navigation path; Calculate the excess consumption SOC corresponding to each of the target uphill sections; the excess consumption SOC is used to characterize the excess SOC consumed when considering the slope of each of the target uphill sections compared to when not considering the slope of each of the target uphill sections; Based on the initial consumption SOC and the excess consumption SOC, calculate the target charging SOC corresponding to the target vehicle. The energy of the target vehicle is managed based on the target charging state of charge (SOC).

2. The method according to claim 1, characterized in that, The step of obtaining at least one target navigation sub-segment included in the target navigation path includes: The initial navigation path includes multiple initial navigation sub-segments; these initial navigation sub-segments are divided by the navigation system based on the congestion situation corresponding to each sub-segment in the initial navigation path. Obtain the initial segment length corresponding to each of the initial navigation sub-segments; Based on the length of each initial road segment, each initial navigation sub-segment is corrected to obtain at least one target navigation sub-segment.

3. The method according to claim 2, characterized in that, The step of correcting each initial navigation sub-segment based on the length of each initial road segment to obtain at least one target navigation sub-segment includes: The initial road segment lengths are compared with the first preset road segment length threshold. Delete the initial navigation sub-segments whose initial segment length is less than the first preset segment length threshold to obtain the remaining navigation sub-segments; For each remaining navigation sub-segment, the remaining average vehicle speed corresponding to the remaining navigation sub-segment is calculated based on the remaining segment length and remaining travel time. The remaining average vehicle speed is compared with the preset average vehicle speed threshold. The remaining navigation sub-segments whose remaining average vehicle speed is less than or equal to the preset average vehicle speed threshold are identified as congested sub-segments. The remaining navigation sub-segments whose remaining average vehicle speed is greater than the preset average vehicle speed threshold are identified as smooth sub-segments. The remaining navigation sub-segments with the same congestion status and that are adjacent are merged to obtain the target navigation sub-segments; The target navigation path is generated based on each of the target navigation sub-segments.

4. The method according to claim 1, characterized in that, The step of obtaining at least one uphill section of the target navigation path includes: Obtain the target slope data corresponding to the target navigation path; Based on the target slope data, the target navigation path is divided, and at least one initial uphill segment is determined in the target navigation path; Based on each of the initial uphill sections, at least one target uphill section is determined.

5. The method according to claim 4, characterized in that, The determination of at least one target uphill segment based on each of the initial uphill segments includes: For each of the initial uphill sections, adjacent initial uphill sections are merged to generate candidate uphill sections; Calculate the candidate slope and candidate segment length for each of the candidate uphill segments; Each candidate slope is compared with a preset slope threshold, and each candidate road segment length is compared with a second preset road segment length threshold. Each candidate uphill segment whose candidate slope is greater than or equal to the preset slope threshold and whose candidate segment length is greater than or equal to the second preset segment length threshold is determined as the target uphill segment.

6. The method according to claim 1, characterized in that, The calculation of excess SOC corresponding to each of the target uphill road segments includes: Based on the target road length and target slope of each target uphill road segment, determine the basic consumption SOC corresponding to each target uphill road segment; Obtain the target average vehicle speed corresponding to each of the target uphill road segments; Based on the average vehicle speed of each target, obtain the SOC correction coefficient corresponding to each target uphill section; Multiply the base consumption SOC by the consumption SOC correction coefficient to obtain the excess consumption SOC corresponding to each target uphill section.

7. The method according to claim 1, characterized in that, The step of calculating the target charging SOC for the target vehicle based on each of the initial consumption SOCs and each of the excess consumption SOCs includes: The initial SOCs of each of the above are summed to obtain the reference charging SOC corresponding to the target battery in the target vehicle. Obtain the ambient temperature information, altitude information, and battery temperature information corresponding to the target vehicle; Based on the ambient temperature information, the altitude information, and the battery temperature information, the charging SOC offset corresponding to the target battery is determined; The excess consumption SOC is summed to obtain the total excess consumption SOC corresponding to the target battery in the target vehicle. The target charging SOC is obtained by adding the baseline charging SOC, the charging SOC offset, and the total excess consumption SOC.

8. The method according to claim 1, characterized in that, The energy management of the target vehicle based on the target charging SOC includes: For each target uphill section, the target navigation path is divided with the end point of the current target uphill section as the starting point of the cycle and the end point of the next target uphill section as the end point of the cycle, to obtain at least one navigation cycle. For each navigation cycle, obtain the current actual SOC of the target vehicle at the termination point of the current target uphill section; For each target navigation sub-segment in the navigation cycle, based on the current actual SOC, the maximum power generation SOC of the target vehicle in each target navigation sub-segment in each cycle is calculated; wherein, the maximum power generation SOC of each sub-path is the optimal power generation SOC considering the NVH characteristics and economy of the whole vehicle; Obtain each unobstructed navigation sub-segment from the target navigation sub-segments within each cycle; The maximum power generation SOC of each sub-path corresponding to each unobstructed navigation sub-segment is accumulated to obtain the maximum power generation SOC of the unobstructed path. Add the maximum power generation SOC of the unobstructed path to the current actual SOC to obtain the first ideal charging SOC; Compare the first ideal charging SOC with the target charging SOC; If the first ideal charging SOC is greater than or equal to the target charging SOC, then the target vehicle is controlled to generate electricity in each of the unobstructed navigation sub-road segments, using the maximum power generation SOC of the sub-path corresponding to each of the unobstructed navigation sub-road segments.

9. The method according to claim 8, characterized in that, The energy management of the target vehicle based on the target charging SOC further includes: If the first ideal charging SOC is less than the target charging SOC, then each congested navigation sub-segment is obtained from the target navigation sub-segment in each of the navigation cycles. Obtain the maximum SOC of power generation for each congested navigation sub-segment; The maximum power generation SOC of each congested path is summed to obtain the maximum power generation SOC of the congested path; The maximum power generation SOC of the congested path is added to the first ideal charging SOC to obtain the second ideal charging SOC; The second ideal charging SOC is compared with the target charging SOC; If the second ideal charging SOC is greater than or equal to the target charging SOC, then the target vehicle is controlled to generate electricity at the maximum power generation SOC of each of the unobstructed navigation sub-segments and each of the congested navigation sub-segments.

10. The method according to claim 9, characterized in that, The energy management of the target vehicle based on the target charging SOC further includes: If the second ideal charging SOC is less than the target charging SOC, then the charging SOC difference is obtained by subtracting the second ideal charging SOC from the target charging SOC. For each target navigation sub-segment within the cycle, the offset torque corresponding to the target vehicle traveling on the target navigation sub-segment within the cycle is determined based on the charging SOC difference and the average navigation speed corresponding to the target navigation sub-segment within the cycle. Based on the maximum power generation SOC of the sub-path corresponding to the target navigation sub-segment within the cycle, determine the optimal range extender torque corresponding to each target navigation sub-segment; The optimal range extender torque is added to the offset torque to obtain the target range extender torque; The target vehicle is controlled based on the target range extender torque.

11. The method according to claim 8, characterized in that, The step of calculating the maximum power generation SOC of the target vehicle on the sub-path corresponding to each target navigation sub-segment within each navigation cycle, based on the current actual SOC, includes: For each target navigation sub-segment within the specified period, obtain the first actual SOC corresponding to the target vehicle before it travels through the target navigation sub-segment within the specified period; The first SOC difference corresponding to the target navigation sub-segment within the period is obtained by subtracting the first actual SOC from the target charging SOC. Based on the first SOC difference and the average navigation speed corresponding to the target navigation sub-segment within the period, the optimal range extender speed for the target vehicle corresponding to the target navigation sub-segment within the period is determined. The optimal range extender torque with optimal NVH characteristics is determined based on the optimal range extender speed with the aforementioned optimal NVH characteristics. Based on the optimal range extender speed and the optimal range extender torque for NVH characteristics, calculate the range extender power generation corresponding to each target navigation sub-segment; Multiply the range extender’s power output by the travel time corresponding to the target navigation sub-segment within the cycle, and subtract the initial energy consumption corresponding to the target navigation sub-segment within each cycle to obtain the maximum total power output corresponding to the target navigation sub-segment within the cycle. Based on the maximum total power generation, calculate the maximum power generation SOC of the sub-path.

12. An energy management device, characterized in that, The device includes: The first acquisition module is used to acquire at least one target navigation sub-segment included in the target navigation path; The first calculation module is used to calculate the initial SOC corresponding to each of the target navigation sub-segments when driving in pure electric mode, without considering the slope corresponding to each of the target navigation sub-segments. The second acquisition module is used to acquire at least one uphill section of the target included in the target navigation path; The second calculation module is used to calculate the excess consumption SOC corresponding to each of the target uphill sections; the excess consumption SOC is used to characterize the excess SOC consumed when considering the slope of each of the target uphill sections compared to when not considering the slope of each of the target uphill sections. The third calculation module is used to calculate the target charging SOC corresponding to the target vehicle based on each of the initial consumption SOC and each of the excess consumption SOC. The control module is used to manage the energy of the target vehicle based on the target charging SOC.

13. A target vehicle, characterized in that, include: The vehicle body and electronic equipment, wherein the electronic equipment includes: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the energy management method according to any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the energy management method according to any one of claims 1 to 11.

15. A computer program product, characterized in that, Includes computer instructions for causing a computer to perform the energy management method according to any one of claims 1 to 11.

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