Data format conversion method, energy management method, system and vehicle

Abstract

The invention provides a data format conversion method, an energy management method, an energy management system and a vehicle. The data format conversion method comprises the following steps: acquiring original navigation data of a path; and processing the original navigation data by adopting a preset format conversion rule to obtain standard navigation data, and sending the standard navigation data to the energy management system. The energy management method comprises the following steps: receiving standard navigation data sent by a vehicle-mounted navigation system; and performing prediction energy management according to the standard navigation data. In the embodiment of the invention, the obtained original navigation data is processed by adopting the preset format conversion rule, and the standard navigation data is determined, so that the format of the standard navigation data is matched with the data transmission standard in the vehicle. The energy management system can receive the standard navigation data and perform predictive energy management based on the received standard navigation data, thereby improving user experience.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a data format conversion method, energy management method, system, and vehicle. Background Technology

[0002] In the field of automotive technology, energy management involves adjusting energy output, recovery, and distribution strategies based on the vehicle's energy supply and demand status. For example, hybrid vehicles use electric motors at low speeds and switch to engine drive at high speeds, while pure electric vehicles recover energy to the battery during braking.

[0003] It's understandable that energy management based on the energy supply and demand status at a given moment can lead to response lag, resulting in energy waste and a poor user experience. Therefore, predictive energy management can be implemented by proactively acquiring information about the driving environment ahead and predicting energy supply and demand. This allows for adjustments to energy output, recovery, and distribution strategies. For example, road condition information can be obtained through in-vehicle navigation systems or sensors such as cameras, enabling pre-adjustment of vehicle parameters like energy recovery torque in scenarios such as red lights or traffic congestion.

[0004] However, the format of navigation data acquired by in-vehicle navigation systems is usually not in line with the vehicle's internal data transmission standards, which makes it difficult to combine in-vehicle navigation with predictive energy management in related technologies, resulting in a poor user experience.

[0005] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] This application provides a data format conversion method, an energy management method, a system, and a vehicle, which helps to solve the problem of the inability to effectively combine in-vehicle navigation for predictive energy management.

[0007] In a first aspect, embodiments of this application provide a data format conversion method applied to an in-vehicle navigation system, the method comprising: Obtain the raw navigation data for the path; The original navigation data is processed using preset format conversion rules to obtain standard navigation data, the format of which matches the data transmission standard between the vehicle navigation system and the energy management system. The standard navigation data is sent to the energy management system, which performs predictive energy management based on the standard navigation data.

[0008] In some possible implementations, the raw navigation data includes raw traffic road data and raw traffic dynamic data. The process of processing the raw navigation data using preset format conversion rules to obtain standard navigation data includes: The original traffic road data is processed using the first format conversion rule to obtain standard traffic road data; The original traffic dynamic data is processed using the second format conversion rules to obtain standard traffic dynamic data.

[0009] In some possible implementations, the step of processing the original traffic dynamic data using a second format conversion rule to obtain standard traffic dynamic data includes: Determine the data content type corresponding to the original traffic dynamic data, and the second format conversion sub-rule corresponding to the data content type; The original traffic dynamic data is processed using the corresponding second format conversion sub-rule to obtain standard traffic dynamic data.

[0010] In some possible implementations, the process of using a first format conversion rule to process the raw traffic road data to obtain standard traffic road data includes: The path is split into at least one sub-path according to at least one classification rule; The original traffic road data of the at least one sub-path is processed using the first format conversion sub-rule to obtain the standard traffic road data of the at least one sub-path.

[0011] In some possible implementations, sending the standard navigation data to the energy management system includes: According to preset encapsulation rules, the standard navigation data is encapsulated into at least one standard navigation data packet; Send at least one standard navigation data packet to the energy management system.

[0012] In some possible implementations, obtaining the raw navigation data of the path includes: In response to the user's navigation path confirmation operation, receive the original navigation data of the navigation path; or If the vehicle is determined to be in commuting mode, the original navigation data of the preset commuting route corresponding to the commuting mode is obtained.

[0013] Secondly, embodiments of this application provide an in-vehicle navigation system, including: A first controller is configured to perform the method described in any one of the first aspects.

[0014] Thirdly, embodiments of this application provide an energy management method applied to an energy management system, the method comprising: Receive standard navigation data sent by the vehicle navigation system; Predictive energy management is performed based on the standard navigation data.

[0015] Fourthly, embodiments of this application provide an energy management system, including: A second controller is configured to perform the method described in the third aspect.

[0016] Fifthly, embodiments of this application provide a vehicle, the vehicle including the in-vehicle navigation system described in the second aspect and the energy management system described in the fourth aspect.

[0017] In this embodiment, the acquired raw navigation data is processed using preset format conversion rules to determine standard navigation data. This ensures that the format of the standard navigation data matches the vehicle's internal data transmission standards. The energy management system can receive the standard navigation data and perform predictive energy management based on it, improving the user experience. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a structural diagram illustrating an application scenario provided in an embodiment of this application. Figure 2 A flowchart illustrating a data format conversion method provided in an embodiment of this application; Figure 3 A flowchart illustrating another data format conversion method provided in this application embodiment; Figure 4 A schematic diagram illustrating the structure of exemplary standard navigation data provided in this application embodiment; Figure 5 This is a schematic diagram of the structure of an in-vehicle navigation system provided in an embodiment of this application; Figure 6 A flowchart illustrating an energy management method provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of an energy management system provided in an embodiment of this application; Figure 8 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0020] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0021] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0022] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0023] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0024] In the field of automotive technology, energy management involves adjusting energy output, recovery, and distribution strategies based on the vehicle's energy supply and demand status. For example, hybrid vehicles use electric motors at low speeds and switch to engine drive at high speeds, while pure electric vehicles recover energy to the battery during braking.

[0025] See Figure 1 This is a structural diagram illustrating an application scenario provided in an embodiment of this application, such as... Figure 1 As shown, the vehicle 100 includes a perception system 101 and an energy management system 102. It is understood that energy management based on the energy supply and demand status at a given moment may result in response lag, leading to energy waste and a poor user experience. Therefore, the perception system 101 can proactively acquire information about the driving environment ahead, and the energy management system 102, based on this forward-looking information, can predict the energy supply and demand status and actively adjust energy output, recovery, and distribution strategies—that is, perform predictive energy management.

[0026] For example, if the perception system 101 detects a red light or traffic jam ahead, the energy management system 102 can predict that the vehicle 100 is about to brake based on the perceived forward information, and can then adjust vehicle parameters such as energy recovery torque in advance.

[0027] Among them, vehicle 100 includes gasoline vehicles, hybrid vehicles, and pure electric vehicles; perception system 101 may include onboard navigation or onboard sensors such as cameras and lidar; energy management system 102 may include a power battery, vehicle control unit (VCU), power control unit (PCU), and battery management system (BMS). Meanwhile, as... Figure 1 The application scenario shown is merely an example; those skilled in the art can apply this application to other applicable scenarios based on actual needs. Figure 1 The application scenarios shown should not be construed as limiting this application.

[0028] However, the format of navigation data acquired by in-vehicle navigation systems is usually not in line with the vehicle's internal data transmission standards, which makes it difficult to combine in-vehicle navigation with predictive energy management in related technologies, resulting in a poor user experience.

[0029] In view of this, embodiments of this application provide a data format conversion method, which helps to solve the problem of the inability to effectively integrate with vehicle navigation for predictive energy management. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0030] See Figure 2 This is a flowchart illustrating a data format conversion method provided in an embodiment of this application, which can be applied to in-vehicle navigation systems, such as... Figure 2 As shown, the method specifically includes the following steps.

[0031] S201: Obtain the raw navigation data for the path.

[0032] In this embodiment, the format of the raw navigation data is typically incompatible with the data transmission standard between the in-vehicle navigation system and the energy management system. Raw navigation data for a route can be obtained in various ways. For example, the in-vehicle navigation module can communicate with a cloud map data server of an external navigation application. The raw navigation data can come from a map data package pre-downloaded to the vehicle, or it can be navigation data received in real-time from the cloud map server.

[0033] Furthermore, raw navigation data typically includes raw road data and raw traffic dynamics data. Raw road data can be used to describe road information of the route, including but not limited to road length, road type, and road gradient. Raw traffic dynamics data can be used to describe traffic status information on the route, including congestion information, traffic light information, and traffic control information.

[0034] Optionally, the original traffic road data in the original navigation data can be obtained all at once after the route is determined, while the original traffic dynamic data can be obtained independently during the vehicle's journey.

[0035] In some possible implementations, the system receives the raw navigation data in response to the user's navigation route confirmation action. This confirmation action can be understood as the user selecting a navigation route from at least one recommended option after inputting their starting and ending points in the in-vehicle navigation system's interface.

[0036] In response to the user's confirmation of the navigation route, the in-vehicle navigation system can obtain the raw navigation data based on the navigation route determined by the user and the map data package pre-downloaded to the vehicle. The in-vehicle navigation system can also communicate with the cloud map server to receive the raw navigation data of the navigation route sent by the cloud map server.

[0037] In some possible implementations, if it is determined that the vehicle is in commuting mode, the original navigation data of the preset commuting route corresponding to the commuting mode is obtained. In this embodiment, the in-vehicle navigation system can determine whether the vehicle is in commuting mode. For example, it can determine whether the vehicle is in commuting mode based on pre-stored user commuting-related configuration information. This user commuting-related configuration information may include preset commuting time periods, preset commuting start and end points, historical driving routes, etc. If it is determined that the vehicle is in commuting mode, the original navigation data of the preset commuting route corresponding to the commuting mode can be actively obtained without requiring user confirmation or other user operations based on the navigation route.

[0038] Understandably, this allows for the proactive or reactive acquisition of the original navigation data for the corresponding path and subsequent actions, accurately reflecting the navigation path determined by the user, or reducing user interaction and improving the user experience.

[0039] S202: Process the raw navigation data using preset format conversion rules to obtain standard navigation data.

[0040] The format of the standard navigation data matches the data transmission standard between the vehicle navigation system and the energy management system.

[0041] In this embodiment, the preset format conversion rule typically refers to a set of mapping relationships used to convert raw navigation data into data that conforms to the vehicle's internal data transmission standards. Standard navigation data refers to data whose format matches the data transmission standards between the in-vehicle navigation system and the energy management system after processing the raw navigation data using the preset format conversion rule. In this way, the energy management system can receive standard navigation data and perform predictive energy management based on it.

[0042] Specifically, preset format conversion rules can be stored in the vehicle navigation system as a rule base. The vehicle navigation system calls this rule base to convert raw navigation data into standard navigation data. This may include operations such as data parsing, data conversion, and data encoding rearrangement of the raw navigation data to ensure that the format of the output data matches the data transmission standard between the vehicle navigation system and the energy management system.

[0043] For example, the in-vehicle navigation system and the energy management system can communicate via a Controller Area Network (CAN). The raw navigation data acquired by the in-vehicle navigation system is processed using preset format conversion rules, and the output standard navigation data matches the data transmission standard of CAN bus communication.

[0044] In some possible implementations, the raw navigation data includes raw road traffic data and raw traffic dynamics data. See also Figure 3 This is a flowchart illustrating another data format conversion method provided in an embodiment of this application, as shown below. Figure 3 As shown, in Figure 2 Based on the method shown, step S202 specifically includes the following steps.

[0045] S2021: The original traffic road data is processed using the first format conversion rule to obtain standard traffic road data.

[0046] In this embodiment, the first format conversion rule can be a set of mapping rules specifically set for the original traffic road data within a preset format conversion rule set. The original traffic road data may include parameters describing path information such as road length, road type, and road slope. By processing the original traffic road data using the first format conversion rule, the original traffic road data can be converted into standard traffic road data. The format of the standard traffic road data matches the data transmission standard between the vehicle navigation system and the energy management system. In this way, the energy management system can receive the standard traffic road data and perform predictive energy management based on it.

[0047] In some possible implementations, the path is split into at least one sub-path according to at least one classification rule; the original traffic road data of at least one sub-path is processed using a first format transformation sub-rule to obtain standard traffic road data of at least one sub-path.

[0048] Among them, at least one classification rule includes at least one of the classification rules determined based on slope, curvature, road grade, whether it is a tunnel, and speed limit, and the standard traffic road data of the sub-path includes the location, length, classification type, and road characteristics of the sub-path starting point.

[0049] In this embodiment of the application, a complete path can be divided into several sub-paths with specific attributes according to one or more classification rules. The classification rules are usually set based on the physical characteristics or traffic attributes of the road, and may include at least one of the rules such as slope, curvature, road grade, whether it is a tunnel or speed limit.

[0050] Furthermore, the in-vehicle navigation system can perform data format conversion on the obtained sub-paths. A first format conversion sub-rule can be used to process the original traffic road data of the sub-path to obtain standard traffic road data for the sub-path. This standard traffic road data typically includes road features such as the location of the sub-path's starting point, the length of the sub-path, and its classification type. The first format conversion sub-rule can be the conversion logic set for the sub-path data within the first format conversion rule.

[0051] For example, based on speed limits, the original path can be divided into four interconnected sub-paths A1-A4, with speed limits of 80 km / h, 100 km / h, 50 km / h, and 100 km / h for each sub-path. Furthermore, based on whether it is a tunnel, the original path can be divided into three interconnected sub-paths B1-B3, where sub-paths B1 and B3 are not tunnels, and sub-path B2 is a tunnel. Sub-path B1 corresponds to sub-paths A1-A2, sub-path B2 corresponds to sub-path A3, and sub-path B3 corresponds to sub-path A4. Then, the original traffic road data of sub-paths A1-A4 and B1-B3 are processed using the first format transformation sub-rule to obtain the standard traffic road data for sub-paths A1-A4 and B1-B3.

[0052] Understandably, this allows for a more accurate reflection of traffic and road information. The energy management system can receive and implement differentiated energy management strategies based on standard traffic and road data for sub-routes. This can improve the accuracy and applicability of predictive energy management under various complex road conditions.

[0053] S2022: The original traffic dynamic data is processed using the second format conversion rules to obtain standard traffic dynamic data.

[0054] In this embodiment, the second format conversion rule can be a set of mapping relationships specifically set for the original traffic dynamic data within a preset format conversion rule. The original traffic dynamic data may include parameters describing traffic flow status, such as congestion information, traffic light information, and traffic control information. By processing the original traffic dynamic data through the second format conversion rule, it can be converted into standard traffic dynamic data. The format of the standard traffic dynamic data matches the data transmission standard between the vehicle navigation system and the energy management system. In this way, the energy management system can receive the standard traffic dynamic data and perform predictive energy management based on the standard traffic road data.

[0055] In some possible implementations, the data content type corresponding to the original traffic dynamic data is determined, as well as the second format conversion sub-rule corresponding to the data content type; the original traffic dynamic data is processed using the corresponding second format conversion sub-rule to obtain standard traffic dynamic data.

[0056] Understandably, raw traffic status information can be categorized based on data content type. For example, this could include data content types describing traffic light status, traffic congestion, and traffic control measures. Optionally, the in-vehicle navigation system can determine the data content type based on the receiving interface of the raw traffic dynamic data. Different data sources or interfaces often correspond to different data content types of raw traffic dynamic data.

[0057] Furthermore, the second format conversion sub-rule corresponding to the data content type typically refers to the data mapping logic determined for different categories of traffic dynamic data. After determining the data content type and its corresponding second format conversion sub-rule, the in-vehicle navigation system calls the sub-rule to process the original traffic dynamic data to obtain standard traffic dynamic data that conforms to the vehicle's internal data transmission standards.

[0058] This allows for matching the corresponding second-format conversion sub-rules based on the data content type, enabling appropriate format conversion processing for different types of traffic dynamic data. This reduces data byte waste caused by standardized formats, and precision loss and transmission failures due to insufficient data length. It improves the effectiveness of data transmission, ensuring that the energy management system obtains high-quality forward-looking information.

[0059] Understandably, separate first and second format conversion rules can be designed for different data types. Setting separate first and second format conversion rules allows for configuring appropriate data bit widths based on data characteristics. This reduces data byte waste caused by a uniform format, and precision loss and transmission failures due to insufficient data length. Therefore, categorized processing can balance data transmission efficiency and accuracy; simultaneously, it improves the maintainability of format conversion. When the format of a certain type of data changes, only the corresponding format conversion rules need to be updated, without modifying the overall rules, thus reducing system maintenance costs.

[0060] S203: Send standard navigation data to the energy management system.

[0061] The energy management system is used for predictive energy management based on standard navigation data. In this embodiment, the energy management system is communicatively connected to the vehicle navigation system. After processing the original traffic road data using a first format conversion rule to obtain standard traffic road data, the vehicle navigation system can send the standard navigation data to the energy management system.

[0062] Optionally, according to preset encapsulation rules, the standard navigation data is encapsulated into at least one standard navigation data packet; and at least one standard navigation data packet is sent to the energy management system.

[0063] In some possible implementations, standard traffic dynamic data of at least one data content type is encapsulated into a standard traffic dynamic data packet according to a first preset encapsulation rule; and the standard traffic dynamic data packet is sent to the energy management system.

[0064] In this embodiment, a standard traffic dynamic data packet typically refers to a data carrier used to carry traffic dynamic information between an in-vehicle navigation system and an energy management system. The relevant parameters of the standard traffic dynamic data packet are usually determined based on the data transmission standards between the in-vehicle navigation system and the energy management system. These parameters typically include the maximum payload length of the data packet, the data frame identifier, and the order of signals within the data packet.

[0065] Optionally, the obtained standard traffic dynamics data (and standard traffic road data) is typically the service data within a standard traffic dynamics data packet. A standard traffic dynamics data packet not only contains this service data but also other components required to meet communication protocol requirements, such as data frame identifiers, data length codes, checksums, and protocol headers. The encapsulation process involves filling the service data into the data payload area of ​​the data packet and configuring the corresponding protocol header information to ensure that the data can be correctly routed and parsed.

[0066] In some possible implementations, the vehicle navigation system and the energy management system communicate via a CAN bus, in which case standard traffic dynamic data packets can be CAN message frames. The vehicle navigation system configures the message frames according to the CAN bus protocol specification and fills them with standard traffic dynamic data to generate complete CAN message frames.

[0067] Furthermore, the in-vehicle navigation system can send standard navigation data packets to the energy management module according to a preset transmission cycle, such as 100 milliseconds, cyclically sending standard traffic dynamic data packets. Of course, the cycle can be longer or shorter. Simultaneously, different transmission cycles can be set for different types of data; for example, a shorter transmission cycle can be used for traffic dynamic data with high real-time requirements, while a longer transmission cycle can be used for traffic road data with slower changes, in order to optimize bus bandwidth utilization.

[0068] Understandably, different data content types can be filtered, and standard traffic dynamic data of at least one data content type can be combined and arranged to encapsulate them into standard traffic dynamic data packets. Pre-defined encapsulation rules can rationally utilize data packet space based on the characteristics of the data content type, thereby ensuring the stability and efficiency of data transmission. This encapsulation method reduces the possibility of data overflow due to overload or waste of transmission resources due to underload in a single data packet, and is beneficial for adapting to the bandwidth limitations stipulated by data transmission protocols.

[0069] See Figure 4 This is a schematic diagram illustrating the structure of an exemplary standard navigation data provided in an embodiment of this application, such as... Figure 4 As shown, the second standard navigation data packet M2, the third standard navigation data packet M3, and the fourth standard navigation data packet M4 are three different standard traffic dynamic data packets.

[0070] For example, the second standard navigation data packet M2 may include standard traffic dynamic data of three data content types: green wave speed type, charging information, and traffic light status.

[0071] Green wave speed refers to the prescribed speed maintained by vehicles during the traffic light cycles at multiple intersections within a coordinated road segment. By setting a time difference in the green light start between intersections, traffic flow can pass through multiple intersections continuously to reduce stopping and waiting. Green wave speed can be described by an upper and lower speed limit. Therefore, the second standard navigation data packet M2 can include a green wave speed upper limit field (9 bits in length) and a green wave speed lower limit field (9 bits in length).

[0072] Of course, according to the preset encapsulation rules, other standard navigation data can also be encapsulated into the corresponding standard navigation data packet. For example, the second standard navigation data packet M2 can also include a remaining driving time field with a signal length of 10 bits.

[0073] Furthermore, the second standard navigation data packet M2 may also include standard traffic dynamic data of the charging information type. If a charging station is a waypoint in the user's determined navigation route, this type of standard traffic dynamic data can be used to describe information related to the charging station. For example, the charging station distance field can be used to indicate the distance between the charging station and the vehicle, with a signal length of 13 bits (unit: 100m; an invalid value of 8191 is sent when there is no charging demand); the charging request flag field has a signal length of 1 bit (set to 1 if the vehicle has a charging demand, and set to zero otherwise).

[0074] The second standard navigation data packet M2 may also include standard traffic dynamic data of the first traffic light status type. The first traffic light is typically a traffic light corresponding to the path; specifically, it includes a first traffic light location field (signal length 10 bits), a first traffic light status field (signal length 2 bits), and a first traffic light remaining time field.

[0075] Optionally, the second standard navigation data packet M2 may also include a 2-bit signal for indicating the data packet cycle count field.

[0076] The third standard navigation data package M3 can include standard traffic dynamic data in two data content types: traffic lights and traffic congestion.

[0077] The second traffic light location field has a signal length of 11 bits and can be used to describe the distance between the second traffic light and the first traffic light; the second traffic light status field has a signal length of 2 bits; and the second traffic light remaining time field has a signal length of 8 bits.

[0078] The first traffic congestion location field, with a signal length of 10 bits, describes the distance from the starting point of the first traffic congestion to the vehicle; the first traffic congestion severity field, with a signal length of 2 bits, indicates the degree of congestion; the first traffic congestion length field, with a signal length of 10 bits, indicates the length of the first traffic congestion, such as the total length or remaining length of the first traffic congestion; the first traffic congestion estimated transit time field, with a signal length of 8 bits, indicates the estimated transit time of the first traffic congestion; and the second standard navigation data packet M2's cycle count field, with a signal length of 2 bits.

[0079] For example, the fourth standard navigation data packet M4 may include standard traffic dynamic data of the same data content type as the second traffic congestion and the third traffic congestion. The signal content in the fourth standard navigation data packet M4 is similar to that in the third standard navigation data packet M3, and will not be described again here for the sake of brevity.

[0080] In some possible implementations, at least one segment of standard traffic road data is encapsulated into at least one standard traffic road data packet according to a second preset encapsulation rule; and at least one standard traffic road data packet is sent to the energy management system.

[0081] As mentioned earlier, standard traffic road data for sub-paths can include the location, length, classification type, and road characteristics of the sub-path's starting point. The original path can be divided into sub-paths with varying degrees of precision to determine accurate traffic road information using an appropriate data volume.

[0082] See Figure 4 The fifth standard navigation data packet M5 and the sixth standard navigation data packet M6 are two different standard traffic road data packets. The accuracy of the fifth standard navigation data packet M5 is 10m, and the accuracy of the sixth standard navigation data packet M6 is 100m.

[0083] The sub-path start position (10m) field can be used to indicate the position of the sub-path start point (the endpoint closest to the vehicle) (in 10m), with a signal length of 13 bits; the historical road feature field can be used to indicate the road features before the sub-path (e.g., road curvature, road grade, or speed limit, etc., corresponding to the current classification), with a signal length of 10 bits; the sub-path road feature field can be used to indicate the road features of the current sub-path; the sub-path length field can be used to describe the length of the sub-path (in 10m), with a signal length of 10 bits; the sub-path type field can be used to indicate the classification type of the sub-path, with a signal length of 5 bits; the historical information update flag bit has a signal length of 1 bit, which is set to 1 if the sub-path information is updated; and the cycle count field of the fifth standard navigation data packet M5 has a signal length of 2 bits.

[0084] The sixth standard navigation data packet M6 is similar to the fifth standard navigation data packet M5, and will not be described in detail here for the sake of brevity.

[0085] Of course, other standard navigation data can also be encapsulated into standard navigation data packets according to preset encapsulation rules. See also Figure 4 The first standard navigation data packet M1 is a standard navigation data packet used to describe the vehicle status.

[0086] For example, the first standard navigation data packet M1 may include: a vehicle distance traveled field, used to describe the distance traveled by the vehicle (in units of 10m), with a signal length of 13 bits; a vehicle current speed field, which can be used to indicate the current speed of the vehicle, with a signal length of 9 bits; a route update flag field, with a signal length of 1 bit, which is set to 1, for example, when the user deviates from the route or enters an alternative route; a navigation mode flag field, with a signal length of 1 bit, which is set to 1 if the vehicle is in navigation mode, and set to zero otherwise; a total path length, with a signal length of 10 bits; a commuting mode flag field, with a signal length of 1 bit, which is set to 1 if it is determined that the vehicle is in commuting mode; and a cycle count field of the first standard navigation data packet M1, with a signal length of 2 bits.

[0087] Corresponding to the above embodiments, this application also provides an in-vehicle navigation system. See also Figure 5 This is a schematic diagram of the structure of an in-vehicle navigation system provided in an embodiment of this application, as shown below. Figure 5 As shown, the vehicle navigation system 500 includes a first controller 501; the first controller 501 is configured to perform the method described in any one of the method embodiments.

[0088] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0089] Corresponding to the above embodiments, this application also provides an energy management method. See also Figure 6 This is a flowchart illustrating an energy management method provided in an embodiment of this application, which can be applied to energy management systems, such as... Figure 6 As shown, the method specifically includes the following steps.

[0090] S601: Receives standard navigation data sent by the vehicle navigation system.

[0091] In this embodiment, the energy management system is communicatively connected to the vehicle navigation system, so that the energy management system can receive standard navigation data sent by the vehicle navigation system.

[0092] In some possible implementations, the energy management system receives standard traffic road data packets and / or standard traffic dynamic data packets sent by the vehicle navigation system.

[0093] S602: Predictive energy management based on standard navigation data.

[0094] Corresponding to the above embodiments, this application also provides an energy management system. See also Figure 7 This is a schematic diagram of the structure of an energy management system provided in an embodiment of this application, as shown below. Figure 7As shown, the energy management system 700 includes a second controller 701; the second controller 701 is configured to perform the method described in the method embodiment.

[0095] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0096] Corresponding to the above embodiments, this application also provides a vehicle, see [link to previous embodiment]. Figure 8 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Figure 8 As shown, the vehicle 800 includes an in-vehicle navigation system 500 and an energy management system 700; the in-vehicle navigation system 500 is the in-vehicle navigation system described in the embodiment of the in-vehicle navigation system; the energy management system 700 is the energy management system described in the embodiment of the energy management system.

[0097] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0098] Corresponding to the above embodiments, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium may store a program, and when the program runs, it can control the device where the computer-readable storage medium is located to execute some or all of the steps in the above method embodiments. In specific implementation, the computer-readable storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0099] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0100] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0101] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0102] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the above-described apparatus, controller, and computer storage medium can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0103] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0104] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A data format conversion method, characterized in that, Applied to in-vehicle navigation systems, the method includes: Obtain the raw navigation data for the path; The original navigation data is processed using preset format conversion rules to obtain standard navigation data, the format of which matches the data transmission standard between the vehicle navigation system and the energy management system. The standard navigation data is sent to the energy management system, which performs predictive energy management based on the standard navigation data.

2. The method according to claim 1, characterized in that, The raw navigation data includes raw road data and raw traffic dynamic data. The process of processing the raw navigation data using preset format conversion rules to obtain standard navigation data includes: The original traffic road data is processed using the first format conversion rule to obtain standard traffic road data; The original traffic dynamic data is processed using the second format conversion rules to obtain standard traffic dynamic data.

3. The method according to claim 2, characterized in that, The process of processing the original traffic dynamic data using the second format conversion rule to obtain standard traffic dynamic data includes: Determine the data content type corresponding to the original traffic dynamic data, and the second format conversion sub-rule corresponding to the data content type; The original traffic dynamic data is processed using the corresponding second format conversion sub-rule to obtain standard traffic dynamic data.

4. The method according to claim 2, characterized in that, The process of processing the original traffic road data using the first format conversion rule to obtain standard traffic road data includes: The path is split into at least one sub-path according to at least one classification rule; The original traffic road data of the at least one sub-path is processed using the first format conversion sub-rule to obtain the standard traffic road data of the at least one sub-path.

5. The method according to claim 1, characterized in that, Sending the standard navigation data to the energy management system includes: According to preset encapsulation rules, the standard navigation data is encapsulated into at least one standard navigation data packet; Send at least one standard navigation data packet to the energy management system.

6. The method according to claim 1, characterized in that, The original navigation data for obtaining the path includes: In response to the user's navigation path confirmation operation, receive the original navigation data of the navigation path; or If the vehicle is determined to be in commuting mode, the original navigation data of the preset commuting route corresponding to the commuting mode is obtained.

7. A vehicle navigation system, characterized in that, include: A first controller is configured to perform the method according to any one of claims 1 to 6.

8. An energy management method, characterized in that, Applied to an energy management system, the method includes: Receive standard navigation data sent by the vehicle navigation system; Predictive energy management is performed based on the standard navigation data.

9. An energy management system, characterized in that, include: A second controller is configured to perform the method of claim 8.

10. A vehicle, characterized in that, The vehicles include: The vehicle navigation system of claim 7 and the energy management system of claim 9.

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