Energy transmission method and apparatus, vehicle, and storage medium

Abstract

The application discloses an energy transmission method and device, a vehicle and a storage medium. The method comprises the following steps: acquiring road information of a driving road where a first vehicle is located and a historical energy consumption amount of a second vehicle; determining a target energy consumption amount of the second vehicle based on the historical energy consumption amount; determining whether the second vehicle has an energy transmission demand based on the road information and the target energy consumption amount; and controlling the first vehicle to perform energy transmission on the second vehicle in the case that the second vehicle has the energy transmission demand. The application solves the technical problem of low flexibility of energy transmission of a vehicle in the related art.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and more specifically, to an energy transmission method, apparatus, vehicle, and storage medium. Background Technology

[0002] In the logistics and transportation sector, pure electric vehicles are gradually becoming the mainstream choice due to their advantages such as environmental friendliness, low noise, and reduced reliance on fossil fuels. However, the limited driving range of pure electric vehicles and the lack of charging infrastructure, especially in long-distance transportation where current charging methods are inflexible, result in relatively low driving ranges.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The present invention provides an energy transfer method, apparatus, vehicle, and storage medium to at least solve the technical problem of low flexibility in energy transfer for vehicles in related technologies.

[0005] According to one aspect of the present invention, an energy transfer method is provided, comprising: acquiring road information of a road in which a first vehicle is traveling, and historical energy consumption of a second vehicle, wherein the first vehicle is used to replenish the energy of the second vehicle, and the historical energy consumption is used to characterize the energy consumption of the second vehicle within a historical time period; determining a target energy consumption of the second vehicle based on the historical energy consumption, wherein the target energy consumption is used to characterize the energy consumption of the second vehicle within a future time period; determining whether the second vehicle generates an energy transfer demand based on the road information and the target energy consumption, wherein the energy transfer demand is used to characterize the demand for energy transfer from the first vehicle to the second vehicle; and controlling the first vehicle to transfer energy to the second vehicle if the second vehicle generates an energy transfer demand.

[0006] Furthermore, based on road information and target energy consumption, it is determined whether the second vehicle generates energy transmission demand, including: identifying the driving road based on road information to obtain the road type of the driving road; and determining that the second vehicle generates energy transmission demand if the road type is a preset type and the target energy consumption is greater than a preset energy consumption threshold.

[0007] Furthermore, the road information includes location information and road features. The location information describes the vehicle positions of the first and second vehicles, and the road features describe the attributes of the road. Based on the road information, the road is identified to obtain the road type, including: determining the location association result based on the location information and the target location interval, wherein the second vehicle performs automatic loading and unloading tasks within the target location interval, and the location association result is used to characterize whether the vehicle positions of the first and second vehicles are both within the target location interval; comparing the road features with the target road features to obtain the feature comparison result, wherein the target road features characterize the features of a preset type of road, and the feature comparison result characterizes the similarity between the road features and the target road features; and determining the road type based on the location association result and the feature comparison result.

[0008] Furthermore, based on the location association results and feature comparison results, the road type of the driving road is determined, including: if the vehicle positions of the first vehicle and the second vehicle are both within the target location range, and the similarity between the road features and the target road features is greater than the similarity threshold, the road type is determined to be a preset type; if the vehicle positions of the first vehicle or the second vehicle are not within the target location range, or the similarity between the road features and the target road features is less than or equal to the similarity threshold, the road type is determined to be not a preset type.

[0009] Furthermore, based on historical energy consumption, the target energy consumption of the second vehicle is determined, including: analyzing historical energy consumption to obtain the battery state of charge and energy consumption rate of the second vehicle; inputting the battery state of charge and energy consumption rate into the energy consumption prediction model, and using the energy consumption prediction model to predict the energy consumption of the second vehicle in the future time period to obtain the target energy consumption.

[0010] Furthermore, the first vehicle is equipped with an energy transmission system, and the second vehicle is equipped with an energy receiving system. The energy receiving system is connected to the energy transmission system through an energy transmission interface. Controlling the first vehicle to transmit energy to the second vehicle includes: acquiring the energy receiving parameters of the second vehicle; determining the energy transmission parameters of the first vehicle based on the energy receiving parameters; and controlling the energy transmission system to transmit energy to the energy receiving system through the energy transmission interface based on the energy transmission parameters, so as to control the first vehicle to transmit energy to the second vehicle.

[0011] Furthermore, the method also includes: monitoring the remaining energy of the first vehicle and the reserve energy of the second vehicle during the energy transfer process; and controlling the first vehicle to stop transferring energy to the second vehicle when the remaining energy is less than the remaining energy threshold or the reserve energy is greater than the reserve energy threshold.

[0012] According to another aspect of the present invention, an energy transfer device is also provided, comprising: a first acquisition module, configured to acquire road information of the road on which a first vehicle is traveling, and historical energy consumption of a second vehicle, wherein the first vehicle is used to replenish the energy of the second vehicle, and the historical energy consumption is used to characterize the energy consumption of the second vehicle within a historical time period; an energy consumption determination module, configured to determine a target energy consumption of the second vehicle based on the historical energy consumption, wherein the target energy consumption is used to characterize the energy consumption of the second vehicle within a future time period; a state determination module, configured to determine whether the second vehicle generates an energy transfer demand based on the road information and the target energy consumption, wherein the energy transfer demand is used to characterize the demand for energy transfer from the first vehicle to the second vehicle; and a first control module, configured to control the first vehicle to perform energy transfer to the second vehicle when the second vehicle generates an energy transfer demand.

[0013] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0014] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0015] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0016] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0017] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0018] In this embodiment of the invention, the method involves acquiring road information of the road where the first vehicle is traveling and the historical energy consumption of the second vehicle; determining the target energy consumption of the second vehicle based on the historical energy consumption; determining whether the second vehicle has an energy transfer requirement based on the road information and the target energy consumption; and controlling the first vehicle to transfer energy to the second vehicle when the second vehicle has an energy transfer requirement. By combining the road information and the historical energy consumption of the second vehicle, the energy consumption of the second vehicle in the future time period is judged to obtain the target energy consumption. Based on the target energy consumption, it can be further judged whether the second vehicle will have an energy transfer requirement in the future time period due to insufficient energy. This ensures that when the second vehicle has an energy transfer requirement, the first vehicle can be controlled to transfer energy to the second vehicle in a timely manner. This achieves the goal of flexibly deciding whether to start energy transfer to the second vehicle based on the road information and the energy consumption of the second vehicle, thereby improving the technical effect of improving the flexibility of energy transfer for vehicles and solving the technical problem of low flexibility of energy transfer for vehicles in related technologies. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0020] Figure 1 This is a flowchart of an energy transfer method according to an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram of an energy transmission device according to an embodiment of the present invention. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] According to an embodiment of the present invention, an embodiment of an energy transfer method 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.

[0025] Figure 1 This is a flowchart of an energy transfer method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0026] Step S102: Obtain road information of the road where the first vehicle is traveling, and the historical energy consumption of the second vehicle. The first vehicle is used to replenish the energy of the second vehicle, and the historical energy consumption is used to characterize the energy consumption of the second vehicle within a historical time period.

[0027] The aforementioned first vehicle can be a vehicle equipped with a conventional internal combustion engine or a range extender and battery pack, capable of providing energy support to the second vehicle under different conditions, especially charging or supplying power to the second vehicle when its energy is insufficient, thereby increasing the driving range of the entire vehicle system. For example, the aforementioned first vehicle can be a range-extended main unit in a semi-trailer, or a mobile charging vehicle, etc., but is not limited to these.

[0028] The aforementioned road information can refer to detailed data on the road segment on which the first vehicle is currently traveling. For example, this road information may include at least one or more of the following: road type, road conditions, traffic conditions, weather conditions, speed limits, etc., but is not limited to these. This road information is crucial for improving the effectiveness of energy management strategies.

[0029] The second vehicle can be a vehicle that relies on a battery as its power source and is not equipped with an internal combustion engine or a range extender. The second vehicle can receive energy replenishment from the first vehicle to extend its driving range. For example, if the first vehicle is the tractor unit in a semi-trailer, the second vehicle can be the trailer unit in the semi-trailer, but it is not limited to this.

[0030] The aforementioned historical energy consumption data can be the actual energy consumption data of the second vehicle during the period prior to the current moment. For example, the historical energy consumption data may include at least one or more of the following: energy consumption rate, the relationship between driving distance and energy consumption, etc., but is not limited to these. The aforementioned historical energy consumption data helps to analyze the energy efficiency of the second vehicle under different conditions, providing a basis for predicting future energy consumption and formulating energy replenishment strategies.

[0031] In one optional embodiment, if the first vehicle can directly drive the second vehicle while it is in motion, the second vehicle's energy consumption is low, and there is no need to transfer energy to the second vehicle. However, on roads of a preset type, the second vehicle needs to complete automatic loading and unloading operations independently. This process continuously consumes the second vehicle's own energy. When the second vehicle's own energy is low, the first vehicle needs to replenish the second vehicle's energy in a timely manner to maintain the second vehicle's efficient operation. Based on this, the first vehicle does not need to transfer energy to the second vehicle on all roads, but only on roads of a preset type when the second vehicle's own energy is insufficient. Therefore, the energy transfer control system (hereinafter referred to as the control system) needs to determine the type of road where the first vehicle is located and the energy consumption of the second vehicle. To improve the accuracy of this determination process and avoid unnecessary energy waste caused by energy transfer, the control system can first obtain complete road information of the road where the first vehicle is traveling, as the basis for road type determination. At the same time, the control system can also obtain the historical energy consumption of the second vehicle, thereby accurately predicting the future energy consumption of the second vehicle based on the above historical energy consumption.

[0032] For example, the first vehicle mentioned above can be the tractor unit in a semi-trailer, and the second vehicle mentioned above can be the trailer unit in a semi-trailer. The tractor unit can obtain the aforementioned road information using an onboard navigation system or high-precision map services. Specifically, the tractor unit can determine the real-time location and road information of the tractor unit and trailer by using devices such as the Global Positioning System (GPS), Inertial Navigation System (INS), visual sensors, and radar. Simultaneously, the control system can also collect the trailer's energy consumption data up to the current moment through the trailer's battery management system or other energy management units, thereby constructing the aforementioned historical energy consumption data.

[0033] Step S104: Based on historical energy consumption, determine the target energy consumption of the second vehicle, wherein the target energy consumption is used to characterize the energy consumption of the second vehicle in a future time period.

[0034] The aforementioned target energy consumption can refer to the total amount of energy that the second vehicle is expected to consume in the future time period, calculated based on the aforementioned historical energy consumption, current driving conditions, and possible driving behavior predictions.

[0035] The aforementioned future time period can refer to a specific period of time, starting from the current moment, during which the second vehicle plans to consume energy. This future time period could be the next minute, the next hour, or even longer, depending on the predictive capabilities of the vehicle control system and the needs of the actual application scenario. In the case of a range-extended electric vehicle combined with a pure electric trailer, the selection of the future time period will affect the formulation and execution of the power transmission strategy, ensuring high energy efficiency while meeting driving requirements.

[0036] In one optional embodiment, by predicting the energy consumption of the second vehicle in future time periods, the control system can accurately infer when the second vehicle will deplete its own energy to a low level. This allows for advance energy replenishment, avoiding the need to wait until the second vehicle's energy is already low before taking replenishment measures, thus ensuring the high-efficiency operation of the second vehicle. Therefore, based on the aforementioned historical energy consumption, the control system can analyze the energy consumption rate of the second vehicle over historical time periods and calculate the energy consumption of the second vehicle in future time periods based on this rate, thereby constructing the aforementioned target energy consumption to guide the control system in timely adjustments to the energy transfer strategy.

[0037] For example, the control system can use statistical analysis methods to process collected historical energy consumption data, identify key factors affecting energy consumption, and then use machine learning algorithms such as linear regression, support vector machines, and neural networks to train an energy consumption prediction model. In actual use, the control system can input the aforementioned key factors affecting energy consumption into the energy consumption prediction model, which can output the predicted energy consumption of the second vehicle in a future time period, thereby obtaining the target energy consumption.

[0038] For example, the control system can create multiple energy consumption scenario models based on the operating environment of the second vehicle. Each scenario model can calculate an energy consumption level based on the same or similar conditions as the historical energy consumption mentioned above. The control system can select a more relevant scenario model based on the conditions that the second vehicle will face, and thus determine the energy consumption level corresponding to the scenario model as the target energy consumption.

[0039] Step S106: Based on road information and target energy consumption, determine whether the second vehicle generates energy transmission demand, wherein the energy transmission demand is used to characterize the demand for energy transmission from the first vehicle to the second vehicle.

[0040] The aforementioned energy transfer demand refers to the need for the second vehicle to receive energy from the first vehicle to meet the requirements for continued operation or to reach a predetermined energy consumption level, given the current energy state and expected energy consumption. When the predicted energy consumption exceeds the second vehicle's own energy reserves, and the second vehicle meets the energy transfer conditions, the aforementioned energy transfer demand is generated, thereby triggering the first vehicle to replenish energy to the second vehicle.

[0041] In one optional embodiment, to ensure that the first vehicle only transfers energy to the second vehicle when necessary, thereby avoiding energy waste, the control system can determine whether the second vehicle has an energy transfer requirement based on the aforementioned road information and target energy consumption. If the aforementioned road information meets preset conditions, and the aforementioned target energy consumption indicates that the second vehicle's energy consumption in the future will result in the second vehicle being in a low-energy state, then the second vehicle can generate the aforementioned energy transfer requirement, that is, a requirement for the first vehicle to transfer energy to the second vehicle. If the aforementioned road information does not meet preset conditions, or the aforementioned target energy consumption indicates that the second vehicle will not experience a low-energy situation in the future, then the second vehicle will not generate the aforementioned energy transfer requirement.

[0042] For example, the trailer (i.e., the second vehicle mentioned above) will detach from the tractor (i.e., the first vehicle mentioned above) on a designated road within the logistics park to perform automated loading and unloading tasks powered by its own electricity. In this case, if the road information indicates that the current road is a designated road within the logistics park, and the trailer's target energy consumption indicates that the trailer will be in a low-battery state in the future, the trailer can send an energy transfer request to the tractor via wireless communication technology. If the road information indicates that the current road is only a regular highway, or that although the current road is within the logistics park, it is not a designated road, or the trailer's target energy consumption indicates that the trailer's remaining battery power is sufficient to support the trailer in completing the entire automated loading and unloading task, then the trailer does not require the tractor to replenish its power, and therefore, the trailer will not generate the aforementioned energy transfer request.

[0043] Step S108: When the second vehicle generates an energy transfer requirement, control the first vehicle to transfer energy to the second vehicle.

[0044] In one optional embodiment, considering that when the second vehicle generates an energy transfer request, it indicates that the second vehicle will be in a low energy level in the future, timely control of the first vehicle to transfer energy to the second vehicle can replenish the energy of the second vehicle in advance. This avoids having to take energy replenishment measures only when the second vehicle is at a low energy level, thus ensuring the safety and stability of the second vehicle when performing automatic operations. Therefore, when the second vehicle generates an energy transfer request, the control system can respond to the energy transfer request in a timely manner, thereby controlling the first vehicle to transfer energy to the second vehicle.

[0045] For example, workers can install battery charge sensors and demand recognition sensors on the trailer (i.e., the second vehicle mentioned above) to monitor the trailer's energy status and energy transfer needs in real time. Simultaneously, wireless communication modules can be equipped on both the tractor (i.e., the first vehicle mentioned above) and the trailer to transmit real-time sensor data. The tractor can determine whether to transfer energy to the second vehicle based on the received sensor information. Once energy transfer is decided, the tractor can directly transfer power to the trailer via power cables or utilize wireless charging technology, such as electromagnetic induction or resonant methods.

[0046] For example, a cloud platform can be used to monitor the energy transfer requests of all trailers in real time. Once an energy transfer request is detected, the cloud platform can send a remote command to the tractor unit, instructing it when to begin replenishing the power to that trailer. Furthermore, when multiple trailers are present, the cloud platform can coordinate the energy needs of different trailers, achieving a rational allocation of energy to the tractor unit. For instance, the cloud platform can instruct the tractor unit to prioritize supplying power to trailers with relatively low battery levels.

[0047] In this embodiment of the invention, the method involves acquiring road information of the road where the first vehicle is traveling and the historical energy consumption of the second vehicle; determining the target energy consumption of the second vehicle based on the historical energy consumption; determining whether the second vehicle has an energy transfer requirement based on the road information and the target energy consumption; and controlling the first vehicle to transfer energy to the second vehicle when the second vehicle has an energy transfer requirement. By combining the road information and the historical energy consumption of the second vehicle, the energy consumption of the second vehicle in the future time period is judged to obtain the target energy consumption. Based on the target energy consumption, it can be further judged whether the second vehicle will have an energy transfer requirement in the future time period due to insufficient energy. This ensures that when the second vehicle has an energy transfer requirement, the first vehicle can be controlled to transfer energy to the second vehicle in a timely manner. This achieves the goal of flexibly deciding whether to start energy transfer to the second vehicle based on the road information and the energy consumption of the second vehicle, thereby improving the technical effect of improving the flexibility of energy transfer for vehicles and solving the technical problem of low flexibility of energy transfer for vehicles in related technologies.

[0048] Furthermore, based on road information and target energy consumption, it is determined whether the second vehicle generates energy transmission demand, including: identifying the driving road based on road information to obtain the road type of the driving road; and determining that the second vehicle generates energy transmission demand if the road type is a preset type and the target energy consumption is greater than a preset energy consumption threshold.

[0049] The road types mentioned above can be different categories classified according to the characteristics and functions of the roads. For example, the road types mentioned above can include highways, urban roads, rural roads, or internal roads of logistics parks, but are not limited to these. Each road type has unique road condition characteristics, traffic flow, speed limits, and road surface conditions, all of which affect the energy transmission strategies of vehicles.

[0050] The aforementioned preset energy consumption threshold is a key numerical standard set to trigger energy transfer requirements. When the energy consumption of the second vehicle is expected to exceed this preset threshold while traveling on a road of a preset type, the control system will determine that the second vehicle needs additional energy, thereby initiating the energy transfer process from the first vehicle to the second vehicle. The specific value of the aforementioned preset energy consumption threshold will be set based on various factors, such as the trailer's battery capacity, current battery level, driving load, and expected driving distance, but is not limited to these.

[0051] In one optional embodiment, considering that the first vehicle does not need to transfer energy to the second vehicle on all roads, but only on roads of a preset type when the second vehicle's energy consumption is high, unnecessary energy transfer is avoided, resources are saved, and the second vehicle can operate smoothly without energy limitations under high-energy-consumption environments. Therefore, the control system needs to first identify the road the first vehicle is traveling on based on the aforementioned road information to determine the road type. Simultaneously, the control system can analyze the target energy consumption to determine whether it exceeds a preset energy consumption threshold. If the road type is a preset type and the target energy consumption exceeds the preset energy consumption threshold, the control system can consider that the second vehicle needs energy replenishment from the first vehicle, meaning the second vehicle has an energy transfer requirement.

[0052] For example, the aforementioned road information can be captured by visual sensors such as cameras or LiDAR installed at the front of the vehicle. The control system can process the road images or point cloud data contained in the road information using a deep learning model to identify the road type. When the identified road type is the preset type, and the trailer's energy consumption exceeds the energy consumption threshold in a future time period, the control system can determine that the trailer has generated an energy transfer demand.

[0053] Furthermore, the road information includes location information and road features. The location information describes the vehicle positions of the first and second vehicles, and the road features describe the attributes of the road. Based on the road information, the road is identified to obtain the road type, including: determining the location association result based on the location information and the target location interval, wherein the second vehicle performs automatic loading and unloading tasks within the target location interval, and the location association result is used to characterize whether the vehicle positions of the first and second vehicles are both within the target location interval; comparing the road features with the target road features to obtain the feature comparison result, wherein the target road features characterize the features of a preset type of road, and the feature comparison result characterizes the similarity between the road features and the target road features; and determining the road type based on the location association result and the feature comparison result.

[0054] The aforementioned location information can refer to data that can determine the specific geographical locations of the first and second vehicles. For example, this location information can be obtained through satellite navigation systems such as GPS and BeiDou, or through vehicle-mounted sensors, to track the vehicle's location in real time, but it is not limited to these.

[0055] The aforementioned road characteristics can be the physical properties of the road itself and environmental conditions. For example, the aforementioned road characteristics may include at least one or more of the following: pavement material, road width, slope, curvature, traffic signs, markings, road conditions, etc., but are not limited to these.

[0056] The aforementioned target location range can be a defined area or region in geographic space, used to limit or specify the activity location of the second vehicle. In this embodiment, the aforementioned target location range can be a loading and unloading area within a logistics park, where the second vehicle can perform automated loading and unloading tasks.

[0057] The aforementioned location correlation results can determine whether the positions of the first vehicle and the second vehicle are within the aforementioned target location interval. These location correlation results can help the control system determine whether both the first vehicle and the second vehicle are within an area where power transmission is possible, thereby guiding the activation of the energy transmission system.

[0058] The aforementioned automated loading and unloading task refers to the automatic completion of cargo loading and unloading work using devices and intelligent control systems without human intervention.

[0059] The target road features mentioned above can be preset or stored road features of a predefined type, used as a comparison benchmark. When identifying the type of road to travel, the first vehicle can compare the current road features with the target road features to determine whether the road features match the preset type of road features.

[0060] The aforementioned feature comparison results can refer to the analytical conclusions drawn after comparing the actual detected road features with the predefined target road features. These results reflect the similarity or difference between the current driving road of the first vehicle and the road of the preset type.

[0061] In an optional embodiment, considering that if the road type is determined solely based on vehicle location information, even if the first and second vehicles are located in the target area, it is difficult to guarantee that the road type currently occupied by the first and second vehicles meets the preset type for energy transmission conditions. Similarly, if the road type is determined solely based on road features, there may be roads with a high degree of similarity to the preset type in other areas that do not meet the energy transmission conditions, leading to misjudgment by the control system. Therefore, the control system can comprehensively consider both the location information and road features to make a more accurate determination of the road type. Specifically, the control system can first determine the target location range for the second vehicle to perform the automatic loading and unloading task, and can determine whether the positions of the first and second vehicles are both within the target location range based on the location information, thereby constructing the location association result. Subsequently, the control system can compare the road features with the features of the preset type of road, i.e., the target road features, to determine the degree of similarity between the road features and the target road features, thereby constructing the feature comparison result. Finally, the control system can comprehensively consider the location association result and the feature comparison result to determine the road type of the driving road.

[0062] For example, the control system can predefine the latitude and longitude range corresponding to the target location interval based on the geographical boundaries of the logistics park or fixed operating areas (such as automated loading and unloading areas). Subsequently, the control system can use this positioning information to determine whether both the tractor and trailer are located within the target location area. If both the tractor and trailer are within the target location interval, the location association result is true. Otherwise, the location association result is false.

[0063] The control system can also establish a database to store the target road features of different types of roads, such as urban roads, highways, and dedicated roads within logistics parks. Subsequently, the control system can compare the real-time collected road feature data with the target road features in the database, calculating a similarity score using methods such as cosine similarity and Euclidean distance. If the similarity score is higher than a preset threshold, the control system determines the feature comparison result to be true. Otherwise, the control system determines the feature comparison result to be false. Finally, the control system can comprehensively consider the location association results and feature comparison results to determine the road type of the driving route.

[0064] Furthermore, based on the location association results and feature comparison results, the road type of the driving road is determined, including: if the vehicle positions of the first vehicle and the second vehicle are both within the target location range, and the similarity between the road features and the target road features is greater than the similarity threshold, the road type is determined to be a preset type; if the vehicle positions of the first vehicle or the second vehicle are not within the target location range, or the similarity between the road features and the target road features is less than or equal to the similarity threshold, the road type is determined to be not a preset type.

[0065] The aforementioned similarity threshold can be a standard value used to judge the similarity between road features and target road features. When the similarity comparison result between road features and target road features is higher than the aforementioned similarity threshold, the currently driven road and the preset type of road are considered to have sufficient similarity and can be regarded as the same type of road. Conversely, if the aforementioned similarity is lower than or equal to the aforementioned similarity threshold, it is considered that there is a large difference between the road features and the target road features.

[0066] In an optional embodiment, considering the dual constraints of the aforementioned location association results and feature comparison results, the control system can more accurately determine whether the road type is a preset type. Therefore, when both the first and second vehicles are located within the target location range, and the similarity between the road features and the target road features is greater than a similarity threshold, it means that the aforementioned road satisfies both the road location condition for energy transmission and the specific road feature condition for energy transmission. In this case, the control system can determine that the road type is a preset type. Conversely, if the first or second vehicle is not located within the target location range, or the similarity between the road features and the target road features is less than or equal to the similarity threshold, the control system can determine that the road type is not a preset type.

[0067] Furthermore, based on historical energy consumption, the target energy consumption of the second vehicle is determined, including: analyzing historical energy consumption to obtain the battery state of charge and energy consumption rate of the second vehicle; inputting the battery state of charge and energy consumption rate into the energy consumption prediction model, and using the energy consumption prediction model to predict the energy consumption of the second vehicle in the future time period to obtain the target energy consumption.

[0068] The aforementioned battery state of charge can refer to the ratio of the current remaining charge of the battery in the second vehicle to the charge level of the battery when it is fully charged. It is usually expressed as a percentage and is an important parameter for measuring the battery's charge level.

[0069] The aforementioned energy consumption rate may refer to the energy consumed by the second vehicle per unit time.

[0070] The aforementioned energy consumption prediction model can be based on historical energy consumption data of the vehicle, combined with factors such as driving environment and driving behavior, and is established through mathematical methods or machine learning algorithms to estimate the vehicle's energy consumption over a future period. This energy consumption prediction model can help the control system more accurately control the energy transfer from one vehicle to another, avoiding unnecessary energy waste and improving the overall system's energy efficiency.

[0071] In one optional embodiment, considering that analyzing historical energy consumption data can reveal the battery state of charge and energy consumption rate of the second vehicle, thereby predicting future energy consumption, the second vehicle may be affected by road conditions, weather, and other factors during operation. This results in low accuracy in directly calculating the energy consumption of the second vehicle in the future based on the battery state of charge and energy consumption rate. Therefore, the control system can pre-build the aforementioned energy consumption prediction model. This model can use the battery state of charge and energy consumption rate as input, combined with real-time acquired information such as road conditions and weather, to predict the energy consumption of the second vehicle in the future, thereby obtaining a more accurate target energy consumption.

[0072] Furthermore, the first vehicle is equipped with an energy transmission system, and the second vehicle is equipped with an energy receiving system. The energy receiving system is connected to the energy transmission system through an energy transmission interface. Controlling the first vehicle to transmit energy to the second vehicle includes: acquiring the energy receiving parameters of the second vehicle; determining the energy transmission parameters of the first vehicle based on the energy receiving parameters; and controlling the energy transmission system to transmit energy to the energy receiving system through the energy transmission interface based on the energy transmission parameters, so as to control the first vehicle to transmit energy to the second vehicle.

[0073] The aforementioned energy transfer system can be installed on the first vehicle and is responsible for generating and transmitting energy. For example, for a range-extended vehicle, the energy transfer system typically includes a range extender (such as a small generator) that converts fuel (such as gasoline or diesel) into electrical energy, which is then delivered to the second vehicle via electrical wiring and control strategies.

[0074] The energy receiving system described above can be installed on a second vehicle to receive and utilize energy from a first vehicle. The energy receiving system may include an energy storage device (such as a battery), a control unit, and possible conversion equipment to adapt the received energy to the drive system or other electronic systems of the second vehicle.

[0075] The aforementioned energy transmission interface can be a physical and electrical contact point connecting the energy transmission system and the energy receiving system, used to ensure the safe and efficient transmission of energy between the first vehicle and the second vehicle.

[0076] The energy receiving parameters mentioned above can be relevant indicators and conditions of the second vehicle when receiving energy. For example, the energy receiving parameters may include the current battery status (such as remaining charge, temperature, and charging requirements), vehicle load, and driving mode (such as speed and acceleration), but are not limited to these.

[0077] The aforementioned energy transmission parameters can be parameters that the first vehicle needs to adjust during energy transmission, and these parameters can be determined based on the energy receiving parameters provided by the second vehicle. For example, the energy transmission parameters may include at least one or more of the following: the magnitude of the transmitted electrical power, voltage level, current intensity, and safety control thresholds during transmission (such as avoiding overheating and overcharging), but are not limited to these. These energy transmission parameters ensure the efficiency and safety of energy transmission.

[0078] In one optional embodiment, considering that the properties of the energy output by the first vehicle may not be consistent with the properties of the energy required by the second vehicle—for example, the first vehicle may output high-voltage electrical energy, while the second vehicle may need to use low-voltage electrical energy—the energy transmission system described above can be deployed in the first vehicle and the energy receiving system described above can be deployed in the second vehicle to ensure that the electrical energy output by the first vehicle is compatible with the actual usage needs of the second vehicle. The energy transmission system can perform preliminary adjustments to the energy output by the first vehicle based on the energy receiving parameters corresponding to the second vehicle. The energy receiving system can verify the properties of the preliminarily adjusted energy. If the verification results show that the properties of the preliminarily adjusted energy still do not meet the actual needs of the second vehicle, the energy receiving system can further adjust the preliminarily adjusted energy so that it can be converted into energy that can be directly used by the second vehicle. Furthermore, to ensure that the energy transmission system and the energy receiving system can perform energy transmission efficiently, they can be connected through the energy transmission interface, thereby enabling efficient energy transmission from the first vehicle to the second vehicle.

[0079] Furthermore, the method also includes: monitoring the remaining energy of the first vehicle and the reserve energy of the second vehicle during the energy transfer process; and controlling the first vehicle to stop transferring energy to the second vehicle when the remaining energy is less than the remaining energy threshold or the reserve energy is greater than the reserve energy threshold.

[0080] The aforementioned remaining energy can be any energy that the first vehicle can transmit. For example, the remaining energy may include the total amount of unused electrical energy in the first vehicle's battery, which is an indicator of how much energy the first vehicle can still provide to the second vehicle.

[0081] The aforementioned stored energy can be the electrical energy in the battery of the second vehicle, that is, the electrical energy stored in the battery of the second vehicle itself.

[0082] The aforementioned remaining energy threshold can be used to represent the lower limit of the acceptable energy level of the first vehicle's battery. When the remaining energy of the first vehicle drops below the aforementioned remaining energy threshold, it indicates that the first vehicle's own energy is also close to being insufficient. At this time, energy transfer to the second vehicle should be stopped to ensure the basic operating needs of the first vehicle.

[0083] The aforementioned energy reserve threshold can be used to indicate the sufficiency of energy in the battery of the second vehicle. When the energy reserve of the second vehicle exceeds the aforementioned energy reserve threshold, it indicates that the battery of the second vehicle has been fully charged. At this point, it is advisable to stop receiving more energy from the first vehicle to avoid overcharging or other unnecessary energy waste.

[0084] In one optional embodiment, considering that if the first vehicle's own energy is insufficient, continuing to transfer energy to the second vehicle might lead to insufficient remaining energy for the first vehicle to support its normal operation, while continuing to receive energy from the first vehicle when the second vehicle already has sufficient stored energy might result in unnecessary energy waste, the control system needs to accurately determine when to stop energy transfer from the first vehicle to the second vehicle to avoid excessive energy transfer from the first vehicle to the second vehicle. Based on this, the control system can monitor the remaining energy of the first vehicle and the stored energy of the second vehicle in real time, and accurately determine when to stop energy transfer by setting the aforementioned remaining energy threshold and stored energy threshold. Specifically, once the remaining energy of the first vehicle drops below the remaining energy threshold, or the stored energy of the second vehicle exceeds the stored energy threshold, the control system can automatically control the first vehicle to stop energy transfer to the second vehicle. This precise energy management mechanism not only ensures the first vehicle's own endurance and avoids energy shortages due to over-discharge, but also ensures that the second vehicle can replenish sufficient energy in a timely manner, preventing energy waste and achieving efficient and rational energy allocation between the first and second vehicles.

[0085] According to an embodiment of the present invention, an embodiment of an energy transmission device is provided. It should be noted that this device can be used to perform the above-described energy transmission method. The specific implementation process and application scenarios are the same as those in the above embodiment, and will not be repeated here. Figure 2 This is a schematic diagram of an energy transmission device according to an embodiment of the present invention, such as... Figure 2 As shown, the device includes:

[0086] The first acquisition module 202 is used to acquire road information of the road where the first vehicle is traveling and the historical energy consumption of the second vehicle. The first vehicle is used to replenish the energy of the second vehicle, and the historical energy consumption is used to characterize the energy consumption of the second vehicle in a historical time period.

[0087] The energy consumption determination module 204 is used to determine the target energy consumption of the second vehicle based on historical energy consumption, wherein the target energy consumption is used to characterize the energy consumption of the second vehicle in a future time period.

[0088] The state determination module 206 is used to determine whether the second vehicle generates an energy transmission demand based on road information and target energy consumption, wherein the energy transmission demand is used to characterize the demand for energy transmission from the first vehicle to the second vehicle.

[0089] The first control module 208 is used to control the first vehicle to transfer energy to the second vehicle when the second vehicle generates an energy transfer demand.

[0090] Furthermore, the state determination module is also used to: identify the driving road based on road information to obtain the road type of the driving road; and determine the energy transmission demand of the second vehicle when the road type is a preset type and the target energy consumption is greater than a preset energy consumption threshold.

[0091] Furthermore, the road information includes location information and road features. The location information describes the vehicle positions of the first and second vehicles, and the road features describe the attributes of the road. The state determination module is also used to: determine the location association result based on the location information and the target location interval, wherein the second vehicle performs automatic loading and unloading tasks within the target location interval, and the location association result is used to characterize whether the vehicle positions of the first and second vehicles are both within the target location interval; compare the road features with the target road features to obtain a feature comparison result, wherein the target road features characterize the features of a preset type of road, and the feature comparison result characterizes the similarity between the road features and the target road features; and determine the road type of the road based on the location association result and the feature comparison result.

[0092] Furthermore, the state determination module is also used to: determine the road type as a preset type when the vehicle positions of the first vehicle and the second vehicle are both within the target location range and the similarity between the road features and the target road features is greater than the similarity threshold; and determine the road type as not a preset type when the vehicle positions of the first vehicle or the second vehicle are not within the target location range, or the similarity between the road features and the target road features is less than or equal to the similarity threshold.

[0093] Furthermore, the energy consumption determination module is also used to: analyze historical energy consumption to obtain the battery state of charge and energy consumption rate of the second vehicle; input the battery state of charge and energy consumption rate into the energy consumption prediction model, and use the energy consumption prediction model to predict the energy consumption of the second vehicle in the future time period to obtain the target energy consumption.

[0094] Furthermore, the first vehicle is equipped with an energy transmission system, and the second vehicle is equipped with an energy receiving system. The energy receiving system is connected to the energy transmission system through an energy transmission interface. The first control module is also used to: acquire the energy receiving parameters of the second vehicle; determine the energy transmission parameters of the first vehicle based on the energy receiving parameters; and control the energy transmission system based on the energy transmission parameters to transmit energy to the energy receiving system through the energy transmission interface, so as to control the first vehicle to transmit energy to the second vehicle.

[0095] Furthermore, the device also includes: a first monitoring module for monitoring the remaining energy of the first vehicle and the reserve energy of the second vehicle during the energy transfer process; and a second control module for controlling the first vehicle to stop transferring energy to the second vehicle when the remaining energy is less than the remaining energy threshold or the reserve energy is greater than the reserve energy threshold.

[0096] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0097] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0098] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0099] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0100] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0101] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0102] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0103] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0104] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0105] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0106] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or 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 the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0107] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An energy transfer method, characterized in that, include: The road information of the road on which the first vehicle is traveling and the historical energy consumption of the second vehicle are obtained. The first vehicle is used to replenish the energy of the second vehicle, and the historical energy consumption is used to characterize the energy consumption of the second vehicle in a historical time period. Based on the historical energy consumption, the target energy consumption of the second vehicle is determined, wherein the target energy consumption is used to characterize the energy consumption of the second vehicle in a future time period; Based on the road information and the target energy consumption, it is determined whether the second vehicle generates an energy transfer requirement, wherein the energy transfer requirement is used to characterize the need for energy transfer from the first vehicle to the second vehicle; When the second vehicle generates the energy transfer requirement, the first vehicle is controlled to transfer energy to the second vehicle.

2. The energy transfer method according to claim 1, characterized in that, Based on the road information and the target energy consumption, determining whether the second vehicle generates an energy transfer requirement includes: Based on the road information, the driving road is identified to obtain the road type of the driving road; If the road type is a preset type and the target energy consumption is greater than a preset energy consumption threshold, it is determined that the second vehicle generates the energy transmission demand.

3. The energy transfer method according to claim 2, characterized in that, The road information includes location information and road features. The location information is used to describe the vehicle positions of the first vehicle and the second vehicle, and the road features are used to describe the attributes of the road on which the vehicle travels. Based on the road information, the driving road is identified to obtain the road type of the driving road, including: Based on the positioning information and the target location range, a location association result is determined, wherein the second vehicle performs an automatic loading and unloading task within the target location range, and the location association result is used to characterize whether the vehicle positions of the first vehicle and the second vehicle are both within the target location range; The road features are compared with the target road features to obtain a feature comparison result, wherein the target road features are used to characterize the features of the preset type of road, and the feature comparison result is used to characterize the degree of similarity between the road features and the target road features; Based on the location association results and the feature comparison results, the road type of the driving road is determined.

4. The energy transfer method according to claim 3, characterized in that, Based on the location association results and the feature comparison results, the road type of the driving road is determined, including: If the positions of both the first vehicle and the second vehicle are within the target location range, and the similarity between the road features and the target road features is greater than a similarity threshold, then the road type is determined to be a preset type. If the location of the first vehicle or the second vehicle is not within the target location range, or if the similarity between the road feature and the target road feature is less than or equal to the similarity threshold, the road type is determined to be not a preset type.

5. The energy transfer method according to claim 1, characterized in that, Based on the historical energy consumption, the target energy consumption of the second vehicle is determined, including: The historical energy consumption is analyzed to obtain the battery state of charge and energy consumption rate of the second vehicle. The battery state of charge and the energy consumption rate are input into the energy consumption prediction model. The energy consumption prediction model is then used to predict the energy consumption of the second vehicle in the future time period to obtain the target energy consumption.

6. The energy transfer method according to claim 1, characterized in that, The first vehicle is equipped with an energy transmission system, and the second vehicle is equipped with an energy receiving system. The energy receiving system is connected to the energy transmission system through an energy transmission interface. Controlling the first vehicle to transfer energy to the second vehicle includes: Obtain the energy receiving parameters of the second vehicle; Based on the energy receiving parameters, the energy transmission parameters of the first vehicle are determined; Based on the energy transmission parameters, the energy transmission system is controlled to transmit energy to the energy receiving system through the energy transmission interface, thereby controlling the first vehicle to transmit energy to the second vehicle.

7. The energy transfer method according to claim 6, characterized in that, The method further includes: During the energy transfer process, the remaining energy of the first vehicle and the reserve energy of the second vehicle are monitored. If the remaining energy is less than the remaining energy threshold, or the reserve energy is greater than the reserve energy threshold, the first vehicle is controlled to stop transmitting energy to the second vehicle.

8. An energy transmission device, characterized in that, include: The first acquisition module is used to acquire road information of the road where the first vehicle is traveling and the historical energy consumption of the second vehicle. The first vehicle is used to replenish the energy of the second vehicle, and the historical energy consumption is used to characterize the energy consumption of the second vehicle in a historical time period. An energy consumption determination module is used to determine the target energy consumption of the second vehicle based on the historical energy consumption, wherein the target energy consumption is used to characterize the energy consumption of the second vehicle in a future time period; The status determination module is used to determine whether the second vehicle generates an energy transmission demand based on the road information and the target energy consumption, wherein the energy transmission demand is used to characterize the demand for energy transmission from the first vehicle to the second vehicle; The first control module is used to control the first vehicle to transfer energy to the second vehicle when the second vehicle generates the energy transfer demand.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 7.

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