Energy management method and apparatus, and electronic device, intelligent vehicle and storage medium

Abstract

An energy management method, comprising: acquiring the current destination corresponding to a target vehicle and a corresponding target traveling route for traveling to the current destination; on the basis of the relationship between the current destination and the target traveling route, determining whether to charge the target vehicle upon reaching the current destination; on the basis of the current departure date, the current departure time and the target traveling route, determining a destination type corresponding to the current destination; and on the basis of the destination type, a determination result of whether to charge the target vehicle upon reaching the current destination, and the target traveling route, determining an energy management method corresponding to the target vehicle. Usage scenarios of a target vehicle are combined with an energy management method for the target vehicle, thereby ensuring that the energy consumption of the target vehicle is optimal in all scenarios. The present application further relates to an energy management apparatus, an electronic device, an intelligent vehicle and a computer-readable storage medium.

Description

Energy management method, device, electronic device, intelligent vehicle and storage medium Technical Field

[0001] The present application relates to the field of hybrid electric vehicles, and specifically to energy management methods, devices, electronic devices, intelligent vehicles and storage media. Background Art

[0002] As the automotive industry's electrification transition progresses, hybrid vehicles are gradually gaining market share due to their smooth and quiet driving performance when running on pure electric power and less range anxiety compared to pure electric vehicles. However, under certain specific operating conditions, the performance of hybrid vehicles will be significantly reduced.

[0003] In existing technologies, the energy management strategy of current hybrid vehicles typically favors using electricity first, followed by fuel. This means that during long journeys, the power battery will remain in a continuous power-feeding state for the remainder of the journey. When the vehicle is powered on power, the engine needs to simultaneously charge the power battery while providing power, resulting in high energy consumption. Furthermore, the vehicle's drivability and NVH performance will be reduced. The lower the power battery charge, the higher the engine speed, and the worse the NVH performance. This is particularly noticeable in low-speed driving conditions, such as in urban areas or traffic jams, where the engine frequently starts and stops.

[0004] Therefore, how to achieve energy management of hybrid vehicles has become an urgent problem to be solved.

[0005] Summary of the Invention

[0006] In view of this, the present application provides an energy management method, device, electronic device, smart vehicle and storage medium to solve the problem of how to achieve energy management of hybrid electric vehicles.

[0007] In a first aspect, the present application provides an energy management method, the method comprising:

[0008] Obtain the current destination of the target vehicle and the target driving route to the current destination;

[0009] Based on the relationship between the current destination and the target driving route, determine whether the target vehicle should be charged when it reaches the current destination;

[0010] Determine the destination type corresponding to the current destination based on the current departure date, the current departure time, and the target driving route; the destination type includes a one-way destination and / or a two-way destination; a two-way destination is used to indicate that the current destination is the destination in one direction of the target vehicle's two-way travel;

[0011] The energy management method corresponding to the target vehicle is determined based on the destination type, the judgment result of whether the target vehicle should be charged when traveling to the current destination, and the target driving route.

[0012] The energy management method provided in the embodiment of the present application obtains the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination; based on the relationship between the current destination and the target driving route, determines whether the target vehicle is charged when it travels to the current destination; and ensures the accuracy of the result of determining whether the target vehicle is charged when it travels to the current destination. The destination type corresponding to the current destination is determined based on the current departure date, the current departure time, and the target driving route, thereby ensuring the accuracy of the determined destination type. The energy management method corresponding to the target vehicle is determined based on the destination type, the judgment result of whether the target vehicle is charged when it travels to the current destination, and the target driving route, thereby ensuring the accuracy of the determined energy management method corresponding to the target vehicle. The use scenario of the target vehicle is combined with the energy management method of the target vehicle, thereby ensuring the optimal energy consumption of the target vehicle in each scenario.

[0013] In an optional embodiment, obtaining a current destination corresponding to the target vehicle and a target driving route corresponding to the current destination includes:

[0014] Detect whether the target vehicle has the navigation function turned on;

[0015] If the target vehicle does not have the navigation function turned on, obtain the current departure location, current departure date, and current departure time corresponding to the target vehicle;

[0016] Generate a predicted destination corresponding to the target vehicle based on the relationship between the current departure place, the current departure date, and the current departure time;

[0017] Generate a predicted driving route for the target vehicle from the current departure point to the predicted destination based on the relationship between the predicted destination, the current departure point, the current departure date, and the current departure time;

[0018] Determine whether the predicted destination and predicted driving route are accurate;

[0019] If the predicted destination and the predicted driving route are accurate, the predicted destination is determined as the current destination, and the predicted driving route is determined as the target driving route.

[0020] The energy management method provided in the embodiment of the present application detects whether the target vehicle has the navigation function turned on, thereby ensuring the accuracy of the detection results obtained. If the target vehicle does not have the navigation function turned on, the current departure place, current departure date, and current departure time corresponding to the target vehicle are obtained; based on the relationship between the current departure place, current departure date, and current departure time, a predicted destination corresponding to the target vehicle is generated, thereby ensuring the accuracy of the generated predicted destination. Based on the relationship between the predicted destination, the current departure place, current departure date, and current departure time, a predicted driving route for the target vehicle from the current departure place to the predicted destination is generated, thereby ensuring the accuracy of the generated predicted driving route. Determine whether the predicted destination and the predicted driving route are accurate; if the predicted destination and the predicted driving route are accurate, the predicted destination is determined as the current destination, and the predicted driving route is determined as the target driving route, thereby achieving the goal of determining the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination when the navigation function is not turned on, thereby achieving advance planning of the target vehicle's energy based on the current destination and the target driving route.

[0021] In an optional embodiment, generating a predicted destination corresponding to the target vehicle based on the relationship between the current departure place, the current departure date, and the current departure time includes:

[0022] The current departure place, current departure date and current departure time are input into the destination prediction model, and the destination prediction model extracts features of the current departure place, current departure date and current departure time, and outputs the predicted destination; wherein, the destination prediction model is trained based on multiple first historical user travel routes, and each first historical user travel route includes a first historical departure place, a first historical destination, a first historical departure date, and a first historical departure time, and the first historical destination is the first label information.

[0023] The energy management method provided in the embodiments of the present application inputs the current departure location, current departure date, and current departure time into a destination prediction model. The destination prediction model then extracts features from these features and outputs a predicted destination. This method, which trains the destination prediction model based on multiple first historical user travel routes, comprehensively considers the user's historical travel history, thereby ensuring the accuracy of the output predicted destination.

[0024] In an optional embodiment, generating a predicted driving route for the target vehicle from the current departure point to the predicted destination based on the relationship between the predicted destination, the current departure point, the current departure date, and the current departure time includes:

[0025] Determine, based on the relationship between the predicted destination, the current departure location, the current departure date, and the current departure time, the current traffic conditions of each alternative route from the current departure location to the predicted destination on the current departure date and at the current departure time;

[0026] Get the current travel weather;

[0027] The current travel weather, the current departure place, the predicted destination, each alternative route and the current traffic conditions corresponding to each alternative route are input into the travel route prediction model, and a predicted driving route corresponding to the predicted destination is output; wherein, the travel route prediction model is trained based on multiple second historical user travel routes, and each second historical user travel route includes a second historical departure place, a second historical destination, a second historical travel weather, a second historical driving route from the second historical departure place to the second historical destination, and the historical traffic conditions of the second historical driving route, and the second historical driving route is the second label information.

[0028] The energy management method provided in the embodiment of the present application determines the current traffic conditions of each alternative route from the current departure point to the predicted destination on the current departure date and at the current departure time based on the relationship between the predicted destination, the current departure point, the current departure date, and the current departure time, thereby ensuring the accuracy of the current traffic conditions of each determined alternative route. The current travel weather is obtained; the current travel weather, the current departure point, the predicted destination, each alternative route, and the current traffic conditions corresponding to each alternative route are input into the travel route prediction model, and the predicted driving route corresponding to the predicted destination is output. The above method obtains a travel route prediction model based on training of multiple second historical user travel routes, comprehensively considering the current departure date, the current departure time, the current traffic conditions of each alternative route, and the current travel weather, thereby ensuring the accuracy of the output predicted driving route.

[0029] In an optional embodiment, determining whether the predicted destination and the predicted driving route are accurate includes:

[0030] Displaying the predicted destination and the predicted driving route to the user, and receiving a first instruction input by the user;

[0031] Based on the first instruction, it is determined whether the predicted destination and the predicted driving route are accurate.

[0032] The energy management method provided in the embodiment of the present application displays the predicted destination and the predicted driving route to the user, and receives a first instruction input by the user; based on the first instruction, it determines whether the predicted destination and the predicted driving route are accurate, thereby accurately determining whether the predicted destination and the predicted driving route are accurate.

[0033] In an optional embodiment, the method further includes:

[0034] If the predicted destination or predicted driving route is inaccurate, the current destination input by the user is received;

[0035] Input the current travel weather, current departure point, current destination, and current traffic conditions of each alternative route into the travel route prediction model, and output the alternative travel route corresponding to the current destination;

[0036] According to the current location information of the target vehicle, the alternative driving route is corrected in real time to obtain the target driving route.

[0037] The energy management method provided in the embodiments of the present application, if the predicted destination or predicted route is inaccurate, receives the current destination input by the user; inputs the current travel weather, the current departure point, the current destination, and the current traffic conditions of each alternative route into the travel route prediction model, and outputs an alternative route corresponding to the current destination; and based on the current location information of the target vehicle, the alternative route is corrected in real time to obtain the target route. This ensures that the target route corresponding to the current destination is accurate and meets the user's intention, without requiring the user to select the target route.

[0038] In an optional embodiment, determining whether the target vehicle should charge when traveling to the current destination based on the relationship between the current destination and the target driving route includes:

[0039] Get the current departure location and departure time of the target vehicle;

[0040] Based on the current departure time, determine the arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route;

[0041] Get the current remaining power of the target vehicle;

[0042] Calculate the estimated remaining power of the target vehicle after it reaches the current destination based on the current remaining power;

[0043] Determine whether the target vehicle should be charged when traveling to the current destination based on the arrival time, estimated remaining power, and the current destination.

[0044] The energy management method provided in the embodiment of the present application obtains the current departure point and current departure time of the target vehicle; based on the current departure time, determines the arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route, thereby ensuring the accuracy of the determined arrival time. The current remaining power of the target vehicle is obtained; based on the current remaining power, the estimated remaining power of the target vehicle after traveling to the current destination is calculated, thereby ensuring the accuracy of the calculated estimated remaining power. Based on the arrival time, the estimated remaining power, and the current destination, determines whether the target vehicle should be charged when traveling to the current destination, thereby ensuring the accuracy of the result of determining whether the target vehicle should be charged when traveling to the current destination.

[0045] In an optional embodiment, calculating the estimated remaining power of the target vehicle after the target vehicle reaches the current destination based on the current remaining power of the target vehicle includes:

[0046] Obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current mileage corresponding to the target driving route, the current outside temperature information, and the vehicle electrical appliance settings;

[0047] Determine the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target route based on the terrain, average driving speed, current mileage, current outside temperature information, and vehicle electrical appliance settings;

[0048] Subtract the energy consumption of the first trip from the current remaining power to get the estimated remaining power.

[0049] The energy management method provided in the embodiments of the present application obtains the terrain of the target driving route, the average driving speed of the target vehicle, the current mileage corresponding to the target driving route, the current outside temperature information, and the vehicle electrical appliance settings. Based on the terrain, average driving speed, current mileage, current outside temperature information, and the vehicle electrical appliance settings, the energy consumption of the first trip of the target vehicle traveling along the target driving route from the current departure point to the current destination is determined, thereby ensuring the accuracy of the determined energy consumption of the first trip. The energy consumption of the first trip is subtracted from the current remaining power to obtain an estimated remaining power, thereby ensuring the accuracy of the estimated remaining power.

[0050] In an optional embodiment, determining whether the target vehicle should be charged when traveling to the current destination based on the arrival time, the estimated remaining power, and the current destination includes:

[0051] The arrival time, estimated remaining power, and current destination are input into the charging behavior prediction model, which outputs the result of whether the target vehicle should charge when traveling to the current destination. The charging behavior prediction model is trained based on historical charging locations, historical charging time periods, and historical starting intervals for remaining power.

[0052] The energy management method provided in the embodiment of the present application inputs the arrival time, expected remaining power and current destination into the charging behavior prediction model. The charging behavior prediction model outputs the result of whether the target vehicle is charged when it travels to the current destination, ensuring the accuracy of the result of determining whether the target vehicle is charged when it travels to the current destination.

[0053] In an optional embodiment, determining whether the target vehicle should be charged when traveling to the current destination based on the arrival time, the estimated remaining power, and the current destination includes:

[0054] Determine whether the current destination meets the charging conditions;

[0055] When the current destination meets the charging conditions, determine whether the arrival time is within the historical charging time period and whether the estimated remaining power is within the starting range of the historical charging remaining power;

[0056] If the arrival time is within the historical charging time period and the estimated remaining power is within the starting interval of the historical remaining power, the target vehicle is determined to travel to the current destination for charging;

[0057] If the arrival time is not within the historical charging time period, and / or the estimated remaining power is not within the starting interval of the historical remaining power, it is determined that the target vehicle will travel to the current destination without charging.

[0058] The energy management method provided in the embodiment of the present application determines whether the current destination meets the charging conditions; if the current destination meets the charging conditions, it determines whether the arrival time is within the historical charging time period and whether the estimated remaining power is within the starting interval of the historical remaining power; if the arrival time is within the historical charging time period and the estimated remaining power is within the starting interval of the historical remaining power, the target vehicle is determined to travel to the current destination for charging, thereby ensuring the accuracy of the result determined that the target vehicle travels to the current destination for charging. If the arrival time is not within the historical charging time period and / or the estimated remaining power is not within the starting interval of the historical remaining power, the target vehicle is determined not to travel to the current destination for charging, thereby ensuring the accuracy of the result determined that the target vehicle travels to the current destination for charging.

[0059] In an optional embodiment, the energy management method corresponding to the target vehicle is determined based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route, including:

[0060] If the current destination is a one-way destination and the target vehicle travels to the current destination without charging, determining the energy consumption of the first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route;

[0061] Calculate the available energy that the target vehicle can provide from the current remaining power consumption to the preset balance power;

[0062] If the energy consumption of the first trip is less than or equal to the available energy, determining that the energy management method corresponding to the target vehicle is pure electric driving;

[0063] If the energy consumption of the first trip is greater than the available energy, the energy management method corresponding to the target vehicle is determined to be driving with equal consumption of oil and electricity.

[0064] The energy management method provided in the embodiment of the present application determines the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle does not charge when traveling to the current destination, thereby ensuring the accuracy of the determined energy consumption of the first trip. Calculate the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power, thereby ensuring the accuracy of the calculated available energy. If the energy consumption of the first trip is less than or equal to the available energy, then determine that the energy management method corresponding to the target vehicle is pure electric driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being pure electric driving. If the energy consumption of the first trip is greater than the available energy, then determine that the energy management method corresponding to the target vehicle is oil-electric equal consumption driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being oil-electric equal consumption driving. Thus, it is achieved that the optimal energy consumption throughout the entire journey is achieved while ensuring the driving experience.

[0065] In an optional embodiment, the energy management method corresponding to the target vehicle is determined based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route, including:

[0066] If the current destination is a one-way destination and the target vehicle travels to the current destination to charge, determining the energy consumption of the first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route;

[0067] Calculate the target vehicle's energy consumption from the current remaining power to the minimum quasi-power consumption limit;

[0068] Compare the energy consumption of the first stroke with the limit energy;

[0069] If the energy consumption of the first trip is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; the energy management method corresponding to the target vehicle is determined to be pure electric driving; wherein the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to equal fuel and electricity consumption driving;

[0070] If the energy consumption of the first trip is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be driving with equal consumption of oil and electricity.

[0071] The energy management method provided in the embodiment of the present application determines the energy consumption of the first trip of the target vehicle from the current departure point to the current destination according to the target driving route if the current destination is a one-way destination and the target vehicle travels to the current destination to charge, thereby ensuring the accuracy of the determined energy consumption of the first trip. The target vehicle is calculated to consume the limit energy from the current remaining power to the minimum quasi-power consumption, thereby ensuring the accuracy of the calculated limit energy. The first trip energy consumption is compared with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; the energy management method corresponding to the target vehicle is determined to be pure electric driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being pure electric driving. If the first trip energy consumption is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be oil-electric driving. The accuracy of the energy management method corresponding to the determined target vehicle being oil-electric driving is ensured. Thereby, optimal energy consumption throughout the entire journey is achieved while ensuring the driving experience.

[0072] In an optional embodiment, the energy management method corresponding to the target vehicle is determined based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route, including:

[0073] If the current destination is a two-way destination and the target vehicle does not charge when traveling to the current destination, determine the energy consumption of the second trip of the target vehicle traveling from the current departure point to the current destination and returning from the current destination to the current departure point according to the target driving route;

[0074] Calculate the available energy that the target vehicle can provide from the current remaining power consumption to the preset balance power;

[0075] If the energy consumption of the second trip is greater than the available energy, then determining that the energy management method corresponding to the target vehicle is fuel-electric equal consumption driving;

[0076] If the energy consumption of the second trip is less than or equal to the available energy, it is determined that the energy management method corresponding to the target vehicle is pure electric driving.

[0077] The energy management method provided in the embodiment of the present application determines the energy consumption of the second trip of the target vehicle from the current departure point to the current destination and from the current destination back to the current departure point according to the target driving route if the current destination is a two-way destination, and if the target vehicle does not charge when traveling to the current destination, thereby ensuring the accuracy of the calculated energy consumption of the second trip. The available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power is calculated to ensure the accuracy of the calculated available energy. If the energy consumption of the second trip is greater than the available energy, the energy management method corresponding to the target vehicle is determined to be oil-electric equal consumption driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being oil-electric equal consumption driving. If the energy consumption of the second trip is less than or equal to the available energy, the energy management method corresponding to the target vehicle is determined to be pure electric driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being pure electric driving. Thereby achieving optimal energy consumption throughout the entire journey while ensuring the driving experience.

[0078] In an optional embodiment, the energy management method corresponding to the target vehicle is determined based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route, including:

[0079] If the current destination is a two-way destination and the target vehicle travels to the current destination to charge, determining the energy consumption of the first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route;

[0080] Calculate the target vehicle's energy consumption from the current remaining power to the minimum quasi-power consumption limit;

[0081] Compare the energy consumption of the first stroke with the limit energy;

[0082] If the energy consumption of the first trip is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; the energy management method corresponding to the target vehicle is determined to be pure electric driving; the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to equal fuel and electricity consumption;

[0083] If the energy consumption of the first trip is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be driving with equal consumption of oil and electricity.

[0084] The energy management method provided in the embodiment of the present application determines the energy consumption of the first trip of the target vehicle from the current departure point to the current destination according to the target driving route if the current destination is a two-way destination and the target vehicle travels to the current destination to charge, thereby ensuring the accuracy of the calculated energy consumption of the first trip. The target vehicle is calculated to consume the limit energy from the current remaining power to the minimum quasi-power consumption, thereby protecting the accuracy of the calculated limit energy. The first trip energy consumption is compared with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; the energy management method corresponding to the target vehicle is determined to be pure electric driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being pure electric driving. If the first trip energy consumption is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be oil-electric equal consumption driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being oil-electric equal consumption driving. Thus, it is achieved that the entire energy consumption is optimized while ensuring the driving experience.

[0085] In an optional embodiment, the method further includes: when the energy management method corresponding to the target vehicle is fuel-electricity equal consumption driving, obtaining a congested road section and / or an urban road section in a target driving route corresponding to the target vehicle;

[0086] Determining the energy consumption required to pass through each congested road section and / or urban road section based on the length of each congested road section and / or urban road section;

[0087] Calculate the sum of the energy consumption required to pass through each congested road section and / or urban road section to obtain the total energy consumption required;

[0088] Based on the relationship between available energy or limit energy and total required energy consumption, target sections are identified from congested sections and / or urban sections, and pure electric driving is planned to pass through each target section;

[0089] For other road sections except the target road sections, the engine is controlled to intervene for efficient driving.

[0090] The energy management method provided in the embodiment of the present application, when the energy management method corresponding to the target vehicle is oil-electric equal consumption driving, obtains the congested sections and / or urban sections in the target driving route corresponding to the target vehicle; determines the energy consumption required to pass through each congested section and / or urban section based on the section length of each congested section and / or urban section, thereby ensuring the accuracy of the determined required energy consumption. Based on the relationship between available energy or limit energy and the total required energy consumption, the target section is determined from each congested section and / or urban section, and pure electric driving is planned to pass through each target section; thereby ensuring the accuracy of the determined target section. For sections other than each target section, the engine is controlled to intervene in efficient driving. Thus, it is achieved that the entire energy consumption is optimized while ensuring the driving experience.

[0091] In a second aspect, the present application provides an energy management device, comprising:

[0092] An acquisition module is used to obtain the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination;

[0093] A judgment module, configured to judge whether the target vehicle should be charged when traveling to the current destination based on the relationship between the current destination and the target driving route;

[0094] A first determination module is configured to determine a destination type corresponding to the current destination based on the current departure date, the current departure time, and the target driving route; the destination type includes a one-way destination and / or a two-way destination; a two-way destination is used to indicate that the current destination is a destination in one direction of the target vehicle's two-way travel;

[0095] The second determination module is used to determine the energy management method corresponding to the target vehicle according to the destination type, the judgment result of whether the target vehicle is charged when traveling to the current destination, and the target driving route.

[0096] The energy management device provided in the embodiment of the present application obtains the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination; based on the relationship between the current destination and the target driving route, determines whether the target vehicle is charged when it travels to the current destination; and ensures the accuracy of the result of determining whether the target vehicle is charged when it travels to the current destination. The destination type corresponding to the current destination is determined based on the current departure date, the current departure time, and the target driving route, thereby ensuring the accuracy of the determined destination type. The energy management method corresponding to the target vehicle is determined based on the destination type, the judgment result of whether the target vehicle is charged when it travels to the current destination, and the target driving route, thereby ensuring the accuracy of the determined energy management method corresponding to the target vehicle. Combining the usage scenario of the target vehicle with the energy management method of the target vehicle can ensure that the energy consumption of the target vehicle is optimized in each scenario.

[0097] In an optional embodiment, the acquisition module includes:

[0098] A detection unit, used to detect whether the target vehicle has turned on the navigation function;

[0099] A first obtaining unit is configured to obtain the current departure location, current departure date, and current departure time corresponding to the target vehicle if the navigation function is not enabled on the target vehicle;

[0100] The first generating unit is configured to generate a predicted destination corresponding to the target vehicle based on a relationship between the current departure place, the current departure date, and the current departure time;

[0101] a second generating unit, configured to generate a predicted driving route of the target vehicle from the current departure point to the predicted destination based on a relationship between the predicted destination, the current departure point, the current departure date, and the current departure time;

[0102] a judgment unit, used to judge whether the predicted destination and the predicted driving route are accurate;

[0103] The first determining unit is configured to determine the predicted destination as the current destination and the predicted driving route as the target driving route if the predicted destination and the predicted driving route are accurate.

[0104] In an optional embodiment, the first generation unit is used to input the current departure place, the current departure date and the current departure time into the destination prediction model, and the destination prediction model extracts features of the current departure place, the current departure date and the current departure time, and outputs the predicted destination; wherein, the destination prediction model is trained based on multiple first historical user travel routes, and each first historical user travel route includes a first historical departure place, a first historical destination, a first historical departure date, and a first historical departure time, and the first historical destination is the first label information.

[0105] In an optional embodiment, the second generation unit is used to determine the current traffic conditions of each alternative route from the current departure place to the predicted destination on the current departure date and at the current departure time based on the relationship between the predicted destination, the current departure place, the current departure date and the current departure time; obtain the current travel weather; input the current travel weather, the current departure place, the predicted destination, each alternative route and the current traffic conditions corresponding to each alternative route into the travel route prediction model, and output the predicted driving route corresponding to the predicted destination; wherein the travel route prediction model is trained based on multiple second historical user travel routes, and each second historical user travel route includes a second historical departure place, a second historical destination, a second historical travel weather, a second historical driving route from the second historical departure place to the second historical destination, and the historical traffic conditions of the second historical driving route, and the second historical driving route is the second label information.

[0106] In an optional embodiment, the judgment unit is used to display the predicted destination and the predicted driving route to the user, and receive a first instruction input by the user; based on the first instruction, determine whether the predicted destination and the predicted driving route are accurate.

[0107] In an optional embodiment, the second generation unit is used to receive the current destination input by the user if the predicted destination or predicted driving route is inaccurate; input the current travel weather, current departure place, current destination and current traffic conditions of each alternative route into the travel route prediction model, and output the alternative driving route corresponding to the current destination; and correct the alternative driving route in real time according to the current position information of the target vehicle to obtain the target driving route.

[0108] In an optional implementation, the judgment module includes:

[0109] A second acquiring unit is used to acquire the current departure location and current departure time of the target vehicle;

[0110] A second determining unit is configured to determine, based on the current departure time, an arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route;

[0111] A third acquisition unit is used to obtain the current remaining power of the target vehicle;

[0112] A calculation unit, configured to calculate an estimated remaining power of the target vehicle after it reaches a current destination based on the current remaining power;

[0113] The third determining unit is configured to determine whether the target vehicle should be charged when traveling to the current destination according to the arrival time, the estimated remaining power, and the current destination.

[0114] In an optional embodiment, the calculation unit is used to obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current mileage corresponding to the target driving route, the current outside temperature information, and the vehicle electrical appliance setting information; based on the terrain, the average driving speed, the current mileage, the current outside temperature information, and the vehicle electrical appliance setting information, determine the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route; subtract the energy consumption of the first trip from the current remaining power to obtain the estimated remaining power.

[0115] In an optional embodiment, the third determination unit is used to input the arrival time, the estimated remaining power and the current destination into the charging behavior prediction model, and the charging behavior prediction model outputs the result of whether the target vehicle is charged when it travels to the current destination; when the current destination meets the charging conditions, it is judged whether the arrival time is within the historical charging time period and whether the estimated remaining power is within the starting interval of the historical charging remaining power; based on the judgment result, it is determined whether the target vehicle is charged when it travels to the current destination.

[0116] In an optional embodiment, the third determination unit is used to determine that the target vehicle will travel to the current destination to charge if the arrival time is within the historical charging time period and the expected remaining power is within the starting interval of the historical charging remaining power; if the arrival time is not within the historical charging time period, and / or the expected remaining power is not within the starting interval of the historical charging remaining power, then determine that the target vehicle will travel to the current destination without charging.

[0117] In an optional embodiment, the second determination module is used to determine the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle does not charge when traveling to the current destination; calculate the available energy that can be provided by the target vehicle from the current remaining power to the preset balance power; if the energy consumption of the first trip is less than or equal to the available energy, determine that the energy management method corresponding to the target vehicle is pure electric driving; if the energy consumption of the first trip is greater than the available energy, determine that the energy management method corresponding to the target vehicle is equal consumption of oil and electricity.

[0118] In an optional embodiment, the second determination module is used to determine the energy consumption of the target vehicle for the first trip from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle travels to the current destination to charge; calculate the limit energy of the target vehicle from the current remaining power to the minimum quasi-power consumption; compare the energy consumption of the first trip with the limit energy; if the energy consumption of the first trip is less than or equal to the limit energy, reduce the preset balance power corresponding to the target vehicle to the minimum quasi-power consumption; determine that the energy management method corresponding to the target vehicle is pure electric driving; wherein the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to oil-electric equal consumption driving; if the energy consumption of the first trip is greater than the limit energy, determine that the energy management method corresponding to the target vehicle is oil-electric equal consumption driving.

[0119] In an optional embodiment, the second determination module is used to determine the energy consumption of the second trip of the target vehicle traveling from the current departure point to the current destination and returning from the current destination to the current departure point along the target driving route if the current destination is a two-way destination and the target vehicle does not charge when traveling to the current destination; calculate the available energy that can be provided by the target vehicle from the current remaining power to the preset balance power; if the energy consumption of the second trip is greater than the available energy, determine that the energy management method corresponding to the target vehicle is equal consumption of oil and electricity; if the energy consumption of the second trip is less than or equal to the available energy, determine that the energy management method corresponding to the target vehicle is pure electric driving.

[0120] In an optional embodiment, the second determination module is used to determine the energy consumption of the target vehicle for the first trip from the current departure point to the current destination along the target driving route if the current destination is a two-way destination and the target vehicle travels to the current destination to charge; calculate the limit energy of the target vehicle from the current remaining power to the minimum quasi-power consumption; compare the first trip energy consumption with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, reduce the preset balance power corresponding to the target vehicle to the minimum quasi-power consumption; determine that the energy management method corresponding to the target vehicle is pure electric driving; wherein the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to oil-electric equal consumption driving; if the first trip energy consumption is greater than the limit energy, determine that the energy management method corresponding to the target vehicle is oil-electric equal consumption driving.

[0121] In an optional embodiment, the second determination module is also used to obtain the congested sections and / or urban sections in the target driving route corresponding to the target vehicle when the energy management method corresponding to the target vehicle is driving with equal consumption of oil and electricity; determine the energy consumption required to pass through each congested section and / or urban section based on the section length of each congested section and / or urban section; calculate the sum of the energy consumption required to pass through each congested section and / or urban section to obtain the total required energy consumption; determine the target section from each congested section and / or urban section based on the relationship between the available energy or the limit energy and the total required energy consumption, and plan pure electric driving through each target section; for other sections except each target section, control the engine to intervene in efficient driving.

[0122] In a third aspect, the present application provides an electronic device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, computer instructions being stored in the memory, and the processor executing the energy management method of the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0123] In a fourth aspect, the present application provides an intelligent vehicle, comprising: an intelligent vehicle body and electronic equipment, the electronic equipment being used to execute the energy management method of the above-mentioned first aspect or any corresponding embodiment thereof.

[0124] In a fifth aspect, the present application provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the energy management method of the first aspect or any corresponding embodiment thereof.

[0125] The energy management method provided in the embodiments of the present application has the following beneficial effects:

[0126] The current destination of the target vehicle and the target driving route to the current destination are obtained; based on the relationship between the current destination and the target driving route, a determination is made as to whether the target vehicle should be charged upon reaching the current destination; this ensures the accuracy of the determination of whether the target vehicle should be charged upon reaching the current destination. The destination type corresponding to the current destination is determined based on the current departure date, the current departure time, and the target driving route, ensuring the accuracy of the determined destination type. The energy management method corresponding to the target vehicle is determined based on the destination type, the determination of whether the target vehicle should be charged upon reaching the current destination, and the target driving route, ensuring the accuracy of the determined energy management method for the target vehicle. The target vehicle's usage scenarios are combined with the target vehicle's energy management method to ensure optimal energy consumption for the target vehicle in each scenario. BRIEF DESCRIPTION OF THE DRAWINGS

[0127] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0128] FIG1 is a flow chart of an energy management method according to an embodiment of the present application;

[0129] FIG2 is a flow chart of another energy management method according to an embodiment of the present application;

[0130] FIG3 is a flow chart of another energy management method according to an embodiment of the present application;

[0131] 4 is a flow chart of another energy management method according to an embodiment of the present application when the energy management method corresponding to the target vehicle is fuel-electric equal consumption driving;

[0132] FIG5 is a flow chart of yet another energy management method according to an embodiment of the present application;

[0133] FIG6 is a structural block diagram of an energy management device according to an embodiment of the present application;

[0134] FIG7 is a structural block diagram of an energy management device according to an embodiment of the present application;

[0135] FIG8 is a structural block diagram of an energy management device according to an embodiment of the present application;

[0136] FIG9 is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application;

[0137] FIG10 is an architecture diagram of an energy management method executed by an electronic device in a smart vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0138] To make the purpose, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0139] As the automotive industry's electrification transition progresses, hybrid vehicles are gradually gaining market share due to their smooth and quiet driving performance when running on pure electric power and less range anxiety compared to pure electric vehicles. However, under certain specific operating conditions, the performance of hybrid vehicles will be significantly reduced.

[0140] In existing technologies, the energy management strategy of hybrid vehicles typically favors using electricity first, followed by fuel. This means that during long journeys, the power battery will remain in a continuous charging state for the remainder of the journey. When the vehicle is driving on a charging state, the engine needs to simultaneously provide power and charge the power battery, resulting in high energy consumption. Furthermore, the vehicle's drivability and NVH performance will be degraded. The lower the power battery charge, the higher the engine speed, and the worse the NVH performance. This is particularly noticeable in low-speed driving conditions, such as in urban areas or in traffic jams, where the engine frequently starts and stops.

[0141] Therefore, how to achieve energy management of hybrid vehicles has become an urgent problem to be solved.

[0142] Current predictive energy management strategies typically rely on a few onboard signals to simply determine a user's driving habits, resulting in poor accuracy. They also typically consider only user habits related to destination identification or charging convenience, resulting in incomplete energy management coverage. Furthermore, they typically only consider energy management for one-way trips. If a user frequently commutes between two locations and only charges in one direction, the battery may be depleted on the outbound trip, resulting in a poor return trip performance experience. For example, Patent Document 1 (Energy Management Method and System Based on Plug-in Hybrid Vehicle Charging Habits, CN110605980A) subtracts the current vehicle mileage from the total vehicle mileage at the time of the user's last recorded valid charging event, then compares the difference with a fixed preset value. If the difference is greater than the preset value, the user is deemed infrequently to charge, and the balance charge is simply increased, implementing one-way energy management based on navigation. This method and system cannot implement energy management when navigation is not enabled, and only considers one-way trips, lacking in scenario coverage and comprehensiveness.

[0143] Based on this, an embodiment of the present application provides an energy management method. According to an embodiment of the present application, an energy management method embodiment is provided. It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be performed in a different order than herein.

[0144] It should be noted that the energy management methods provided in the embodiments of this application may be executed by an energy management device. This energy management device may be implemented as part or all of an electronic device through software, hardware, or a combination of software and hardware. The electronic device may be a control terminal in a smart vehicle. The following method embodiments are all described using the electronic device as the execution subject.

[0145] In this embodiment, an energy management method is provided. FIG1 is a flow chart of the energy management method according to an embodiment of the present application. As shown in FIG1 , the flow chart includes the following steps:

[0146] Step S101: obtaining a current destination corresponding to a target vehicle and a target driving route corresponding to the current destination.

[0147] Specifically, the electronic device may receive user input of the current destination of the target vehicle and the target driving route to the current destination. The electronic device may also predict the current destination of the target vehicle and the target driving route to the current destination based on the user's travel habits. The electronic device may also obtain the current destination of the target vehicle and the target driving route to the current destination based on a navigation system. The navigation system may be an onboard navigation system of the target vehicle or a navigation system of a terminal that is communicatively connected to the target vehicle.

[0148] The embodiment of the present application does not specifically limit the manner in which the electronic device obtains the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination.

[0149] This step will be described in detail below.

[0150] Step S102 , judging whether the target vehicle needs to be charged when traveling to the current destination based on the relationship between the current destination and the target driving route.

[0151] Specifically, the electronic device monitors the current remaining power of the target vehicle and then, based on the current remaining power and the target driving route, determines whether the target vehicle meets the preset charging conditions after reaching the current destination. If the preset charging conditions are met after reaching the current destination, the target vehicle will be driven to the current destination for charging; if the preset charging conditions are not met after reaching the current destination, the target vehicle will not be charged.

[0152] The preset charging conditions are related to the current destination, the estimated remaining power of the target vehicle when traveling to the current destination, etc.

[0153] Step S103: determining the destination type corresponding to the current destination according to the current departure date, the current departure time, and the target driving route.

[0154] The destination type includes a one-way destination and / or a two-way destination; a two-way destination is used to indicate that the current destination is the destination in one direction of the two-way trip of the target vehicle.

[0155] Specifically, after determining the current destination, the electronic device determines the destination type corresponding to the current destination based on the user's travel habits, the current departure date, the current departure time, and the target driving route.

[0156] Among them, the user's travel habits include multiple historical travel records of the user, each of which includes a historical departure place, historical destination, historical departure date, and historical departure time. For example, the user's historical travel records may be: departure from home to work at 8:00 on October 30, 2023; departure from work to home at 18:00 on October 30, 2023; departure from home to work at 8:00 on October 31, 2023; departure from work to home at 18:00 on October 31, 2023; departure from home to work at 8:00 on November 1, 2023; departure from work to home at 18:00 on November 1, 2023; departure from home to work at 8:00 on November 2, 2023; departure from work to home at 18:00 on November 2, 2023; departure from home to supermarket at 10:00 on November 3, 2023.

[0157] For example, the current departure date is January 24, 2024, the current departure time is 8:00, and the target driving route is from home to the company. Since January 24, 2024 is a working day, the electronic device determines that the current destination (ie, the company) is a two-way destination.

[0158] Step S104 , determining an energy management method corresponding to the target vehicle according to the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route.

[0159] Specifically, when the current destination is a one-way destination, the electronic device plans an energy management method for traveling to the current destination along the target driving route based only on the determination result of whether the target vehicle is charged when traveling to the current destination.

[0160] When the current destination is a two-way destination, the electronic device plans an energy management method for driving to the current destination along the target driving route and returning from the current destination to the current departure point based on the judgment result of whether the target vehicle is charged when driving to the current destination.

[0161] The energy management method provided in this embodiment obtains the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination; based on the relationship between the current destination and the target driving route, determines whether the target vehicle is charged when it travels to the current destination; and ensures the accuracy of the result of determining whether the target vehicle is charged when it travels to the current destination. The destination type corresponding to the current destination is determined based on the current departure date, the current departure time, and the target driving route, thereby ensuring the accuracy of the determined destination type. The energy management method corresponding to the target vehicle is determined based on the destination type, the determination result of whether the target vehicle is charged when it travels to the current destination, and the target driving route, thereby ensuring the accuracy of the determined energy management method corresponding to the target vehicle. Combining the usage scenario of the target vehicle with the energy management method of the target vehicle can ensure that the energy consumption of the target vehicle is optimized in each scenario.

[0162] In this embodiment, an energy management method is provided. FIG1 is a flow chart of the energy management method according to an embodiment of the present application. As shown in FIG2 , the flow chart includes the following steps:

[0163] Step S201 , obtaining a current destination corresponding to the target vehicle and a target driving route corresponding to the current destination.

[0164] Specifically, the above step S201 includes:

[0165] Step S2011, detecting whether the target vehicle has the navigation function turned on.

[0166] Specifically, the electronic device can detect whether the in-vehicle navigation of the target vehicle is turned on based on the communication connection between the electronic device and the in-vehicle navigation of the target vehicle, and detect whether the navigation function of the mobile terminal is turned on based on the communication connection between the electronic device and the mobile terminal interconnected with the target vehicle.

[0167] Step S2012: If the navigation function of the target vehicle is not turned on, the current departure place, current departure date and current departure time corresponding to the target vehicle are obtained.

[0168] Specifically, when both the in-vehicle navigation and the mobile navigation are turned on, the electronic device can detect the current departure point of the target vehicle based on the GPS system of the target vehicle, and obtain the current departure date and current departure time based on the communication connection with the in-vehicle electronic device.

[0169] Step S2013: Generate a predicted destination corresponding to the target vehicle based on the relationship between the current departure place, the current departure date, and the current departure time.

[0170] In some optional implementations, the above step S2013 includes:

[0171] The current departure place, current departure date and current departure time are input into the destination prediction model, and the destination prediction model extracts features of the current departure place, current departure date and current departure time and outputs the predicted destination.

[0172] Among them, the destination prediction model is trained based on multiple first historical user travel routes. Each first historical user travel route includes the first historical departure place, the first historical destination, the first historical departure date, and the first historical departure time. The first historical destination is the first label information.

[0173] Specifically, the electronic device can input the current departure place, current departure date and current departure time into the destination prediction model. The destination prediction model extracts features of the current departure place, current departure date and current departure time and outputs a predicted destination.

[0174] Among them, the destination prediction model can be a decision tree model, a random forest model, or other models. The embodiment of the present application does not specifically limit the destination prediction model.

[0175] Step S2014: generating a predicted driving route for the target vehicle from the current departure point to the predicted destination based on the relationship between the predicted destination, the current departure point, the current departure date, and the current departure time.

[0176] In some optional implementations, the above step S2014 includes:

[0177] Step a1, based on the relationship between the predicted destination, the current departure place, the current departure date and the current departure time, determine the current traffic conditions of each alternative route from the current departure place to the predicted destination at the current departure date and the current departure time.

[0178] Specifically, the electronic device can determine various alternative routes from the current departure point to the predicted destination based on the predicted destination and the current departure point, and then determine the current traffic conditions of each alternative route based on the current departure point and the current departure date.

[0179] Step a2: Get the current travel weather.

[0180] Specifically, the electronic device can obtain the current travel weather based on the current weather data.

[0181] Step a3: input the current travel weather, the current departure place, the predicted destination, each alternative route and the current traffic conditions corresponding to each alternative route into the travel route prediction model, and output the predicted travel route corresponding to the predicted destination.

[0182] Among them, the travel route prediction model is trained based on multiple second historical user travel routes. Each second historical user travel route includes a second historical departure place, a second historical destination, a second historical travel weather, a second historical driving route from the second historical departure place to the second historical destination, and the historical traffic conditions of the second historical driving route. The second historical driving route is the second label information.

[0183] Specifically, the electronic device can input the current travel weather, the current departure place, the predicted destination, each alternative route and the current traffic conditions corresponding to each alternative route into the travel route prediction model, and output the predicted driving route corresponding to the predicted destination.

[0184] Specifically, the travel route prediction model can be a decision tree model, a random forest model, or other models. The embodiment of the present application does not specifically limit the travel route prediction model.

[0185] Step S2015: Determine whether the predicted destination and predicted driving route are accurate.

[0186] In some optional implementations, the above step S2015 includes:

[0187] Step b1: display the predicted destination and predicted driving route to the user, and receive a first instruction input by the user.

[0188] Specifically, the electronic device can display the predicted destination and the predicted driving route to the user based on the display component, and can also output the predicted destination and the predicted driving route to the user through the voice component.

[0189] Then, the electronic device receives a first instruction input by the user. The first instruction may be the user selecting "correct" or "incorrect" on the display component; the first instruction may be the user selecting "yes" or "no" on the display component; or the user may speak "correct" or "incorrect" or speak "yes" or "no".

[0190] The embodiment of the present application does not impose any specific limitation on the method of displaying the predicted destination and the predicted driving route to the user, nor does it impose any specific limitation on the method of receiving the first instruction input by the user.

[0191] Step b2: Based on the first instruction, determine whether the predicted destination and the predicted driving route are accurate.

[0192] For example, when the first instruction is "correct" or "Yes", it is determined that the current destination and the target driving route are accurate. When the first instruction is "error" or "No", it is determined that the current destination and the target driving route are inaccurate.

[0193] Step S2016: If the predicted destination and the predicted driving route are accurate, the predicted destination is determined as the current destination, and the predicted driving route is determined as the target driving route.

[0194] Specifically, if the predicted destination and the predicted driving route are accurate, the electronic device may determine the predicted destination as the current destination and the predicted driving route as the target driving route.

[0195] Step S2017: If the predicted destination or predicted driving route is inaccurate, the current destination input by the user is received.

[0196] Specifically, if the predicted destination or the predicted driving route is inaccurate, the current destination input by the user is received.

[0197] The electronic device may receive the current destination input by the user based on the display component, or may receive the current destination input by the user via voice. The embodiment of the present application does not specifically limit the manner in which the electronic device receives the current destination input by the user.

[0198] In step S2018, the current travel weather, the current departure place, the current destination, and the current traffic conditions of each alternative route are input into the travel route prediction model, and the alternative travel route corresponding to the current destination is output.

[0199] Step S2019: Based on the current position information of the target vehicle, the alternative driving route is corrected in real time to obtain the target driving route.

[0200] Specifically, the electronic device can input the current travel weather, the current departure point, the current destination, and the current traffic conditions of each alternative route into the travel route prediction model, and output the alternative travel route corresponding to the current destination. If the current location information of the target vehicle conflicts with the alternative travel route, that is, the target vehicle is not traveling according to the alternative travel route, the alternative travel route is corrected in real time based on the current location information of the target vehicle to obtain the target travel route.

[0201] Specifically, after the electronic device determines the current destination and the target driving route, it can perform navigation according to the current destination and the target driving route.

[0202] Step S202 , judging whether the target vehicle needs to be charged when traveling to the current destination based on the relationship between the current destination and the target driving route.

[0203] For details about this step, please refer to the introduction of step S102 in FIG1 , which will not be described in detail here.

[0204] Step S203: Determine the destination type corresponding to the current destination based on the current departure date, the current departure time, and the target driving route.

[0205] The destination type includes a one-way destination and / or a two-way destination; a two-way destination is used to indicate that the current destination is the destination in one direction of the two-way trip of the target vehicle.

[0206] For details about this step, please refer to the introduction of step S103 in FIG1 , which will not be described in detail here.

[0207] Step S204 , determining an energy management method corresponding to the target vehicle based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route.

[0208] For details about this step, please refer to the introduction of step S104 in FIG1 , which will not be described in detail here.

[0209] The energy management method provided in the embodiments of the present application detects whether the target vehicle has its navigation function enabled, thereby ensuring the accuracy of the detection results. If the target vehicle does not have its navigation function enabled, the current departure location, current departure date, and current departure time corresponding to the target vehicle are obtained; the current departure location, current departure date, and current departure time are input into a destination prediction model, which then extracts features from the current departure location, current departure date, and current departure time to output a predicted destination. The above method trains a destination prediction model based on multiple first historical user travel routes, comprehensively considering the user's historical travel history, thereby ensuring the accuracy of the output predicted destination. Based on the relationship between the predicted destination, the current departure location, current departure date, and current departure time, the current traffic conditions for each alternative route from the current departure location to the predicted destination, for the current departure date and current departure time, are determined, ensuring the accuracy of the current traffic conditions for each determined alternative route. The current travel weather is obtained; the current travel weather, the current departure location, the predicted destination, each alternative route, and the current traffic conditions corresponding to each alternative route are input into the travel route prediction model, and a predicted travel route corresponding to the predicted destination is output. The above method obtains a travel route prediction model based on training of multiple second historical user travel routes, and comprehensively considers the current departure date, current departure time, current traffic conditions of each alternative route, and current travel weather, thereby ensuring the accuracy of the output predicted travel route.

[0210] Then, the predicted destination and predicted driving route are displayed to the user, and a first instruction input by the user is received. Based on the first instruction, the predicted destination and predicted driving route are determined to be accurate, thereby accurately determining the accuracy of the predicted destination and predicted driving route. If the predicted destination and predicted driving route are accurate, the predicted destination is determined as the current destination, and the predicted driving route is determined as the target driving route. This allows the current destination and the target driving route corresponding to the current destination to be determined when the navigation function of the target vehicle is not enabled, thereby enabling advance planning of the target vehicle's energy based on the current destination and the target driving route. If the predicted destination or predicted driving route is inaccurate, the current destination input by the user is received; the current travel weather, the current departure point, the current destination, and the current traffic conditions of each alternative route are input into the travel route prediction model, and the target driving route corresponding to the current destination is output. This ensures the accuracy of the target driving route corresponding to the current destination, meets the user's intention, and does not require the user to select a target driving route.

[0211] In this embodiment, an energy management method is provided. FIG3 is a flow chart of the energy management method according to the embodiment of the present application. As shown in FIG3 , the flow chart includes the following steps:

[0212] Step S301: Obtain a current destination corresponding to the target vehicle and a target driving route corresponding to the current destination.

[0213] For details about this step, please refer to the introduction of step S201 in FIG2 , which will not be described in detail here.

[0214] Step S302 , judging whether the target vehicle needs to be charged when traveling to the current destination based on the relationship between the current destination and the target driving route.

[0215] Specifically, the above step S302 may include the following steps:

[0216] Step S3021, obtain the current departure location and current departure time of the target vehicle.

[0217] Specifically, the electronic device may detect the current departure location of the target vehicle based on the GPS system of the target vehicle, and obtain the current departure time of the target vehicle based on the communication connection with the onboard electronic device.

[0218] Step S3022: Determine the arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route based on the current departure time.

[0219] Optionally, when the target vehicle travels through the target driving route, the electronic device can obtain the average driving speed of the target vehicle in the historical travel of the target driving route, estimate the time required to travel from the current departure point to the current destination based on the average driving speed, and then add the required time to the current departure time to obtain the arrival time of the target vehicle from the current departure point to the current destination along the target driving route.

[0220] Optionally, when the target vehicle has not traveled the target driving route, the electronic device can obtain the terrain and current congestion situation of the target driving route. The electronic device can estimate the time required for the target vehicle to travel from the current departure point to the current destination based on the terrain of the target driving route, the current congestion situation of the target driving route and the user's driving habits, and then add the current departure time to the required time to obtain the arrival time of the target vehicle from the current departure point to the current destination along the target driving route.

[0221] It should be noted that, while the target vehicle is driving, it can also obtain the congestion situation of the road ahead in real time and update the arrival time to the current destination in real time.

[0222] Step S3023, obtaining the current remaining power of the target vehicle.

[0223] Specifically, the electronic device can detect the current remaining power of the target vehicle in real time.

[0224] Step S3024, calculating the estimated remaining power of the target vehicle after it reaches the current destination based on the current remaining power.

[0225] Specifically, the above step S3024 may include the following steps:

[0226] Step c1, obtaining the terrain of the target driving route, the average driving speed of the target vehicle, the current driving mileage corresponding to the target driving route, the current outside temperature information, and the setting information of the vehicle electrical appliances.

[0227] Optionally, the electronic device can obtain the topography of the target driving route based on a connection with a high-precision map device. The electronic device can estimate the average speed of the target vehicle based on the topography of the target driving route, the current congestion situation on the target driving route, and the user's driving habits. For example, if the user typically drives fast, the average speed of the target vehicle will be faster; if the user typically drives slowly, the average speed of the target vehicle will be slower.

[0228] Optionally, when the target vehicle travels along the target driving route, the electronic device may obtain an average driving speed of the target vehicle in a historical travel along the target driving route.

[0229] Optionally, the electronic device may also determine the current mileage corresponding to the target driving route based on the target driving route. The electronic device may also obtain current ambient temperature information based on a temperature sensor. Furthermore, the electronic device may obtain configuration information for each onboard electrical appliance based on communication with the onboard electrical appliance, and determine the energy consumption of each onboard electrical appliance based on the configuration information.

[0230] Step c2, determining the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route based on the terrain, average driving speed, current driving mileage, current external temperature information and vehicle electrical appliance setting information.

[0231] Optionally, the electronic device can input the terrain, average driving speed, current mileage, current outside temperature information and vehicle electrical appliance setting information into a preset energy consumption determination model. The preset energy consumption determination model extracts features based on the terrain, average driving speed, current mileage, current outside temperature information and vehicle electrical appliance setting information, and outputs the first trip energy consumption of the target vehicle traveling from the current starting point to the current destination along the target driving route.

[0232] Among them, the preset energy consumption determination model is obtained by training based on multiple third historical user travel routes. Each third historical user travel route includes the historical travel route terrain, historical average driving speed, historical mileage, historical external temperature information, historical vehicle electrical appliance setting information and historical travel trip energy consumption. The historical travel trip energy consumption is the third label information.

[0233] Among them, the preset energy consumption determination model can be a decision tree model, a random forest model, a CNN model, or other models. The embodiment of the present application does not specifically limit the preset energy consumption determination model.

[0234] Optionally, the electronic device may determine the corresponding driving energy consumption of the target vehicle based on the terrain of the target driving route, the average driving speed of the target vehicle, the current driving mileage, and the current external temperature information.

[0235] Then, the energy consumption of each onboard electrical appliance is determined based on the onboard electrical appliance setting information. The driving energy consumption corresponding to the target vehicle and the energy consumption of each onboard electrical appliance are added together to obtain the first trip energy consumption of the target vehicle traveling along the target route from the current departure point to the current destination.

[0236] Step c3: subtract the energy consumption of the first trip from the current remaining power to obtain the estimated remaining power.

[0237] Specifically, the electronic device subtracts the energy consumption of the first trip from the current remaining power to obtain the estimated remaining power.

[0238] Step S3025 , determining whether the target vehicle needs to be charged when traveling to the current destination based on the arrival time, the estimated remaining power, and the current destination.

[0239] Specifically, the above step S3025 may include the following steps:

[0240] In step d1, the arrival time, the estimated remaining power, and the current destination are input into a charging behavior prediction model, and the charging behavior prediction model outputs a result of whether the target vehicle should be charged when traveling to the current destination.

[0241] Among them, the charging behavior prediction model is trained based on historical charging locations, historical charging time periods, and historical charging remaining power starting intervals.

[0242] Specifically, the electronic device may input the arrival time, the estimated remaining power, and the current destination into a charging behavior prediction model, and the charging behavior prediction model outputs a result of whether the target vehicle should be charged when traveling to the current destination.

[0243] Specifically, the charging behavior prediction model can be a decision tree model, a random forest model, or other models. The embodiment of the present application does not specifically limit the travel charging behavior prediction model.

[0244] or,

[0245] Step d2: Determine whether the current destination meets the charging conditions.

[0246] Specifically, the electronic device may determine that the current destination meets the charging conditions, wherein the charging conditions may be at least one of the following conditions: there is an idle charging pile at the current destination, the current destination is a historical charging location for the target vehicle, and the like.

[0247] Step d3: When the current destination meets the charging conditions, determine whether the arrival time is within the historical charging time period and whether the estimated remaining power is within the starting interval of the historical charging remaining power.

[0248] Specifically, if the current destination is a historical charging location for the target vehicle, the current destination is determined to meet the charging conditions. Alternatively, if there is an available charging station at the current destination, the current destination is determined to meet the charging conditions. If the current destination meets the charging conditions, the electronic device can determine the historical charging time range and the historical charging start interval based on the user's charging habits.

[0249] The electronic device compares the arrival time with the historical charging time period range, and compares the estimated remaining power with the historical charging start interval.

[0250] Step d4: If the arrival time is within the historical charging time period and the estimated remaining power is within the starting interval of the historical remaining power, it is determined that the target vehicle will travel to the current destination for charging.

[0251] Specifically, if the arrival time is within the historical charging time period and the estimated remaining power is within the starting interval of the historical charging remaining power, it is determined that the target vehicle travels to the current destination for charging.

[0252] Optionally, when it is determined that the target vehicle is traveling to the current destination for charging, the electronic device may output charging prompt information, where the charging prompt information is used to prompt the user to charge after arriving at the destination.

[0253] In step d5, if the arrival time is not within the historical charging time period, and / or the estimated remaining power is not within the starting interval of the historical remaining power, it is determined that the target vehicle will not be charged when traveling to the current destination.

[0254] Specifically, if the arrival time is not within the historical charging time period, and / or the estimated remaining power is not within the starting interval of the historical remaining power, it is determined that the target vehicle will travel to the current destination without charging.

[0255] Step S303: Determine the destination type corresponding to the current destination based on the current departure date, the current departure time, and the target driving route.

[0256] The destination type includes a one-way destination and / or a two-way destination; a two-way destination is used to indicate that the current destination is the destination in one direction of the two-way trip of the target vehicle.

[0257] Specifically, please refer to the introduction of step S203 in FIG2 for this step, which will not be described in detail here.

[0258] Step S304 , determining an energy management method corresponding to the target vehicle based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route.

[0259] Specifically, please refer to the introduction of step S204 in FIG2 for this step, which will not be described in detail here.

[0260] The energy management method provided in this embodiment obtains the current departure point and current departure time of the target vehicle; based on the current departure time, determines the arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route, thereby ensuring the accuracy of the determined arrival time. Obtain the current remaining power of the target vehicle. Obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current mileage corresponding to the target driving route, the current outside temperature information, and the on-board electrical appliance setting information; based on the terrain, the average driving speed, the current mileage, the current outside temperature information, and the on-board electrical appliance setting information, determine the energy consumption of the first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route, thereby ensuring the accuracy of the determined energy consumption of the first trip. Subtract the energy consumption of the first trip from the current remaining power to obtain the estimated remaining power, thereby ensuring the accuracy of the estimated remaining power obtained.

[0261] The arrival time, estimated remaining power and current destination are input into the charging behavior prediction model, and the charging behavior prediction model outputs the result of whether the target vehicle is charged when traveling to the current destination, thereby ensuring the accuracy of the result of whether the target vehicle is charged when traveling to the current destination.

[0262] Alternatively, a determination is made as to whether the current destination meets charging conditions; if the current destination meets charging conditions, a determination is made as to whether the arrival time is within a historical charging time period and whether the estimated remaining power is within a starting interval of historical remaining power; if the arrival time is within a historical charging time period and the estimated remaining power is within a starting interval of historical remaining power, the target vehicle is determined to travel to the current destination for charging, thereby ensuring the accuracy of the result determined as the target vehicle traveling to the current destination for charging. If the arrival time is not within a historical charging time period and / or the estimated remaining power is not within a starting interval of historical remaining power, the target vehicle is determined not to travel to the current destination for charging, thereby ensuring the accuracy of the result determined as the target vehicle traveling to the current destination for charging.

[0263] In an optional embodiment of the present application, the above-mentioned "determining an energy management method corresponding to the target vehicle based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route" may include the following situations:

[0264] In one case: if the current destination is a one-way destination and the target vehicle does not charge when traveling to the current destination, then determine the energy consumption of the first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route;

[0265] Calculate the available energy that the target vehicle can provide from the current remaining power consumption to the preset balance power;

[0266] If the energy consumption of the first trip is less than or equal to the available energy, determining that the energy management method corresponding to the target vehicle is pure electric driving;

[0267] If the energy consumption of the first trip is greater than the available energy, the energy management method corresponding to the target vehicle is determined to be driving with equal consumption of oil and electricity.

[0268] Specifically, if the current destination is a one-way trip and the target vehicle does not charge when traveling to the current destination, the electronic device may obtain the terrain of the target route, the average speed of the target vehicle, the current mileage corresponding to the target route, the current outside temperature, and the settings of the onboard electrical appliances. Based on the terrain, average speed, current mileage, current outside temperature, and the settings of the onboard electrical appliances, the electronic device determines the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target route.

[0269] The electronic device then calculates the available energy that can be provided by the target vehicle from its current remaining charge to a preset balance charge. The preset balance charge can be a defined charge level of the target vehicle. When the target vehicle's remaining charge reaches the preset balance charge, the target vehicle automatically adjusts to a fuel-electrical balance.

[0270] The electronic device then compares the energy consumption of the first trip with the available energy. If the energy consumption of the first trip is less than or equal to the available energy, and it is determined that the available energy provided by the target vehicle from the current remaining power to the preset balance power is sufficient to ensure that the target vehicle can travel to the current destination, then the energy management method corresponding to the target vehicle is determined to be pure electric driving;

[0271] If the energy consumption of the first trip is greater than the available energy, the electronic device determines that the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power is insufficient to ensure that the target vehicle can travel to the current destination. Therefore, the electronic device determines that the energy management method corresponding to the target vehicle is oil-electricity equal consumption driving.

[0272] In another case: if the current destination is a one-way destination and the target vehicle travels to the current destination to charge, then the energy consumption of the first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route is determined;

[0273] Calculate the target vehicle's energy consumption from the current remaining power to the minimum quasi-power consumption limit;

[0274] Compare the energy consumption of the first stroke with the limit energy;

[0275] If the energy consumption of the first trip is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is adjusted down to the minimum quasi-power consumption; and the energy management method corresponding to the target vehicle is determined to be pure electric driving;

[0276] If the energy consumption of the first trip is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be driving with equal consumption of oil and electricity.

[0277] Specifically, if the current destination is a one-way trip and the target vehicle is traveling to the current destination to charge, the electronic device may obtain the terrain of the target route, the average speed of the target vehicle, the current mileage corresponding to the target route, the current outside temperature, and the settings of the onboard electrical appliances. Based on the terrain, average speed, current mileage, current outside temperature, and the settings of the onboard electrical appliances, the electronic device determines the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target route.

[0278] Since the target vehicle travels to the current destination to charge, the preset balance power of the target vehicle can be slightly smaller. Therefore, the electronic device can calculate the limit energy of the target vehicle from the current remaining power to the minimum quasi-power consumption.

[0279] The electronic device then compares the energy consumption of the first trip with the energy limit. If the energy consumption of the first trip is less than or equal to the energy limit, the electronic device determines that the energy limit provided by the target vehicle, from the current remaining power to the minimum permitted power consumption, is sufficient to ensure that the target vehicle can reach its current destination. Therefore, the electronic device adjusts the preset balance power corresponding to the target vehicle to the minimum permitted power consumption, and determines that the energy management method for the target vehicle is pure electric driving.

[0280] The preset balance power is a value set for the target vehicle. When the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to a fuel-electricity-equals driving mode.

[0281] If the energy consumption of the first trip is greater than the limit energy, the electronic device determines that the limit energy provided by the target vehicle from the current remaining power consumption to the minimum quasi-power consumption is insufficient to ensure that the target vehicle can travel to the current destination, and determines that the energy management method corresponding to the target vehicle is oil-electricity equal consumption driving.

[0282] In another case: if the current destination is a two-way destination and the target vehicle does not charge when traveling to the current destination, then determine the energy consumption of the second trip of the target vehicle traveling from the current departure point to the current destination and returning from the current destination to the current departure point according to the target driving route;

[0283] Calculate the available energy that the target vehicle can provide from the current remaining power consumption to the preset balance power;

[0284] If the energy consumption of the second trip is greater than the available energy, then determining that the energy management method corresponding to the target vehicle is fuel-electric equal consumption driving;

[0285] If the energy consumption of the second trip is less than or equal to the available energy, it is determined that the energy management method corresponding to the target vehicle is pure electric driving.

[0286] Specifically, if the current destination is a dual-trip one-way destination and the target vehicle does not charge when traveling to the current destination, the electronic device may obtain the terrain of the target route, the average speed of the target vehicle, the current mileage corresponding to the target route, the current outside temperature, and the settings of the onboard electrical appliances. Based on the terrain, average speed, current mileage, current outside temperature, and the settings of the onboard electrical appliances, the electronic device determines the energy consumption of the target vehicle traveling along the target route from the current departure point to the current destination and then returning to the current departure point.

[0287] The electronic device then calculates the available energy that can be provided by the target vehicle from the current remaining power to a preset balance power. The preset balance power can be a defined amount of power at the target vehicle. When the remaining power of the target vehicle reaches the preset balance power, the target vehicle starts driving with both fuel and electricity consumption.

[0288] The electronic device then compares the energy consumption of the first trip with the available energy. If the energy consumption of the first trip is greater than or equal to the available energy, and it is determined that the available energy provided by the target vehicle from the current remaining power to the preset balance power is sufficient to ensure that the target vehicle can travel to the current destination, then the energy management method corresponding to the target vehicle is determined to be pure electric driving;

[0289] If the energy consumption of the first trip is less than the available energy, the electronic device determines that the available energy provided by the target vehicle from the current remaining power to the preset balance power is insufficient to ensure that the target vehicle can travel to the current destination and then return from the current destination to the current departure point. Therefore, the electronic device determines that the energy management method for the target vehicle is equal fuel and electricity consumption.

[0290] In another case: if the current destination is a two-way destination and the target vehicle travels to the current destination to charge, then the energy consumption of the first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route is determined;

[0291] Calculate the target vehicle's energy consumption from the current remaining power to the minimum quasi-power consumption limit;

[0292] Compare the energy consumption of the first stroke with the limit energy;

[0293] If the energy consumption of the first trip is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is adjusted down to the minimum quasi-power consumption; and the energy management method corresponding to the target vehicle is determined to be pure electric driving;

[0294] If the energy consumption of the first trip is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be driving with equal consumption of oil and electricity.

[0295] Specifically, if the current destination is a two-way destination and the target vehicle is traveling to the current destination to charge, the electronic device may obtain the terrain of the target route, the average speed of the target vehicle, the current mileage corresponding to the target route, the current outside temperature, and the settings of the onboard electrical appliances. Based on the terrain, average speed, current mileage, current outside temperature, and the settings of the onboard electrical appliances, the electronic device determines the energy consumption of the first trip of the target vehicle traveling along the target route from the current departure point to the current destination.

[0296] Since the target vehicle is charging at the current destination, the target vehicle's preset balance power can be slightly lower. Therefore, the electronic device can calculate the target vehicle's maximum energy consumption from the current remaining power to the minimum quasi-consumption power. The electronic device does not need to consider the energy consumption corresponding to the trip from the current destination back to the current departure point. Among them, the preset balance power is the value set for the target vehicle. When the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to a fuel-electricity equal consumption mode.

[0297] The electronic device then compares the energy consumption of the first trip with the energy limit. If the energy consumption of the first trip is less than or equal to the energy limit, the electronic device determines that the energy limit provided by the target vehicle from the current remaining power to the minimum quasi-consumption power is sufficient to ensure that the target vehicle can travel to the current destination. Therefore, the electronic device adjusts the preset balance power corresponding to the target vehicle to the minimum quasi-consumption power and determines that the energy management method corresponding to the target vehicle is pure electric driving.

[0298] If the energy consumption of the first trip is greater than the limit energy, the electronic device determines that the limit energy provided by the target vehicle from the current remaining power consumption to the minimum quasi-power consumption is insufficient to ensure that the target vehicle can travel to the current destination, and determines that the energy management method corresponding to the target vehicle is oil-electricity equal consumption driving.

[0299] In an optional embodiment of the present application, as shown in FIG4 , when the energy management method corresponding to the target vehicle is fuel-electricity equal consumption driving, the above method further includes:

[0300] Step S401 : When the energy management method corresponding to the target vehicle is fuel-electricity equal consumption driving, a congested road section and / or an urban road section in a target driving route corresponding to the target vehicle is obtained.

[0301] Specifically, when the energy management method corresponding to the target vehicle is fuel-electricity equal consumption driving, the electronic device can obtain the congested sections and / or urban sections in the target driving route corresponding to the target vehicle based on the communication connection with the navigation system.

[0302] Step S402 : determining the energy consumption required to pass through each congested road section and / or urban road section according to the section length of each congested road section and / or urban road section.

[0303] Specifically, the electronic device may obtain the average speed of the target vehicle passing through each congested road section or / and urban road section. Then, based on the average speed of the target vehicle passing through each congested road section or / and urban road section and the length of each congested road section or / and urban road section, the electronic device may determine the energy consumption required to pass through each congested road section or / and urban road section.

[0304] Step S403 , calculating the sum of energy consumption required to pass through each congested road section and / or urban road section to obtain the total required energy consumption.

[0305] Specifically, the electronic device may calculate the sum of energy consumption required to pass through each congested road section and / or urban road section to obtain the total required energy consumption.

[0306] Step S404 , based on the relationship between available energy or limit energy and total required energy consumption, determine target sections from the congested sections and / or urban sections, and plan pure electric driving through each target section.

[0307] Specifically, the electronic device then compares the total required energy consumption with the available energy or the energy limit. If the available energy or the energy limit is greater than or equal to the total required energy consumption, the electronic device may identify each congested road section and / or urban road section as a target route and plan to travel through each target road section using pure electric power.

[0308] When the available energy or the limit energy is less than the total required energy consumption, the electronic device can determine the target section from the congested sections and / or urban sections based on the required energy consumption for passing through each congested section and / or urban section or the length of each congested section and / or urban section, and plan pure electric driving through each target section.

[0309] Optionally, the electronic device may determine each congested road section or / and urban road section whose required energy consumption is greater than a preset required energy consumption as a target road section; or the electronic device may arrange each congested road section or / and urban road section from large to small according to the required energy consumption, and calculate the total required energy consumption of the first N congested road sections or / and urban road sections in turn until the total required energy consumption is greater than the available energy or the limit energy, and determine the first N-1 congested road sections or / and urban road sections as the target road sections.

[0310] Exemplarily, the electronic device arranges the congested road sections or / and urban road sections from large to small according to the required energy consumption, calculates the required energy consumption of the first congested road section or urban road section in turn, then calculates the total required energy consumption of the first and second congested road sections or / and urban road sections, calculates the total required energy consumption of the first, second and third congested road sections or / and urban road sections, and compares the total required energy consumption calculated each time with the available energy or the limit energy until the total required energy consumption corresponding to the first N congested road sections or / and urban road sections is greater than the available energy or the limit energy, and the first N-1 congested road sections or / and urban road sections are determined as target sections.

[0311] Optionally, the electronic device may further determine as target road sections all congested road sections and / or urban road sections whose lengths are greater than a preset road section length. Alternatively, the electronic device may arrange all congested road sections and / or urban road sections in descending order of length, and sequentially calculate the total required energy consumption of the first N congested road sections and / or urban road sections until the total required energy consumption exceeds the available energy or the limit energy, and then determine the first N-1 congested road sections and / or urban road sections as target road sections.

[0312] Step S405 , controlling the engine to intervene in efficient driving for other road sections except the target road sections.

[0313] Specifically, for other road sections except each target road section, the electronic device can control the engine to intervene in efficient driving.

[0314] The energy management method provided in the embodiment of the present application determines the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle does not charge when traveling to the current destination, thereby ensuring the accuracy of the determined energy consumption of the first trip. Calculate the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power, thereby ensuring the accuracy of the calculated available energy. If the energy consumption of the first trip is less than or equal to the available energy, then determine that the energy management method corresponding to the target vehicle is pure electric driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being pure electric driving. If the energy consumption of the first trip is greater than the available energy, then determine that the energy management method corresponding to the target vehicle is oil-electric equal consumption driving, thereby ensuring the accuracy of the energy management method corresponding to the determined target vehicle being oil-electric equal consumption driving. Thus, it is achieved that the optimal energy consumption throughout the entire journey is achieved while ensuring the driving experience.

[0315] If the current destination is a one-way destination, and the target vehicle travels to the current destination to charge, the energy consumption of the target vehicle for the first trip from the current departure point to the current destination along the target driving route is determined, thereby ensuring the accuracy of the determined energy consumption for the first trip. The target vehicle's limit energy consumption from the current remaining power to the minimum quasi-power consumption is calculated, thereby ensuring the accuracy of the calculated limit energy. The first trip energy consumption is compared with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; the energy management method corresponding to the target vehicle is determined to be pure electric driving, thereby ensuring the accuracy of the energy management method corresponding to the target vehicle determined to be pure electric driving. If the first trip energy consumption is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be both oil and electricity consumption driving. The accuracy of the energy management method corresponding to the target vehicle determined to be both oil and electricity consumption driving is ensured. This ensures that the optimal energy consumption throughout the entire journey is achieved while ensuring the driving experience.

[0316] If the current destination is a two-way destination, and the target vehicle does not charge when traveling to the current destination, the energy consumption of the second trip of the target vehicle traveling from the current departure point to the current destination and returning from the current destination to the current departure point according to the target driving route is determined, thereby ensuring the accuracy of the calculated energy consumption of the second trip. The available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power is calculated, thereby ensuring the accuracy of the calculated available energy. If the energy consumption of the second trip is greater than the available energy, the energy management method corresponding to the target vehicle is determined to be fuel-electric driving, thereby ensuring the accuracy of the energy management method determined to be fuel-electric driving. If the energy consumption of the second trip is less than or equal to the available energy, the energy management method corresponding to the target vehicle is determined to be pure electric driving, thereby ensuring the accuracy of the energy management method determined to be pure electric driving. In this way, optimal energy consumption throughout the entire journey is achieved while ensuring the driving experience.

[0317] If the current destination is a two-way destination, and the target vehicle travels to the current destination to charge, the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route is determined, thereby ensuring the accuracy of the calculated energy consumption of the first trip. The target vehicle's limit energy consumption from the current remaining power to the minimum quasi-power consumption is calculated, thereby protecting the accuracy of the calculated limit energy. The first trip energy consumption is compared with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; the energy management method corresponding to the target vehicle is determined to be pure electric driving, thereby ensuring the accuracy of the energy management method determined to be pure electric driving. If the first trip energy consumption is greater than the limit energy, the energy management method corresponding to the target vehicle is determined to be both oil and electricity consumption driving, thereby ensuring the accuracy of the energy management method determined to be both oil and electricity consumption driving.

[0318] Furthermore, when the target vehicle's energy management method is for equal fuel and electricity consumption, the system obtains the congested and / or urban sections within the target route for the target vehicle. Based on the length of each congested and / or urban section, the required energy consumption for traversing each congested and / or urban section is determined, ensuring the accuracy of the determined required energy consumption. Based on the relationship between available energy or limit energy and the total required energy consumption, target sections are identified from the congested and / or urban sections, and pure electric driving is planned to traverse each target section, ensuring the accuracy of the determined target sections. For sections other than the target sections, the engine is controlled to intervene for efficient driving. This achieves optimal energy consumption throughout the entire journey while maintaining a good driving experience.

[0319] To more clearly describe the energy management method provided in the embodiment of the present application, the embodiment of the present application also provides a flow chart of the energy management method, as shown in FIG5 . The energy management method may include the following steps:

[0320] S1: Determine the navigation implementation method based on user operation, travel destination, and travel route prediction:

[0321] 1) If the user sets the destination and driving route through the in-vehicle navigation or mobile navigation connected to the vehicle, smart energy management will be performed according to the navigation route set by the user:

[0322] ①. If the navigation destination is not a historical destination in the database, the one-way trip is used for smart energy management.

[0323] ②. If the navigation destination is a historical destination in the database, proceed to S2: Smart Energy Management Calculation Mileage Determination.

[0324] 2) If the user has not set a destination and route through the in-vehicle navigation or mobile navigation connected to the vehicle, the destination prediction system will predict the destination and route:

[0325] ①. If the prediction is successful, with user authorization, the in-vehicle navigation system will be run in the background to perform intelligent energy management;

[0326] ②. If the prediction fails, no navigation is performed and energy management is performed according to the default strategy.

[0327] S2: Smart energy management calculates mileage based on the user's destination, travel habits, charging behavior, full-trip energy consumption, and the current battery charge level:

[0328] 1) When: ①. No charging at the one-way destination;

[0329] ②. This trip is a trip in one direction of a regular two-way trip;

[0330] ③. The remaining battery power is insufficient for round-trip pure electric driving.

[0331] If all the above conditions are met, smart energy management is performed using the round-trip bidirectional total travel distance.

[0332] 2) When: ①. One-way destination will charge;

[0333] ②. This trip is not a trip in one direction of a regular two-way trip;

[0334] ③. The remaining power is sufficient for round trip pure electric driving.

[0335] If any of the above conditions is met, one-way travel is used for smart energy management.

[0336] S3: Based on the charging behavior prediction, full-trip energy consumption prediction, the current power level of the power battery, the total mileage, terrain, traffic conditions and other information provided by the navigation system, the driving mode and energy management strategy are determined to perform intelligent energy management:

[0337] 1) When the remaining power is sufficient for full-range electric driving, that is, the energy required for the full range is less than or equal to the energy that can be provided by the battery after the battery is consumed to the equilibrium power (SOC1), full-range electric driving is performed;

[0338] 2) When the battery-powered driving does not exceed the maximum releasable charge, that is, the energy provided by the battery when the battery is consumed to the balance charge (SOC1) is less than the energy required for the entire journey and less than the energy provided by the battery when the battery is consumed to the minimum quasi-usage charge (SOC2), and charging is available at the destination, the entire journey is carried out in pure electric mode with the balance charge reduced;

[0339] 3) When the electric driving exceeds the maximum amount of energy that can be released, that is, the energy required for the entire journey is greater than the energy that can be provided by the pure electric driving power battery when it is consumed to the minimum quasi-power consumption (SOC2), or when the electric driving does not charge when reaching the destination, the oil-electric equal consumption strategy is implemented, and energy management is performed according to the traffic information (smooth or congested) provided by the navigation: When a congested road section or urban road section is identified ahead, the amount of energy required for pure electric driving to pass through the congested section or urban section is estimated, and the power battery is charged to the required amount in advance in the engine's efficient operating area on smooth and high-speed roads. The overall performance is: pure electric driving on congested sections or urban sections, the engine intervenes for efficient driving on smooth sections, and the power battery is just used to balance the power when arriving at the destination, while ensuring the driving experience and achieving optimal energy consumption throughout the journey.

[0340] This embodiment also provides an energy management device for implementing the above-mentioned embodiments and optional implementations. Details already described will not be repeated. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0341] This embodiment provides an energy management device, as shown in FIG6 , including:

[0342] An acquisition module 501 is used to acquire a current destination corresponding to a target vehicle and a target driving route corresponding to the current destination;

[0343] A judgment module 502 is used to judge whether the target vehicle should be charged when traveling to the current destination based on the relationship between the current destination and the target driving route;

[0344] The first determination module 503 is configured to determine a destination type corresponding to the current destination based on the current departure date, the current departure time, and the target driving route. The destination type includes a one-way destination and / or a two-way destination. The two-way destination is used to indicate that the current destination is a destination in one direction of the target vehicle's two-way travel.

[0345] The second determining module 504 is configured to determine an energy management method corresponding to the target vehicle according to the destination type, the determination result of whether the target vehicle should be charged when traveling to the current destination, and the target driving route.

[0346] In some optional implementations, as shown in FIG7 , the acquisition module 501 includes:

[0347] Detection unit 5011, used to detect whether the target vehicle has turned on the navigation function;

[0348] The first acquisition unit 5012 is configured to acquire the current departure location, current departure date, and current departure time corresponding to the target vehicle if the navigation function is not enabled on the target vehicle;

[0349] The first generating unit 5013 is configured to generate a predicted destination corresponding to the target vehicle based on the relationship between the current departure place, the current departure date, and the current departure time;

[0350] The second generating unit 5014 is configured to generate a predicted driving route of the target vehicle from the current departure point to the predicted destination based on the relationship between the predicted destination, the current departure point, the current departure date, and the current departure time;

[0351] A judgment unit 5015 is used to judge whether the predicted destination and the predicted driving route are accurate;

[0352] The first determining unit 5016 is configured to determine the predicted destination as the current destination and the predicted driving route as the target driving route if the predicted destination and the predicted driving route are accurate.

[0353] In some optional embodiments, the first generation unit 5013 is used to input the current departure place, the current departure date and the current departure time into the destination prediction model, and the destination prediction model extracts features of the current departure place, the current departure date and the current departure time, and outputs the predicted destination; wherein, the destination prediction model is trained based on multiple first historical user travel routes, and each first historical user travel route includes a first historical departure place, a first historical destination, a first historical departure date, and a first historical departure time, and the first historical destination is the first label information.

[0354] In some optional embodiments, the second generation unit 5014 is used to determine the current traffic conditions of each alternative route from the current departure place to the predicted destination on the current departure date and at the current departure time based on the relationship between the predicted destination, the current departure place, the current departure date and the current departure time; obtain the current travel weather; input the current travel weather, the current departure place, the predicted destination, each alternative route and the current traffic conditions corresponding to each alternative route into the travel route prediction model, and output the predicted driving route corresponding to the predicted destination; wherein the travel route prediction model is trained based on multiple second historical user travel routes, and each second historical user travel route includes a second historical departure place, a second historical destination, a second historical travel weather, a second historical driving route from the second historical departure place to the second historical destination, and the historical traffic conditions of the second historical driving route, and the second historical driving route is the second label information.

[0355] In some optional embodiments, the judgment unit 5015 is used to display the predicted destination and the predicted driving route to the user, and receive a first instruction input by the user; based on the first instruction, determine whether the predicted destination and the predicted driving route are accurate.

[0356] In some optional embodiments, the second generation unit 5014 is used to receive the current destination input by the user if the predicted destination or predicted driving route is inaccurate; input the current travel weather, current departure place, current destination and current traffic conditions of each alternative route into the travel route prediction model, and output the alternative driving route corresponding to the current destination; and correct the alternative driving route in real time according to the current position information of the target vehicle to obtain the target driving route.

[0357] In some optional implementations, as shown in FIG8 , the determination module 502 includes:

[0358] The second acquisition unit 5021 is used to acquire the current departure location and current departure time of the target vehicle;

[0359] The second determining unit 5022 is configured to determine, based on the current departure time, the arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route;

[0360] The third acquisition unit 5023 is used to obtain the current remaining power of the target vehicle;

[0361] The calculation unit 5024 is used to calculate the estimated remaining power of the target vehicle after it reaches the current destination based on the current remaining power;

[0362] The third determining unit 5025 is configured to determine whether the target vehicle should be charged when traveling to the current destination according to the arrival time, the estimated remaining power, and the current destination.

[0363] In some optional embodiments, the calculation unit 5024 is used to obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current mileage corresponding to the target driving route, the current outside temperature information, and the vehicle electrical appliance setting information; based on the terrain, the average driving speed, the current mileage, the current outside temperature information, and the vehicle electrical appliance setting information, determine the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route; subtract the energy consumption of the first trip from the current remaining power to obtain the estimated remaining power.

[0364] In some optional embodiments, the third determination unit 5025 is used to input the arrival time, the estimated remaining power and the current destination into the charging behavior prediction model, and the charging behavior prediction model outputs the result of whether the target vehicle is charged when it travels to the current destination; when the current destination meets the charging conditions, it is determined whether the arrival time is within the historical charging time period and whether the estimated remaining power is within the starting interval of the historical charging remaining power; based on the judgment result, it is determined whether the target vehicle is charged when it travels to the current destination.

[0365] In some optional embodiments, the third determination unit 5025 is used to determine that the target vehicle will travel to the current destination to charge if the arrival time is within the historical charging time period and the expected remaining power is within the starting interval of the historical charging remaining power; if the arrival time is not within the historical charging time period, and / or the expected remaining power is not within the starting interval of the historical charging remaining power, determine that the target vehicle will travel to the current destination without charging.

[0366] In some optional embodiments, the second determination module 504 is used to determine the energy consumption of the first trip of the target vehicle from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle does not charge when traveling to the current destination; calculate the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power; if the energy consumption of the first trip is less than or equal to the available energy, determine that the energy management method corresponding to the target vehicle is pure electric driving; if the energy consumption of the first trip is greater than the available energy, determine that the energy management method corresponding to the target vehicle is both oil and electricity consumption.

[0367] In some optional embodiments, the second determination module 504 is used to determine the energy consumption of the target vehicle for the first trip from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle travels to the current destination to charge; calculate the limit energy of the target vehicle from the current remaining power to the minimum quasi-power consumption; compare the first trip energy consumption with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, reduce the preset balance power corresponding to the target vehicle to the minimum quasi-power consumption; determine that the energy management method corresponding to the target vehicle is pure electric driving; if the first trip energy consumption is greater than the limit energy, determine that the energy management method corresponding to the target vehicle is oil-electric equal consumption driving.

[0368] In some optional embodiments, the second determination module 504 is used to determine the energy consumption of the second trip of the target vehicle traveling from the current departure point to the current destination and returning from the current destination to the current departure point along the target driving route if the current destination is a two-way destination and the target vehicle does not charge when traveling to the current destination; calculate the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power; if the energy consumption of the second trip is greater than the available energy, determine that the energy management method corresponding to the target vehicle is equal consumption of oil and electricity; if the energy consumption of the second trip is less than or equal to the available energy, determine that the energy management method corresponding to the target vehicle is pure electric driving.

[0369] In some optional embodiments, the second determination module 504 is used to determine the energy consumption of the target vehicle for the first trip from the current departure point to the current destination along the target driving route if the current destination is a two-way destination and the target vehicle travels to the current destination to charge; calculate the limit energy of the target vehicle from the current remaining power to the minimum quasi-power consumption; compare the first trip energy consumption with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, reduce the preset balance power corresponding to the target vehicle to the minimum quasi-power consumption; determine that the energy management method corresponding to the target vehicle is pure electric driving; if the first trip energy consumption is greater than the limit energy, determine that the energy management method corresponding to the target vehicle is oil-electric equal consumption driving.

[0370] In some optional embodiments, the second determination module 504 is used to obtain the congested sections and / or urban sections in the target driving route corresponding to the target vehicle when the energy management method corresponding to the target vehicle is driving with equal consumption of oil and electricity; determine the energy consumption required to pass through each congested section and / or urban section based on the section length of each congested section and / or urban section; calculate the sum of the energy consumption required to pass through each congested section and / or urban section to obtain the total required energy consumption; determine the target section from each congested section and / or urban section based on the relationship between the available energy or the limit energy and the total required energy consumption, and plan pure electric driving through each target section; for other sections except each target section, control the engine to intervene in efficient driving.

[0371] The energy management device in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0372] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0373] An embodiment of the present application also provides an electronic device having the energy management device shown in Figures 6-8 above.

[0374] Please refer to Figure 9, which is a structural diagram of an electronic device provided by an optional embodiment of the present application. As shown in Figure 9, the electronic device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the electronic device, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple electronic devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 9 takes a processor 10 as an example.

[0375] The processor 10 may be a central processing unit (CPU), a network processor (NPU), or a combination thereof. The processor 10 may also include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device (PLD) may be a complex programmable logic device (CPLD), a field programmable gate array (FPGA), a general purpose array logic (GAL), or any combination thereof.

[0376] The memory 20 stores instructions that can be executed by at least one processor 10, so as to enable at least one processor 10 to execute the method shown in the above embodiment.

[0377] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created based on the use of an electronic device presented by a small program landing page, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the electronic device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0378] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0379] The electronic device further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30, and the output device 40 may be connected via a bus or other means, with FIG9 taking the bus connection as an example.

[0380] The input device 30 can receive input digital or character information and generate key signal input related to user settings and function control of the electronic device, such as a touch screen, a keypad, a mouse, a trackpad, a touch pad, an indicator stick, one or more mouse buttons, a trackball, a joystick, etc. The output device 40 can include a display device, an auxiliary lighting device (e.g., an LED), and a tactile feedback device (e.g., a vibration motor). The above-mentioned display device includes but is not limited to a liquid crystal display, a light emitting diode, a display, and a plasma display. In some optional embodiments, the display device can be a touch screen.

[0381] The embodiment of the present application also provides an intelligent vehicle, including: an intelligent vehicle body and an electronic device, the electronic device is used to execute the energy management method of any one of the embodiments. As shown in Figure 10, it is an architectural diagram of the electronic device executing the energy management method in the intelligent vehicle. As shown in Figure 10, the vehicle-side electronic device can use the destination prediction module to predict the current destination, and use the travel route prediction module to predict the target travel route. Then, based on the current destination and the target travel route, the charging behavior prediction model is used to predict whether the target vehicle will charge when it travels to the current destination. The energy consumption prediction model is used to predict energy consumption, and energy management strategy planning is performed based on the energy consumption prediction. In addition, energy management strategy planning can be performed based on the energy consumption prediction to predict the energy consumption of the target vehicle again.

[0382] The embodiments of the present application also provide a computer-readable storage medium. The above-mentioned method according to the embodiment of the present application can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; optionally, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0383] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

Claims

1. An energy management method, characterized in that: The method comprises: Obtaining a current destination corresponding to the target vehicle and a target driving route corresponding to driving to the current destination; Determining whether the target vehicle should be charged when traveling to the current destination based on a relationship between the current destination and the target driving route; Determining a destination type corresponding to the current destination based on the current departure date, the current departure time, and the target driving route; the destination type includes a one-way destination and / or a two-way destination; the two-way destination is used to indicate that the current destination is a destination in one direction of the target vehicle's two-way travel; An energy management method corresponding to the target vehicle is determined according to the destination type, a determination result of whether the target vehicle is to be charged when traveling to the current destination, and the target driving route.

2. The method according to claim 1, characterized in that The obtaining of the current destination corresponding to the target vehicle and the target driving route corresponding to the current destination includes: Detecting whether the target vehicle has a navigation function turned on; If the navigation function is not enabled for the target vehicle, obtaining the current departure location, the current departure date, and the current departure time corresponding to the target vehicle; generating a predicted destination corresponding to the target vehicle based on a relationship between the current departure place, the current departure date, and the current departure time; generating a predicted travel route of the target vehicle from the current departure point to the predicted destination based on a relationship between the predicted destination, the current departure point, the current departure date, and the current departure time; Determining whether the predicted destination and the predicted driving route are accurate; If the predicted destination and the predicted driving route are accurate, the predicted destination is determined as the current destination, and the predicted driving route is determined as the target driving route.

3. The method according to claim 2, characterized in that Generating a predicted destination corresponding to the target vehicle according to a relationship between the current departure place, the current departure date, and the current departure time includes: The current departure place, the current departure date and the current departure time are input into a destination prediction model, and the destination prediction model extracts features of the current departure place, the current departure date and the current departure time, and outputs the predicted destination; wherein, the destination prediction model is trained based on multiple first historical user travel routes, each of the first historical user travel routes includes a first historical departure place, a first historical destination, a first historical departure date, and a first historical departure time, and the first historical destination is the first label information.

4. The method according to claim 2, characterized in that Generating a predicted driving route of the target vehicle from the current departure point to the predicted destination based on a relationship between the predicted destination, the current departure point, the current departure date, and the current departure time includes: determining, based on a relationship between the predicted destination, the current departure place, the current departure date, and the current departure time, current traffic conditions of each alternative route from the current departure place to the predicted destination on the current departure date and at the current departure time; Get the current travel weather; The current travel weather, the current departure place, the predicted destination, each of the alternative routes, and the current traffic conditions corresponding to each of the alternative routes are input into a travel route prediction model, and the predicted driving route corresponding to the predicted destination is output; wherein, the travel route prediction model is trained based on multiple second historical user travel routes, and each of the second historical user travel routes includes a second historical departure place, a second historical destination, a second historical travel weather, a second historical driving route from the second historical departure place to the second historical destination, and the historical traffic conditions of the second historical driving route, and the second historical driving route is the second label information.

5. The method according to claim 2, characterized in that The determining whether the predicted destination and the predicted driving route are accurate includes: Displaying the predicted destination and the predicted driving route to the user, and receiving a first instruction input by the user; Based on the first instruction, it is determined whether the predicted destination and the predicted driving route are accurate.

6. The method according to claim 4, characterized in that The method further comprises: If the predicted destination or the predicted driving route is inaccurate, receiving the current destination input by the user; Inputting the current travel weather, the current departure place, the current destination, and the current traffic conditions of each of the alternative routes into the travel route prediction model, and outputting the alternative travel route corresponding to the current destination; According to the current position information of the target vehicle, the alternative driving route is corrected in real time to obtain the target driving route.

7. The method according to claim 1, characterized in that The determining, based on the relationship between the current destination and the target driving route, whether the target vehicle should be charged when traveling to the current destination includes: Obtain the current departure location and current departure time of the target vehicle; Determining, based on the current departure time, the arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route; Obtaining the current remaining power of the target vehicle; Calculating the estimated remaining power of the target vehicle after it reaches the current destination based on the current remaining power; Determine whether the target vehicle should be charged when traveling to the current destination based on the arrival time, the estimated remaining power, and the current destination.

8. The method according to claim 7, characterized in that The calculating, based on the current remaining power of the target vehicle, an estimated remaining power of the target vehicle after the target vehicle reaches the current destination, includes: Obtaining the terrain of the target driving route, the average driving speed of the target vehicle, the current mileage corresponding to the target driving route, the current outside temperature information, and the setting information of the on-board electrical appliances; determining, based on the terrain, the average driving speed, the current mileage, the current ambient temperature, and the vehicle electrical appliance setting information, a first trip energy consumption of the target vehicle traveling from the current departure point to the current destination along the target driving route; The estimated remaining power is obtained by subtracting the first trip energy consumption from the current remaining power.

9. The method according to claim 7, characterized in that The determining, based on the arrival time, the estimated remaining power, and the current destination, whether the target vehicle should be charged when traveling to the current destination includes: The arrival time, the estimated remaining power, and the current destination are input into a charging behavior prediction model, and the charging behavior prediction model outputs a result of whether the target vehicle is charged when traveling to the current destination; wherein, the charging behavior prediction model is trained based on historical charging locations, historical charging time periods, and historical starting intervals of remaining power.

10. The method according to claim 7, characterized in that The determining, based on the arrival time, the estimated remaining power, and the current destination, whether the target vehicle should be charged when traveling to the current destination includes: Determining whether the current destination meets charging conditions; When the current destination meets the charging conditions, determining whether the arrival time is within a historical charging time period and whether the estimated remaining power is within a historical charging remaining power starting interval; If the arrival time is within the historical charging time period, and the estimated remaining power is within the starting interval of the historical remaining power, then determining that the target vehicle travels to the current destination for charging; If the arrival time is not within the historical charging time period, and / or the estimated remaining power is not within the historical charging remaining power starting interval, it is determined that the target vehicle travels to the current destination without charging.

11. The method according to claim 1, wherein The determining of the energy management method corresponding to the target vehicle based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route includes: If the current destination is a one-way destination and the target vehicle travels to the current destination without charging, determining a first trip energy consumption of the target vehicle traveling from the current departure point to the current destination along the target driving route; Calculating the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power; If the first trip energy consumption is less than or equal to the available energy, determining that the energy management method corresponding to the target vehicle is pure electric driving; If the energy consumption of the first trip is greater than the available energy, it is determined that the energy management method corresponding to the target vehicle is driving with equal consumption of oil and electricity.

12. The method according to claim 1, characterized in that The determining of the energy management method corresponding to the target vehicle based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route includes: If the current destination is a one-way destination and the target vehicle travels to the current destination to charge, determining a first trip energy consumption of the target vehicle traveling from the current departure point to the current destination along the target driving route; Calculating the target vehicle's energy consumption from the current remaining power to the minimum quasi-power consumption; comparing the first stroke energy consumption with the limit energy; If the first trip energy consumption is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; and the energy management method corresponding to the target vehicle is determined to be pure electric driving; wherein the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to equal fuel and electricity consumption driving; If the energy consumption of the first trip is greater than the limit energy, it is determined that the energy management method corresponding to the target vehicle is driving with equal consumption of oil and electricity.

13. The method according to claim 1, wherein The determining of the energy management method corresponding to the target vehicle based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route includes: If the current destination is a two-way destination and the target vehicle travels to the current destination without charging, determining the energy consumption of a second trip of the target vehicle traveling from the current departure point to the current destination and returning from the current destination to the current departure point according to the target driving route; Calculating the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power; If the energy consumption of the second trip is greater than the available energy, determining that the energy management method corresponding to the target vehicle is fuel-electric equal consumption driving; If the second trip energy consumption is less than or equal to the available energy, it is determined that the energy management method corresponding to the target vehicle is pure electric driving.

14. The method according to claim 1, wherein The determining of the energy management method corresponding to the target vehicle based on the destination type, the determination result of whether the target vehicle is charged when traveling to the current destination, and the target driving route includes: If the current destination is a two-way destination and the target vehicle travels to the current destination for charging, determining the energy consumption of a first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route; Calculating the limit energy of the target vehicle from the current remaining power consumption to the minimum quasi-power consumption; comparing the first stroke energy consumption with the limit energy; If the first trip energy consumption is less than or equal to the limit energy, the preset balance power corresponding to the target vehicle is lowered to the minimum quasi-power consumption; and the energy management method corresponding to the target vehicle is determined to be pure electric driving; wherein the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to equal fuel and electricity consumption driving; If the energy consumption of the first trip is greater than the limit energy, it is determined that the energy management method corresponding to the target vehicle is driving with equal consumption of oil and electricity.

15. The method according to any one of claims 11 to 14, characterized in that The method further includes: when the energy management method corresponding to the target vehicle is fuel-electricity equal consumption driving, obtaining a congested road section and / or an urban road section in the target driving route corresponding to the target vehicle; determining the energy consumption required to pass through each of the congested road sections and / or the urban road sections according to the length of each of the congested road sections and / or the urban road sections; Calculating the sum of energy consumption required to pass through each of the congested road sections and / or the urban road section to obtain a total required energy consumption; determining target sections from the congested sections and / or the urban sections based on a relationship between the available energy or the limit energy and the total required energy consumption, and planning pure electric driving through each target section; For other road sections except the target road sections, the engine is controlled to intervene in efficient driving.

16. An energy management device, characterized in that: The device comprises: An acquisition module, configured to acquire a current destination corresponding to the target vehicle and a target driving route corresponding to driving to the current destination; A judgment module, configured to judge whether the target vehicle should be charged when traveling to the current destination based on the relationship between the current destination and the target driving route; A first determination module is configured to determine a destination type corresponding to the current destination based on the current departure date, the current departure time, and the target driving route; the destination type includes a one-way destination and / or a two-way destination; the two-way destination is used to indicate that the current destination is a destination in one direction of the target vehicle's two-way travel; The second determination module is used to determine the energy management method corresponding to the target vehicle according to the destination type, the judgment result of whether the target vehicle is charged when traveling to the current destination, and the target driving route.

17. The device according to claim 16, characterized in that The acquisition module includes: A detection unit, used to detect whether the target vehicle has a navigation function turned on; A first acquiring unit is configured to acquire the current departure place, the current departure date, and the current departure time corresponding to the target vehicle if the navigation function is not enabled for the target vehicle; a first generating unit, configured to generate a predicted destination corresponding to the target vehicle according to a relationship between the current departure place, the current departure date, and the current departure time; a second generating unit, configured to generate a predicted travel route of the target vehicle from the current departure place to the predicted destination based on a relationship between the predicted destination, the current departure place, the current departure date, and the current departure time; a judgment unit, configured to judge whether the predicted destination and the predicted driving route are accurate; The first determining unit is configured to determine the predicted destination as the current destination and the predicted driving route as the target driving route if the predicted destination and the predicted driving route are accurate.

18. The device according to claim 17, characterized in that The first generation unit is used to input the current departure place, the current departure date and the current departure time into the destination prediction model, and the destination prediction model extracts features of the current departure place, the current departure date and the current departure time, and outputs the predicted destination; wherein, the destination prediction model is trained based on multiple first historical user travel routes, each of the first historical user travel routes includes a first historical departure place, a first historical destination, a first historical departure date, and a first historical departure time, and the first historical destination is the first label information.

19. The device according to claim 17, characterized in that The second generating unit is configured to determine, based on a relationship between the predicted destination, the current departure place, the current departure date, and the current departure time, current traffic conditions of each alternative route from the current departure place to the predicted destination at the current departure date and the current departure time; Get the current travel weather; The current travel weather, the current departure place, the predicted destination, each of the alternative routes, and the current traffic conditions corresponding to each of the alternative routes are input into a travel route prediction model, and the predicted driving route corresponding to the predicted destination is output; wherein, the travel route prediction model is trained based on multiple second historical user travel routes, and each of the second historical user travel routes includes a second historical departure place, a second historical destination, a second historical travel weather, a second historical driving route from the second historical departure place to the second historical destination, and the historical traffic conditions of the second historical driving route, and the second historical driving route is the second label information.

20. The device according to claim 17, wherein A judgment unit is used to display the predicted destination and the predicted driving route to the user and receive a first instruction input by the user; based on the first instruction, determine whether the predicted destination and the predicted driving route are accurate.

21. The device according to claim 19, characterized in that The second generating unit is configured to, if the predicted destination or the predicted driving route is inaccurate, receive the current destination input by the user; input the current travel weather, the current departure place, the current destination, and the current traffic conditions of each of the alternative routes into the travel route prediction model, and output the alternative driving route corresponding to the current destination; According to the current position information of the target vehicle, the alternative driving route is corrected in real time to obtain the target driving route.

22. The device according to claim 16, characterized in that The judgment module includes: A second acquiring unit, configured to acquire the current departure location and current departure time of the target vehicle; a second determining unit, configured to determine, based on the current departure time, an arrival time of the target vehicle traveling from the current departure point to the current destination along the target driving route; a third acquiring unit, configured to acquire the current remaining power of the target vehicle; a calculation unit, configured to calculate, based on the current remaining power, an estimated remaining power of the target vehicle after it reaches the current destination; The third determining unit is configured to determine whether the target vehicle should be charged when traveling to the current destination according to the arrival time, the estimated remaining power, and the current destination.

23. The device according to claim 22, characterized in that The calculation unit is used to obtain the terrain of the target driving route, the average driving speed of the target vehicle, the current mileage corresponding to the target driving route, the current external temperature information, and the setting information of the vehicle electrical appliances; determining, based on the terrain, the average driving speed, the current mileage, the current ambient temperature, and the vehicle electrical appliance setting information, a first trip energy consumption of the target vehicle traveling from the current departure point to the current destination along the target driving route; The estimated remaining power is obtained by subtracting the first trip energy consumption from the current remaining power.

24. The device according to claim 22, characterized in that The third determination unit is used to input the arrival time, the estimated remaining power and the current destination into a charging behavior prediction model, and the charging behavior prediction model outputs a result of whether the target vehicle is charged when traveling to the current destination; wherein the charging behavior prediction model is trained based on historical charging locations, historical charging time periods, and historical starting intervals of remaining charging power.

25. The device according to claim 22, characterized in that The third determining unit is configured to determine whether the current destination meets the charging condition; When the current destination meets the charging conditions, determining whether the arrival time is within a historical charging time period and whether the estimated remaining power is within a historical charging remaining power starting interval; If the arrival time is within the historical charging time period, and the estimated remaining power is within the starting interval of the historical remaining power, then determining that the target vehicle travels to the current destination for charging; If the arrival time is not within the historical charging time period, and / or the estimated remaining power is not within the historical charging remaining power starting interval, it is determined that the target vehicle travels to the current destination without charging.

26. The device according to claim 16, characterized in that The second determining module is configured to determine a first trip energy consumption of the target vehicle traveling from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle travels to the current destination without charging; Calculate the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power; if the first trip energy consumption is less than or equal to the available energy, determine that the energy management method corresponding to the target vehicle is pure electric driving; if the first trip energy consumption is greater than the available energy, determine that the energy management method corresponding to the target vehicle is oil-electric combined driving.

27. The device according to claim 16, characterized in that The second determining module is configured to determine a first trip energy consumption of the target vehicle traveling from the current departure point to the current destination along the target driving route if the current destination is a one-way destination and the target vehicle travels to the current destination for charging; Calculate the limit energy of the target vehicle from the current remaining power to the minimum quasi-power consumption; compare the first trip energy consumption with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, lower the preset balance power corresponding to the target vehicle to the minimum quasi-power consumption; determine that the energy management method corresponding to the target vehicle is pure electric driving; wherein the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to equal fuel and electricity consumption driving; if the first trip energy consumption is greater than the limit energy, determine that the energy management method corresponding to the target vehicle is equal fuel and electricity consumption driving.

28. The device according to claim 16, characterized in that The second determining module is configured to determine a second trip energy consumption of the target vehicle traveling from the current departure point to the current destination and returning from the current destination to the current departure point according to the target driving route, if the current destination is a two-way destination and the target vehicle does not charge when traveling to the current destination; calculating the available energy that can be provided by the target vehicle from the current remaining power consumption to the preset balance power consumption; if the energy consumption of the second trip is greater than the available energy, determining that the energy management method corresponding to the target vehicle is fuel-electricity equal consumption driving; If the second trip energy consumption is less than or equal to the available energy, it is determined that the energy management method corresponding to the target vehicle is pure electric driving.

29. The device according to claim 16, characterized in that The second determining module is configured to determine the energy consumption of a first trip of the target vehicle traveling from the current departure point to the current destination along the target driving route if the current destination is a two-way destination and the target vehicle travels to the current destination for charging; Calculate the limit energy of the target vehicle from the current remaining power to the minimum quasi-power consumption; compare the first trip energy consumption with the limit energy; if the first trip energy consumption is less than or equal to the limit energy, lower the preset balance power corresponding to the target vehicle to the minimum quasi-power consumption; determine that the energy management method corresponding to the target vehicle is pure electric driving; wherein the preset balance power is a value set for the target vehicle, and when the current remaining power reaches the preset balance power, the target vehicle automatically adjusts to equal fuel and electricity consumption driving; if the first trip energy consumption is greater than the limit energy, determine that the energy management method corresponding to the target vehicle is equal fuel and electricity consumption driving.

30. The device according to any one of claims 26 to 29, characterized in that The second determination module is configured to obtain a congested road section and / or an urban road section in the target driving route corresponding to the target vehicle when the energy management method corresponding to the target vehicle is the oil-electricity equal consumption driving method; determining the energy consumption required to pass through each of the congested road sections and / or the urban road sections according to the length of each of the congested road sections and / or the urban road sections; Calculating the sum of energy consumption required to pass through each of the congested road sections and / or the urban road section to obtain a total required energy consumption; determining target sections from the congested sections and / or the urban sections based on a relationship between the available energy or the limit energy and the total required energy consumption, and planning pure electric driving through each target section; For other road sections except the target road sections, the engine is controlled to intervene in efficient driving.

31. An electronic device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the energy management method according to any one of claims 1 to 15 by executing the computer instructions.

32. An intelligent vehicle, characterized in that: The invention comprises: an intelligent vehicle body and an electronic device, wherein the electronic device is used to execute the energy management method according to any one of claims 1 to 15.

33. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the energy management method according to any one of claims 1 to 15.

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