CN115451984A

CN115451984A - Travel navigation method and device

Info

Publication number: CN115451984A
Application number: CN202210975195.6A
Authority: CN
Inventors: 方植
Original assignee: Alibaba China Co Ltd
Current assignee: Alibaba China Co Ltd
Priority date: 2022-08-12
Filing date: 2022-08-12
Publication date: 2022-12-09

Abstract

The embodiments disclosed in the present specification provide a travel navigation method and apparatus. According to the driving environment associated with each road section in the driving route, the deviation applied by the driving environment is superposed on the unit mileage energy consumption standard value of the vehicle, and the unit mileage energy consumption predicted value when the vehicle drives on the road section is obtained. And then, calculating to obtain a total energy consumption predicted value of the vehicle for completing the driving route by using the unit mileage energy consumption predicted value when the vehicle drives on each road section. Then, of the at least two travel routes planned for the vehicle, a travel route having the smallest total energy consumption prediction value may be selected to provide the travel navigation service.

Description

Travel navigation method and device

Technical Field

Embodiments of the present disclosure relate to the field of information technologies, and in particular, to a travel navigation method and apparatus.

Background

A motorized vehicle may be a vehicle that utilizes an energy-consuming engine to provide motive power. The most typical motorized vehicle is a fuel-consuming automobile. With society advocating low-carbon travel and rising energy prices, travel navigation services for vehicles based on travel routes that can save energy consumption are expected.

Disclosure of Invention

Embodiments of the present disclosure provide a travel navigation method to provide travel navigation services for vehicles based on travel routes that are relatively energy-saving.

According to a first aspect of various embodiments of the present specification, a travel navigation method is provided, including:

responding to a travel navigation request, and planning at least two traveling routes for the motorized vehicle needing to travel;

calculating the total energy consumption predicted values of the at least two driving routes respectively completed by the vehicles;

in response to a specified request for a driving route with the minimum total energy consumption predicted value, carrying out travel navigation on the vehicle based on the driving route;

the step of calculating the total energy consumption predicted value of the vehicle for completing any driving route comprises the following steps:

determining a first energy consumption influence rule, wherein the first energy consumption influence rule is characterized by: the deviation of the unit mileage energy consumption standard value of the vehicle exerted by different driving environments;

for each road segment in the driving route, determining a driving environment associated with the road segment; determining a predicted value of the unit mileage energy consumption when the vehicle runs on the road section on the basis of the standard value of the unit mileage energy consumption according to the first energy consumption influence rule and the determined running environment;

and calculating to obtain a total energy consumption predicted value of the vehicle for completing the driving route according to the unit mileage energy consumption predicted value when the vehicle drives on each road section.

According to a second aspect of the embodiments of the present specification, there is provided a travel navigation device comprising:

the route planning module is used for responding to the travel navigation request and planning at least two traveling routes for the mobile type transportation tool needing to travel;

the calculation module is used for calculating the total energy consumption predicted values of the at least two driving routes respectively completed by the vehicle;

the travel navigation module responds to a specified request of a running route with the minimum total energy consumption predicted value and conducts travel navigation on the transportation tool based on the running route;

for each road segment in the driving route, determining a driving environment associated with the road segment; determining a predicted unit mileage energy consumption value when the vehicle runs on the road section on the basis of the unit mileage energy consumption standard value according to the first energy consumption influence rule and the determined running environment;

According to a third aspect of the various embodiments of the present description, a computer-readable storage medium is proposed, on which a computer program is stored which, when being executed by a processor, carries out the method of the first aspect.

According to a fourth aspect of various embodiments herein, there is provided a computing device comprising a memory, a processor; the memory is for storing computer instructions executable on the processor for implementing the method of the first aspect when the computer instructions are executed.

According to a fifth aspect of various embodiments of the present specification, a computer program product is provided for implementing the method of the first aspect.

In the technical scheme, considering that different driving environments may be associated with different road sections in the driving route, the objective law shows that a specific driving environment can apply a specific deviation to the unit mileage energy consumption standard value of the vehicle, so that the actual unit mileage energy consumption value of the vehicle in the specific driving environment is different from the unit mileage energy consumption standard value and has high correlation with the specific driving environment. Therefore, by using the objective law (referred to as the first energy consumption influence law) and according to the driving environment associated with each road segment in the driving route, the deviation imposed by the driving environment is superimposed on the unit mileage energy consumption standard value of the vehicle, so as to obtain the unit mileage energy consumption predicted value when the vehicle drives on the road segment. And then, calculating to obtain a total energy consumption predicted value of the vehicle for completing the driving route by using the unit mileage energy consumption predicted value when the vehicle drives on each road section. Then, of the at least two travel routes planned for the vehicle, a travel route having the smallest total energy consumption prediction value may be selected to provide the travel navigation service.

By the technical scheme, the total energy consumption predicted value of the vehicle for completing the driving route can be accurately calculated on the premise of considering the influence of the driving environment associated with each road section in the driving route on the energy consumption of the vehicle, and the recommendation reliability of the travel navigation service on the energy-saving driving route is further improved.

Drawings

Fig. 1 exemplarily provides a flow of an energy consumption prediction method of a motor vehicle.

Fig. 2 exemplarily provides a flow of a travel navigation method.

Fig. 3 illustratively provides a schematic diagram of a power consumption profile.

Fig. 4 illustratively provides another schematic of a power consumption profile.

Fig. 5 is a schematic structural diagram of a computing device provided by the present disclosure.

In the drawings, the same or corresponding reference numerals indicate the same or corresponding parts. Any number of elements in the drawings are by way of example and not by way of limitation, and any nomenclature is used solely for differentiation and not by way of limitation.

Detailed Description

In order to make those skilled in the art better understand the technical solutions in the present specification, the technical solutions in the embodiments of the present specification will be clearly and completely described below with reference to the drawings in the embodiments of the present specification, and it is obvious that the described embodiments are only a part of the embodiments of the present specification, and not all of the embodiments. All other embodiments obtained by a person skilled in the art based on the embodiments in the present specification without any inventive step should fall within the scope of protection of the present specification.

It should be noted that: in other embodiments, the steps of the corresponding methods are not necessarily performed in the order shown and described herein. In some other embodiments, the method may include more or fewer steps than those described herein. Moreover, a single step described in this specification may be broken down into multiple steps for description in other embodiments; multiple steps described in this specification may be combined into a single step in other embodiments.

The motorized vehicle in the present disclosure may be a vehicle that provides driving force using an engine that consumes energy. The energy source may be oil, gas, electricity, etc. The vehicle here may be an automobile, a motorcycle, an airplane, a ship, etc. Hereinafter, reference to a vehicle will be made in particular to a motorized vehicle herein.

It should be noted that the above-mentioned vehicles can utilize at least two energy sources, such as a common hybrid vehicle (specifically, a hybrid electric vehicle), or an extended-range electric vehicle (when the electric energy is insufficient, fuel oil or gas is used to provide power and charge a battery).

The vehicle may be a manned vehicle or an unmanned vehicle.

In practical applications, with the rising of energy prices, users may be concerned about the energy consumption of their own vehicles, especially about the energy consumption of a vehicle to complete a certain driving route.

It should be noted that the driving route is to be understood in a broad sense, and may be not limited to a driving route on a road surface, but may also refer to a navigation route on water or in the air, and a driving route on other driving media. The travel route is generally composed of at least one route section, which is also to be understood in a broad sense and is not limited to travel sections on road surfaces, but also travel sections on water or in the air, and travel sections on other travel media.

The disclosure provides an energy consumption prediction method for a vehicle, so as to accurately predict the energy consumption condition of the vehicle for completing a certain driving route.

Specifically, considering that different road segments in the driving route may be associated with different driving environments, the objective rule indicates that a specific driving environment may apply a specific deviation to the energy consumption per unit mileage standard value of the vehicle, so that the actual value of the energy consumption per unit mileage when the vehicle drives in the specific driving environment is different from the energy consumption per unit mileage standard value and has a high correlation with the specific driving environment. Therefore, by using the objective law (referred to as the first energy consumption influence law) and according to the driving environment associated with each road segment in the driving route, the deviation imposed by the driving environment is superimposed on the unit mileage energy consumption standard value of the vehicle, so as to obtain the unit mileage energy consumption predicted value when the vehicle drives on the road segment. And then, calculating to obtain a total energy consumption predicted value of the vehicle for completing the driving route by using the unit mileage energy consumption predicted value when the vehicle drives on each road section. Then, of the at least two travel routes planned for the vehicle, a travel route having the smallest total energy consumption prediction value may be selected to provide the travel navigation service.

By the technical scheme, on the premise that the influence of the driving environment associated with each road section in the driving route on the energy consumption of the transportation means is considered, the total energy consumption predicted value of the driving route completed by the transportation means is accurately calculated, and the recommendation reliability of the travel navigation service on the energy-saving driving route is improved.

The technical solutions provided by the present disclosure are explained in detail below.

Fig. 1 exemplarily provides a flow of an energy consumption prediction method of a motor vehicle, including the following steps:

s100: and acquiring the unit mileage energy consumption standard value of the vehicle.

S102: for each segment of the driving route, a driving environment associated with the segment is determined.

S104: and determining a predicted value of the unit mileage energy consumption of the vehicle when the vehicle runs on the road section on the basis of the unit mileage energy consumption standard value according to the first energy consumption influence rule and the determined running environment.

S106: and calculating to obtain a total energy consumption predicted value of the vehicle for completing the driving route according to the unit mileage energy consumption predicted value when the vehicle drives on each road section.

Through objective analysis tests, it is found that a specific driving environment can have a specific influence on the energy consumption condition of a vehicle, which can be converted into a specific deviation of the specific driving environment on the energy consumption per unit mileage standard value of the vehicle, and the deviations of different driving environments on the energy consumption per unit mileage standard value of the vehicle can be the same or different. Of course, there are also driving environments that impose a deviation of 0 from the standard value of energy consumption per mileage of the vehicle.

When the deviation of the driving environment from the standard value of the energy consumption per unit mileage of the vehicle is defined through the analysis test, the deviation is actually the deviation between the standard value of the energy consumption per unit mileage of the vehicle and the actual value of the energy consumption per unit mileage of the vehicle in the driving environment. This deviation can be measured as the difference between the standard value and the actual value, or quantified as the ratio between the standard value and the actual value.

And obtaining the actual energy consumption value of the vehicle per unit mileage by how to test. The energy consumption actual value of the vehicle is determined, and the mileage of the road section is divided by the energy consumption actual value to obtain the unit mileage energy consumption actual value. Specifically, the energy amount of the vehicle may be first filled, the energy amount charged for the first time is recorded, after the vehicle completes the road segment, the energy amount of the vehicle is filled again, the energy amount charged for the second time is recorded, and the difference between the energy amounts charged for the two times is the actual energy consumption value of the vehicle for completing the road segment.

Or, when the vehicle just starts to enter the road section, emptying the actual energy consumption value of the unit mileage recorded in the instrument panel of the vehicle for statistics again, and reading the actual energy consumption value of the unit mileage recorded in the instrument panel when the vehicle finishes the road section.

The energy consumption per unit mileage of a vehicle can be understood as the amount of energy (e.g., how many liters of fuel) consumed by the vehicle to complete a unit mileage (e.g., a hundred kilometers).

The standard value of the energy consumption per mileage of the vehicle can be understood as the energy consumption per mileage of the vehicle in a standard driving environment.

In some embodiments, considering that the driving environment faced by the vehicle when actually driving is not single and presents a complex and variable characteristic (i.e. faced by a comprehensive driving environment), the vehicle itself will usually count a comprehensive energy consumption per mileage based on the historical driving condition, so that the comprehensive driving environment faced by the vehicle actually in the historical driving can be used as a standard driving environment, and the counted comprehensive energy consumption per mileage can be used as a standard energy consumption per mileage value. The above-mentioned comprehensive energy consumption per unit mileage can usually be read from the instrument panel of the vehicle.

In other embodiments, a testability driving environment constructed by a manufacturer of the vehicle may be used as a standard driving environment, in which case, the theoretical energy consumption per mileage provided by the manufacturer of the vehicle may be used as a standard value of the energy consumption per mileage.

In other embodiments, a certain most common driving environment (such as a driving environment associated with a common road in a city) can be used as a standard driving environment, and the energy consumption per mileage standard value of the vehicle can be actually tested.

In the technical scheme provided by the disclosure, the deviation of the unit mileage energy consumption standard value of the vehicle exerted by different driving environments is generally determined through objective analysis tests, that is, the first energy consumption influence law is determined.

In some embodiments, a targeted test may be performed for each specific vehicle, which may result in a relatively accurate (for the specific vehicle) first energy consumption impact law.

In other embodiments, the representative vehicles in each vehicle type may also be tested, and the deviation imposed by different driving environments on the energy consumption per unit mileage standard value of each vehicle type is obtained as the first energy consumption influence rule for the specific vehicle in the vehicle type.

The classification standard for the vehicle type can be set according to actual business needs. For example, the types can be divided according to the brand and model of the vehicles, and the vehicles of the same brand and model are of the same type. For another example, the energy consumed by the transportation means and the media (road surface, air, water surface) traveled by the transportation means may be divided, and the transportation means with the same energy consumption and the same media traveled by the transportation means may be of the same type.

In practical application, various different driving environments can be defined, and the driving environment information associated with each road section can be recorded. The driving environment associated with the road section can be composed of a plurality of environmental factors, and the analysis and test show that the environmental factors can influence the energy consumption of the vehicle. For example, the driving environment associated with the road segment may include a congestion condition of the road segment, a speed limit condition of the road segment, a number of intersections on the road segment, a road driving condition of the road segment (e.g., road flatness), a weather condition on the road segment (e.g., whether it is raining, a wind direction, a wind intensity, an air temperature), a number of obstacles on the road segment, and the like.

Different driving environments may be defined based on different combinations of these environmental factors.

On the premise that the first energy consumption influence rule is known to be related to the driving environment of a certain road section, the deviation applied by the driving environment can be superposed on the unit mileage energy consumption standard value to obtain the unit mileage energy consumption predicted value when the vehicle drives on the road section.

In some embodiments, the energy consumption correlation coefficient may be used to quantitatively characterize the deviations imposed by different driving environments on the energy consumption per unit mileage standard value of the vehicle. And different driving environments respectively correspond to the energy consumption correlation coefficients. The product of the standard value of the energy consumption per unit mileage of the vehicle and the energy consumption correlation coefficient corresponding to the driving environment can be used as the predicted value of the energy consumption per unit mileage when the vehicle drives on the road section.

When the step S106 is executed, a product of the predicted energy consumption per mileage when the vehicle travels through the road section and the mileage corresponding to the road section may be used as the predicted energy consumption value corresponding to the road section. And then taking the sum of the energy consumption predicted values corresponding to all the road sections as the total energy consumption predicted value of the vehicle for completing the driving route.

The links associated with the same driving environment may be combined to obtain a link set. And aiming at each road section set, taking the product of the unit mileage energy consumption predicted value when the vehicle runs on the road section and the mileage corresponding to the road section set as the energy consumption predicted value corresponding to the road section set. And then, taking the sum of the energy consumption predicted values respectively corresponding to the road section sets as a total energy consumption predicted value for completing the driving route by the vehicle.

As a simple example, it may be assumed that the travel environment associated with the road segment includes only a road segment type factor, and the road segment type includes a non-congested road segment or a congested road segment. The congested road section is a road section where traffic congestion often occurs under historical data statistics, on the congested road section, the distance traveled by a vehicle in a long time is short, and the vehicle is in a low-grade driving or idling (i.e., engine idling) driving in most of the time on the congested road section, so that energy consumption is high relative to the distance traveled.

The non-congestion road section refers to a road section on which traffic congestion is less likely to occur under the statistics of historical data, and on the non-congestion road section, the vehicle can keep running at a medium speed or a high speed. The non-congested road segments can be further divided into non-congested highway segments (typically, the segments with the lowest speed limit of 90 km/h) and urban road segments (typically, the highest speed limit of the urban road segments must not exceed 90 km/h). It is easy to understand that a road section in a city often includes more intersections, and when a vehicle runs on the road section, the speed change may be performed more frequently, so that additional oil consumption is generated to a certain extent.

In the simple example, the running environment of the congested road segment is special, because when the vehicle runs on the congested road segment, the vehicle runs at a low-grade running or idling for most of the time, and the running distance is limited, if the product of the energy consumption predicted value of the unit mileage corresponding to the congested road segment and the mileage of the congested road segment is used as the energy consumption predicted value corresponding to the congested road segment, the energy consumption predicted value corresponding to the congested road segment obtained in this way is not accurate. Therefore, it is more reasonable to regard the time of the vehicle traveling on the congested road segment as the mileage, and when the deviation of the energy consumption per unit mileage standard value of the vehicle is applied to the traveling environment defining the congested road segment, the deviation is actually the deviation between the energy consumption per unit mileage standard value defining the vehicle and the energy consumption per unit time actual value of the vehicle in the congested road segment. In this case, the mileage corresponding to the congested road segment can be planned as the running time of the vehicle on the congested road segment, and the energy consumption predicted value of the unit mileage of the vehicle running on the congested road segment is multiplied by the running time predicted value to obtain the energy consumption predicted value corresponding to the congested road segment.

Alternatively, it can be understood that the actual energy consumption per mileage on the congested road segment is considered to be a large value relative to the standard value, and then, when a deviation is applied to the standard energy consumption per mileage value of the vehicle by the driving environment defining the congested road segment, the deviation is actually a deviation between the standard energy consumption per mileage value defining the vehicle and the actual energy consumption per mileage value (a relatively large value) of the vehicle in the congested road segment. In this case, the energy consumption prediction value of the unit mileage of the congested road section traveled by the vehicle is multiplied by the mileage corresponding to the congested road section to obtain the energy consumption prediction value corresponding to the congested road section.

If the first energy consumption influence law is quantified by using the energy consumption correlation coefficient, in the above simple example, the energy consumption correlation coefficient corresponding to the congested road segment may be set to 0.4, the energy consumption correlation coefficient corresponding to the non-congested highway segment may be set to 0.7, and the energy consumption correlation coefficient corresponding to the non-congested urban road segment may be set to 1.

Specifically, when step S106 is executed, the product of the predicted value and the mileage corresponding to the link may be used as the predicted value of the energy consumption corresponding to the link; if the road section is a congested road section, acquiring a predicted time length value of the vehicle passing through the road section, planning the predicted time length value as a mileage corresponding to the road section, and taking the product of the predicted energy consumption value of the unit mileage when the vehicle runs on the road section and the mileage corresponding to the road section as the predicted energy consumption value corresponding to the road section; and taking the sum of the energy consumption predicted values respectively corresponding to all road sections as a total energy consumption predicted value for completing the driving route by the transportation means. Specifically, a duration prediction model may be trained in advance based on the historical driving data on the road section and the actual value of the duration of passing through the road section under the condition of the historical driving data on the road section and the historical driving related data, and then the current driving related data on the road section may be input into the duration prediction model to predict the predicted value of the duration of passing through the road section.

In the simple example described above, if the travel environment associated therewith is not recorded for each link in advance, the travel environment associated with each link may be determined according to the speed at which the vehicle is predicted to travel on each link.

Specifically, a predicted value of the speed of the vehicle through the link may be obtained. If the predicted speed value is larger than a first threshold value, determining that the type of the road section included in the driving environment associated with the road section is a non-congested highway section; if the predicted speed value is not smaller than a second threshold value and not larger than a first threshold value, determining that the type of the road section included in the driving environment associated with the road section is a non-congested urban road section; and if the predicted speed value is smaller than a second threshold value, determining that the type of the road section included in the driving environment associated with the road section is a congestion road section. The predicted speed value may be calculated based on the mileage of the link and the predicted time length passing through the link.

In general, the first threshold may be set to 90 km/h, and the second threshold may be set to 10 km/h. The predicted speed value can be calculated according to a predicted time length (mileage divided by time length) of the vehicle passing through the road section.

In addition, in addition to the driving environment associated with the link may have an effect on fuel consumption of the vehicle, the driving state of the vehicle itself may also have an effect on fuel consumption. The driving condition herein may include several condition factors, such as the driving habit of the driver (if the driving habit is strong, frequent speed changes tend to increase fuel consumption), whether energy-consuming devices (such as air conditioners, mood lamps) on the vehicle are on, the load weight of the vehicle (the heavier the load, the higher the fuel consumption tends to be), the age of the vehicle (the bigger the age, the higher the fuel consumption tends to be).

Thus, in the method flow shown in fig. 1, the driving state of the vehicle may also be determined; according to the first energy consumption influence rule, the determined driving environment, the second energy consumption influence rule and the determined driving state, on the basis of the unit mileage energy consumption standard value, determining a unit mileage energy consumption predicted value when the vehicle drives on the road section; wherein the second energy consumption influence rule is characterized in that: the deviation of the different driving states of the vehicle to the standard value of the energy consumption per unit mileage.

That is to say, the predicted value of the energy consumption per unit mileage when the vehicle runs on the road section can be obtained by simultaneously applying the first energy consumption influence law and the second energy consumption influence law on the basis of the standard value of the energy consumption per unit mileage.

It is easy to understand that the influence of the second energy consumption influencing law is the same or similar for different road segments. When the second energy consumption influence law is researched and tested, a pertinence test can be carried out on each specific vehicle, so that the second energy consumption influence law which is more accurate (specific to the specific vehicle) can be obtained.

In other embodiments, a test may also be performed on a representative vehicle in each vehicle type, and the deviation of the driving state of each vehicle from the standard value of the energy consumption per mileage is obtained as the second law of influence on energy consumption of a specific vehicle in the vehicle type.

Fig. 2 exemplarily provides a flow of a travel navigation method, including:

s200: and responding to the travel navigation request, and planning at least two traveling routes for the mobile type vehicle needing to travel.

S202: and calculating the total energy consumption predicted values of the at least two driving routes respectively completed by the vehicles.

S204: and in response to a specified request of a driving route with the minimum total energy consumption predicted value, carrying out travel navigation on the vehicle based on the driving route.

The method flow shown in fig. 2 can be applied to a travel navigation service. In practical applications, a user (typically a driver) using the vehicle may use the travel navigation service, or if the vehicle is an unmanned vehicle, the travel navigation service may be built in the vehicle, or provided to passengers on the vehicle.

The travel navigation service may request the user to provide information related to a vehicle used by the user, such as a brand, a model, and an age of the vehicle, such as a unit mileage energy consumption standard value of the vehicle (which is read by the user from a dashboard or is user-defined).

The relevant information of the vehicle may also be some information related to the driving state of the vehicle, such as the load weight (passenger load, cargo load, etc.), whether air conditioning is on, etc.

The travel navigation service can mark the travel route with the minimum total energy consumption predicted value as an energy-saving route, and recommends the user to select the energy-saving route for travel. In addition, a text prompt or a voice prompt which is convenient for the user to perceive can be generated, and the user is recommended to select the energy-saving route. In the text prompt or the voice prompt, the total energy consumption predicted value of the energy-saving route, and the energy consumption predicted value of each road section can be prompted to the user. Corresponding energy consumption predicted values can be respectively marked for each road section in the driving route; and/or marking the corresponding total energy consumption predicted value for the driving route.

If the user selects not the energy saving route but other driving routes, then a tutorial on how to save energy in driving can be shown to the user in the service interface, for example, the speed is not changed frequently, for example, windows can be opened for ventilation instead of air conditioning.

In some embodiments, if it is detected that the vehicle is about to travel into a road segment with relatively high energy consumption, the travel navigation service may prompt the user to pay attention to energy consumption saving in the road segment, so as to avoid driving violently.

In some embodiments, the energy consumption cost prediction value corresponding to each road section in the driving route is marked according to the energy consumption prediction value and the energy price corresponding to each road section in the driving route; and/or marking a corresponding total energy consumption cost predicted value for the driving route according to the total energy consumption predicted value and the energy price corresponding to the driving route.

Before responding to a specified request of a driving route with the minimum total energy consumption predicted value, a driving route selection interface can be displayed, and the driving route selection interface comprises introduction information corresponding to the at least two driving routes respectively. The introduction information of the driving route with the minimum total energy consumption predicted value comprises an energy-saving route mark. The energy-saving route mark represents that the total energy consumption predicted value corresponding to the driving route is minimum, and if the energy-saving requirement on the transportation means is strong, the driving route with the energy-saving route mark can be selected to start travel navigation.

Further, for part or all of the at least two driving routes, the corresponding introduction information of the driving route includes at least one of the following information:

1. and energy consumption predicted values corresponding to all road sections in the driving route respectively.

2. And the total energy consumption predicted value corresponding to the driving route.

3. Energy consumption expense prediction values corresponding to all road sections in the driving route respectively; and determining the energy consumption cost predicted value corresponding to each road section according to the energy consumption predicted value corresponding to the road section and the energy price.

4. The total energy consumption cost predicted value corresponding to the driving route; and determining the total energy consumption cost predicted value corresponding to the driving route according to the total energy consumption predicted value corresponding to the driving route and the energy price.

The above-mentioned introduction information can be in various forms, such as text form, picture form, animation form, video form, audio form, etc.

Furthermore, when the travel navigation is carried out on the vehicle, a navigation interface can be displayed. The navigation interface comprises an electronic map and prompt information, and the driving route is marked in the electronic map. And the prompt message may include at least one of:

1. and the energy consumption predicted value corresponding to the current road section driven by the vehicle.

3. And the real energy consumption accumulated value is obtained when the vehicle runs on the running route.

4. And the real energy consumption charge accumulated value (the product of the real energy consumption accumulated value and the energy price) of the vehicle in the driving route.

In the process that the vehicle drives according to the energy-saving driving route, the travel navigation service can obtain the real driving speed and the real consumed time of the vehicle, and the real mileage of the vehicle is obtained. Then, according to the actual value and the actual mileage of the unit mileage energy consumption (the instrument panel of the vehicle can be read by the user and provided for travel navigation service) counted by the vehicle, the actual energy consumption accumulated value of the vehicle for completing the driving route is calculated. And prompting the real-time real energy consumption accumulated value to a user. After the vehicle finishes the driving route, the final real energy consumption accumulated value can be used as a total energy consumption real value to prompt a user, the user can visually compare the similarity between the total energy consumption real value and the total energy consumption predicted value, the trust sense of the user on the energy-saving driving route recommendation service is enhanced, meanwhile, the user can be prompted to make a contribution to low-carbon travel, and certain low-carbon travel rewards are provided for the user.

Fig. 3 illustratively provides a schematic diagram of a power consumption profile. The travel navigation service may show the energy consumption curve shown in fig. 3, where a horizontal axis X represents a road segment, a vertical axis Y represents accumulated energy consumption of a trip, and a difference between every two solid points in the graph in the vertical axis direction represents energy consumption generated in the corresponding road segment. The energy consumption generated in each road section is accumulated along with the running of the vehicles on each road section, so that the energy consumption accumulation condition of the vehicles in the journey can be visually displayed to a user.

Fig. 4 illustratively provides a schematic diagram of another energy consumption profile. The trip navigation service can show the energy consumption curve shown in fig. 4 in the service interface, wherein the horizontal axis X represents a road section, and the vertical axis Y represents an energy consumption predicted value corresponding to each road section, so that the energy consumption fluctuation condition of the vehicles passing through different road sections in the journey can be visually shown to the user, and the road sections where the peak values or the valley values of the energy consumption respectively appear can be known.

The energy consumption curves shown in fig. 3 and 4 may be displayed on the driving route selection interface or the navigation interface.

The present disclosure also provides a travel navigation device, including:

the calculation module is used for calculating the total energy consumption predicted values of the at least two driving routes respectively completed by the vehicles;

The present disclosure also provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method of embodiments of the present disclosure.

The present disclosure also provides a computing device comprising a memory, a processor; the memory is used to store computer instructions executable on the processor for implementing the methods of the embodiments of the present disclosure when the computer instructions are executed.

Fig. 5 is a schematic structural diagram of a computing device provided by the present disclosure, where the computing device 15 may include, but is not limited to: a processor 151, a memory 152, and a bus 153 that connects the various system components, including the memory 152 and the processor 151.

Wherein the memory 152 stores computer instructions executable by the processor 151 such that the processor 151 is capable of performing the methods of any of the embodiments of the present disclosure. The memory 152 may include a random access memory unit RAM1521, a cache memory unit 1522, and/or a read only memory unit ROM1523. The memory 152 may further include: a program tool 1525 having a set of program modules 1524, the program modules 1524 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, one or more combinations of which may comprise an implementation of a network environment.

The bus 153 may include, for example, a data bus, an address bus, a control bus, and the like. The computing device 15 may also communicate with an external device 155 through the I/O interface 154, the external device 155 may be, for example, a keyboard, a bluetooth device, etc. The computing device 150 may also communicate with one or more networks, which may be, for example, local area networks, wide area networks, public networks, etc., through the network adapter 156. The network adapter 156 may also communicate with other modules of the computing device 15 via the bus 153, as shown.

Further, while the operations of the disclosed methods are depicted in the drawings in a particular order, this does not require or imply that these operations must be performed in this particular order, or that all of the illustrated operations must be performed, to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step execution, and/or one step broken down into multiple step executions.

While the spirit and principles of the present disclosure have been described with reference to several particular embodiments, it is to be understood that the present disclosure is not limited to the particular embodiments disclosed, nor is the division of aspects, which is for convenience only as the features in such aspects may not be combined to benefit. The disclosure is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

The systems, devices, modules or units illustrated in the above embodiments may be implemented by a computer chip or an entity, or by a product with certain functions. One typical implementation device is a computer. In particular, the computer may be, for example, a personal computer, a laptop computer, a cellular telephone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

For convenience of description, the above devices are described as being divided into various units by function, and are described separately. Of course, the functions of the various elements may be implemented in the same one or more software and/or hardware implementations of the present description.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

This description may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. The specification may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks. In a typical configuration, a computer includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.

The memory may include forms of volatile memory in a computer readable medium, random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.

Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic disk storage, quantum memory, graphene-based storage media or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.

The foregoing describes several embodiments of the present specification. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.

The terminology used in the description of the various embodiments is for the purpose of describing particular embodiments only and is not intended to be limiting of the embodiments herein. As used in this specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

It should be understood that although the terms first, second, third, etc. may be used in various embodiments of the present description to describe various information, the information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, the first information may also be referred to as second information, and similarly, the second information may also be referred to as first information, without departing from the scope of the various embodiments herein. The word "if," as used herein, may be interpreted as "at … …" or "at … …" or "in response to a determination," depending on the context.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the method embodiments are substantially similar to the method embodiments, so that the description is simple, and reference may be made to the partial description of the method embodiments for relevant points. The above-described method embodiments are merely illustrative, and the modules described as separate components may or may not be physically separate, and the functions of the modules may be implemented in one or more software and/or hardware when implementing the embodiments of the present disclosure. And part or all of the modules can be selected according to actual needs to realize the purpose of the scheme of the embodiment. One of ordinary skill in the art can understand and implement without inventive effort.

The above description is only a preferred embodiment of the present disclosure, and should not be taken as limiting the present disclosure, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A travel navigation method comprises the following steps:

2. The method of claim 1, prior to responding to a specified request for a travel route with a minimum predicted total energy consumption value, the method further comprising:

displaying a driving route selection interface, wherein the driving route selection interface comprises introduction information corresponding to the at least two driving routes respectively; the introduction information of the driving route with the minimum total energy consumption predicted value comprises an energy-saving route mark.

3. The method according to claim 2, wherein for some or all of the at least two driving routes, the corresponding introductory information of the driving route includes at least one of the following information:

energy consumption predicted values corresponding to all road sections in the driving route respectively;

the total energy consumption predicted value corresponding to the driving route;

energy consumption expense prediction values corresponding to all road sections in the driving route respectively; the energy consumption cost prediction value corresponding to each road section is determined according to the energy consumption prediction value corresponding to the road section and the energy price;

the total energy consumption cost predicted value corresponding to the driving route; and determining the total energy consumption cost predicted value corresponding to the driving route according to the total energy consumption predicted value corresponding to the driving route and the energy price.

4. The method of claim 1, wherein navigating the vehicle based on the travel path comprises:

displaying a navigation interface, wherein the navigation interface comprises an electronic map and prompt information, the electronic map shows the driving route, and the prompt information comprises at least one of the following information:

the energy consumption predicted value corresponding to the current road section driven by the vehicle;

the real energy consumption accumulated value of the vehicle in the process of running on the running route;

and the accumulated value of the real energy consumption cost in the process that the vehicle runs on the running route.

5. The method of claim 1, wherein the first energy consumption impact law comprises: energy consumption correlation coefficients corresponding to different driving environments respectively; the energy consumption correlation coefficient corresponding to each driving environment is a quantitative representation of the deviation of the driving environment to the unit mileage energy consumption standard value of the vehicle;

determining a predicted value of the unit mileage energy consumption of the vehicle when the vehicle runs on the road section on the basis of the standard value of the unit mileage energy consumption according to the first energy consumption influence rule and the determined driving environment, wherein the predicted value comprises the following steps:

and taking the product of the standard energy consumption value of the unit mileage and the energy consumption correlation coefficient corresponding to the driving environment as the predicted energy consumption value of the unit mileage when the vehicle drives on the road section.

6. The method of claim 1, wherein the travel environment associated with the road segment comprises: a road segment type; the link types include: non-congested road segments, or congested road segments;

calculating to obtain a total energy consumption predicted value of the vehicle for completing the driving route according to the unit mileage energy consumption predicted value when the vehicle drives on each road section, wherein the method comprises the following steps:

for each road section, if the road section is a non-congestion road section, taking the product of the unit mileage energy consumption predicted value when the vehicle runs on the road section and the mileage corresponding to the road section as the energy consumption predicted value corresponding to the road section;

if the road section is a congested road section, acquiring a predicted time length value of the vehicle passing through the road section, planning the predicted time length value as a mileage corresponding to the road section, and taking the product of the predicted energy consumption value of the unit mileage when the vehicle runs on the road section and the mileage corresponding to the road section as the predicted energy consumption value corresponding to the road section;

and taking the sum of the energy consumption predicted values respectively corresponding to all the road sections as a total energy consumption predicted value of the vehicle for completing the driving route.

7. The method of claim 6, wherein the non-congested road segment includes: non-congested highway segments, or non-congested intra-urban segments.

8. The method of claim 7, determining the driving environment associated with the road segment, comprising:

acquiring a predicted speed value of the vehicle passing through the road section;

if the predicted speed value is larger than a first threshold value, determining that the type of the road section included in the driving environment associated with the road section is a non-congested highway section;

if the predicted speed value is not smaller than a second threshold value and not larger than a first threshold value, determining that the type of the road section included in the driving environment associated with the road section is a non-congested urban road section;

and if the predicted speed value is smaller than a second threshold value, determining that the type of the road section included in the driving environment associated with the road section is a congestion road section.

9. The method according to any one of claims 1-7, wherein the step of calculating a predicted value of total energy consumption of the vehicle to complete any one of the travel routes further comprises:

determining a driving state of the vehicle;

determining a predicted unit mileage energy consumption value when the vehicle runs on the road section on the basis of the unit mileage energy consumption standard value according to the first energy consumption influence rule, the determined driving environment, the second energy consumption influence rule and the determined driving state; wherein the second energy consumption influence rule is characterized in that: the deviation of the different driving states of the vehicle to the standard value of the energy consumption per unit mileage.

10. A travel navigation device comprising:

the travel navigation module responds to a specified request of a travel route with the minimum total energy consumption predicted value and performs travel navigation on the vehicle based on the travel route;

11. A computer program product for implementing the method of any one of claims 1 to 9.

12. A computing device comprising a memory, a processor; the memory is for storing computer instructions executable on a processor for implementing the method of any one of claims 1 to 9 when the computer instructions are executed.

13. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method of any one of claims 1 to 9.