CN117022244A - Energy-saving driving method and device for oil-electricity hybrid electric vehicle type and electronic equipment - Google Patents
Energy-saving driving method and device for oil-electricity hybrid electric vehicle type and electronic equipment Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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Abstract
The application provides an energy-saving driving method of a hybrid electric vehicle type, an energy-saving driving method of the hybrid electric vehicle type, a device and electronic equipment, and relates to the technical field of auxiliary driving, wherein the method comprises the following steps: acquiring a first road section through which a preset vehicle needs to pass; determining a first mileage of a first road section, and presetting a first duration required for a vehicle to pass through the first road section; determining a first electric quantity required to be consumed by a preset vehicle through a first road segment based on a first mileage and a first time length; determining the residual electric quantity of a preset vehicle; judging whether the residual electric quantity is smaller than the first electric quantity, if so, determining a second mileage between the preset vehicle running from the current position to the starting point of the first road section; and outputting an energy storage instruction so as to enable the preset vehicle to store the second electric quantity in the process of driving the second mileage. The application can solve the problem of higher energy consumption when the vehicle encounters traffic jam under the condition of insufficient electric quantity of the vehicle battery.
Description
Technical Field
The application relates to the technical field of auxiliary driving, in particular to an energy-saving driving method and device for a hybrid electric vehicle type and electronic equipment.
Background
The hybrid electric vehicle (gasoline and diesel) is a hybrid electric vehicle which is driven by an electric motor as auxiliary power of an engine and is energy-saving by combining a second power source battery of the fuel engine. The hybrid electric vehicle type can be intelligently switched between pure electric driving and hybrid electric driving according to driving conditions and requirements, so that lower fuel consumption and emission are realized. The current hybrid electric vehicle type can also effectively utilize energy and provide additional driving force through braking energy recovery and energy storage. This integrated power solution provides a vehicle with greater driving range, lower fuel consumption and less carbon emissions, thereby reducing environmental impact while improving fuel economy.
At present, although most of the hybrid electric vehicles have various comprehensive power solutions to provide a larger driving range for the vehicles, the battery capacity of the hybrid electric vehicles is relatively smaller than that of pure electric vehicles, and the driving mileage which can be supplied by the battery electric quantity is further shorter. In the event that the battery is depleted, the vehicle must either activate the engine to drive the generator to generate electricity or use the engine to drive the vehicle. Particularly, under the condition of insufficient battery power, if the vehicle encounters a traffic jam road section, the vehicle needs to be frequently started, accelerated and braked, and meanwhile, the engine is in an inefficient working state, so that energy consumption is increased. Therefore, a method is needed to solve the problem of higher energy consumption when the vehicle encounters a traffic jam condition under the condition of insufficient battery power of the vehicle.
Disclosure of Invention
The application provides an energy-saving driving method and device for a hybrid electric vehicle type, and electronic equipment, and aims to solve the problem that energy consumption is high when a vehicle encounters traffic jam under the condition of insufficient electric quantity of a battery of the vehicle.
In a first aspect of the present application, there is provided an energy-saving driving method of a hybrid electric vehicle type, the method comprising:
acquiring a first road section through which a preset vehicle needs to pass, wherein the first road section is a traffic jam road section;
determining a first mileage of the first road section and a first duration of time for the preset vehicle to pass through the first road section;
determining a first electric quantity required to be consumed by the preset vehicle through the first road segment based on the first mileage and the first duration;
determining the residual electric quantity of the preset vehicle;
judging whether the residual electric quantity is smaller than the first electric quantity, if so, determining a second mileage, wherein the second mileage is the mileage between the preset vehicle running from the current position to the starting point of the first road section;
and outputting an energy storage instruction to an energy management control system of the preset vehicle so that the preset vehicle stores second electric quantity in the process of driving the second mileage, wherein the second electric quantity is larger than or equal to the difference value between the first electric quantity and the residual electric quantity.
By adopting the technical scheme, the energy consumption of the vehicle on the traffic jam road section is predicted, whether the residual electric quantity of the vehicle passes through the traffic jam road section is judged, and the required electric quantity is stored on the non-traffic jam road section by controlling the vehicle through the energy storage instruction when the residual electric quantity of the vehicle is insufficient, so that the problem that the energy consumption is high due to the fact that the engine is used for driving when the vehicle encounters traffic jam under the condition that the electric quantity of a battery of the vehicle is insufficient is solved. Specifically, the technical scheme includes that a first road section required to be passed through by a preset vehicle is firstly obtained, the first road section is a traffic jam road section, then time required to be spent by the preset vehicle to pass through the traffic jam road section is determined, and first electric quantity required to be consumed by the vehicle to pass through the road section is calculated based on mileage and time. Then, determining the residual electric quantity of the preset vehicle, if the residual electric quantity is smaller than the required electric quantity, indicating that the preset vehicle cannot pass through the traffic jam road section through the electric energy supply of the vehicle, and determining the mileage between the current position of the vehicle and the starting point of the first road section, namely, the second mileage. And finally, outputting an energy storage instruction to an energy management control system of the vehicle so as to enable the vehicle to store the required electric quantity in the process of driving the second mileage. After the preset vehicle reaches the traffic jam section and stores enough electric quantity, the preset vehicle can be driven by the electric motor through electric energy in the traffic jam section, and the electric motor has lower energy consumption in a low-speed driving state compared with an engine, so that the problem that the energy consumption is higher when the vehicle encounters traffic jam under the condition of insufficient electric quantity of a vehicle battery can be solved.
Optionally, the determining, based on the first mileage and the first time length, a first electric quantity required to be consumed by the preset vehicle through the first road segment specifically includes:
firstly, calculating the total energy consumption required to be consumed by the preset vehicle through the first road segment by a preset formula, wherein the preset formula is as follows:
；
wherein E is 1 L is the first mileage, v 1 For the average speed of the preset vehicle passing through the first road section, a is the energy consumption of the preset vehicle in a static state, and b is the energy consumption increment of the preset vehicle in a running state;
and converting the total energy consumption to obtain the first electric quantity.
By adopting the technical scheme, when the total energy consumption required to be consumed by the preset vehicle through the first road section is calculated, the running distance, the average speed and the energy consumption condition of the vehicle in the static and running states are comprehensively considered, so that the energy consumption requirement of the vehicle on the traffic jam road section can be more accurately predicted, and more accurate data support can be provided for subsequent electric quantity management.
Optionally, before the outputting the energy storage instruction to the energy management control system of the preset vehicle to enable the preset vehicle to store the second electric quantity in the process of driving the second mileage, the method further includes:
The total amount of kinetic energy recovery was calculated by the following formula:
；
wherein E is 2 For the total amount of the kinetic energy recovery, k 1 For the efficiency of the preset vehicle kinetic energy recovery system, v 2 An average speed of the second mileage after the preset vehicle is driven, d is the second mileage, k 2 And driving the second mileage for the preset vehicle.
By adopting the technical scheme, the efficiency of the kinetic energy recovery system refers to the capability of converting the kinetic energy of the vehicle running into electric energy and storing the electric energy in an energy storage system such as a battery. The speed change coefficient is introduced to consider that the vehicle is running throughThe effect of the speed change in the journey on the recovery of kinetic energy. By taking into account factors such as the average speed and the speed variation of the preset vehicle running, the total amount of kinetic energy recovery can be calculated more accurately. Specifically, the first term (k 1 ×v 2 X d) is a kinetic energy recovery amount based on a preset vehicle travel distance and average speed, and the second term (k 2 ×v 2 2 X d) is the amount of recovery of kinetic energy based on the preset vehicle travel distance and speed variation. By comprehensively considering the two items, the total amount of kinetic energy which can be recovered in the running process of the preset vehicle can be more comprehensively estimated.
Optionally, before the outputting the energy storage instruction to the energy management control system of the preset vehicle to enable the preset vehicle to store the second electric quantity in the process of driving the second mileage, the method further includes:
Judging whether the total kinetic energy recovery amount is smaller than the second electric quantity or not;
if the total kinetic energy recovery amount is smaller than the second electric quantity, determining an energy difference value according to the total kinetic energy recovery amount and the second electric quantity;
and sending an energy supply instruction to a vehicle power assembly control system of the preset vehicle so that the vehicle power assembly control system supplies a third electric quantity, wherein the third electric quantity is larger than or equal to the energy difference value.
By adopting the technical scheme, under the condition that the total recovery amount of kinetic energy is smaller than the second electric quantity, an energy difference value is determined according to the total recovery amount of kinetic energy and the second electric quantity, and then an energy supply instruction is sent to the vehicle power assembly control system so as to supply enough electric quantity (third electric quantity), so that the energy required by the preset vehicle in the second mileage is ensured to be satisfied. Meanwhile, through cooperative work with the energy management control system and the vehicle power assembly control system, more accurate energy management and energy supply control can be realized, and the energy utilization efficiency of the vehicle is improved.
Optionally, after the sending the power supply command to the vehicle powertrain control system of the preset vehicle to cause the vehicle powertrain control system to supply the third electric quantity, the method further includes:
Acquiring the real-time speed of the preset vehicle;
judging whether the real-time speed is greater than a preset threshold value, if so, sending a starting instruction to the vehicle power assembly control system so that the vehicle power assembly control system controls the engine of the preset vehicle to start and drives the generator of the preset vehicle to supply power;
acquiring the power generation capacity provided by the generator;
and judging whether the generated energy is larger than or equal to the third electric quantity, and if the generated energy is larger than or equal to the third electric quantity, sending a stop instruction to the vehicle power assembly control system so that the vehicle power assembly control system controls the engine of the preset vehicle to stop working.
By adopting the technical scheme, whether the real-time speed of the preset vehicle is greater than a preset threshold value is judged, and when the speed is greater than the preset threshold value, the engine is started to work. The preset threshold value can be set according to the conditions of different vehicles, so that the engine is started when the speed of the preset vehicle is high, and the high energy consumption caused by the low-speed operation of the engine is prevented. By capturing the amount of power generated by the generator, it can be determined whether the engine is providing sufficient power to meet the needs of the vehicle. When the amount of power generation is greater than or equal to the third amount of power, it is indicated that the engine has provided sufficient power, and a stop command is sent to control the engine to stop operating, so as to avoid unnecessary power consumption and emission.
Optionally, after the determining whether the remaining power is less than the first power, the method further includes:
if the residual electric quantity is larger than the first electric quantity, judging whether the residual electric quantity is smaller than the first electric quantity in real time before a preset vehicle runs to the starting point of the first road section;
before a preset vehicle runs to the starting point of the first road section, if the residual electric quantity is smaller than the first electric quantity, a starting instruction is sent to the vehicle power assembly control system, so that the vehicle power assembly control system controls the engine of the preset vehicle to start, and the generator of the preset vehicle is driven to supply power.
By adopting the technical scheme, under the condition that the residual electric quantity is larger than the first electric quantity, whether the residual electric quantity is smaller than the first electric quantity is judged in real time, the condition of insufficient electric quantity can be found in time, and the condition of electric quantity exhaustion before the vehicle reaches the starting point of the first road segment is avoided. When the residual electric quantity is smaller than the first electric quantity, the engine is started and the generator is driven to supply power, so that the vehicle can be ensured to have enough electric quantity when reaching the starting point of the first road segment, and the following energy requirement can be met.
Optionally, the acquiring the first road section through which the preset vehicle needs to pass specifically includes:
acquiring an end point input by a user;
acquiring the current position of the preset vehicle;
performing path planning based on the terminal point and the current position to obtain a plurality of preset routes;
determining the road section length of the traffic jam road section in each preset route;
and sequencing the lengths of the road sections, determining the traffic jam road section with the shortest road section according to the sequencing result, and setting the traffic jam road section as the first road section.
By adopting the technical scheme, the terminal point input by a user and the current position of the preset vehicle are obtained, the route planning is carried out to obtain a plurality of preset routes, then the road section lengths of the traffic jam road sections in each preset route are determined, and the road section lengths are sequenced, so that the traffic jam road section with the shortest road section, namely the first road section, is determined. The lengths of the road sections are sequenced, so that the traffic jam road section with the shortest road section, namely the first road section, can be determined, and the energy consumption caused by traffic jam can be reduced.
In a second aspect of the present application, an energy-saving driving device for a hybrid electric vehicle is provided, including an acquisition module, a processing module, a calculation module, a judgment module, and an output module, where:
The acquisition module is used for acquiring a first road section which is required to be passed by a preset vehicle, wherein the first road section is a traffic jam road section;
the processing module is used for determining a first mileage of the first road section and a first duration of time for the preset vehicle to pass through the first road section;
the calculation module is used for determining first electric quantity required to be consumed by the preset vehicle through the first road segment based on the first mileage and the first duration;
the processing module is used for determining the residual electric quantity of the preset vehicle;
the judging module is used for judging whether the residual electric quantity is smaller than the first electric quantity, if the residual electric quantity is smaller than the first electric quantity, determining a second mileage, wherein the second mileage is the mileage between the preset vehicle running from the current position to the starting point of the first road section;
the output module is configured to output an energy storage instruction to an energy management control system of the preset vehicle, so that the preset vehicle stores a second electric quantity in the process of driving the second mileage, where the second electric quantity is greater than or equal to a difference value between the first electric quantity and the remaining electric quantity.
In a third aspect the application provides an electronic device comprising a processor, a memory for storing instructions, a user interface and a network interface, both for communicating with other devices, the processor being for executing instructions stored in the memory to cause the electronic device to perform a method as claimed in any one of the preceding claims.
In a fourth aspect of the application there is provided a computer readable storage medium storing instructions which, when executed, perform a method as claimed in any one of the preceding claims.
In summary, one or more technical solutions provided in the embodiments of the present application at least have the following technical effects or advantages:
the method comprises the steps of predicting the energy consumption of the vehicle on a traffic jam road section, judging whether the residual electric quantity of the vehicle is enough to pass through the traffic jam road section, and controlling the vehicle to store the required electric quantity on a non-traffic jam road section through an energy storage instruction when the residual electric quantity of the vehicle is insufficient, so that the problem that the energy consumption is high due to the fact that the vehicle is driven by an engine when the vehicle encounters traffic jam under the condition of insufficient electric quantity of a battery of the vehicle is solved. Specifically, the technical scheme includes that a first road section required to be passed through by a preset vehicle is firstly obtained, the first road section is a traffic jam road section, then time required to be spent by the preset vehicle to pass through the traffic jam road section is determined, and first electric quantity required to be consumed by the vehicle to pass through the road section is calculated based on mileage and time. Then, determining the residual electric quantity of the preset vehicle, if the residual electric quantity is smaller than the required electric quantity, indicating that the preset vehicle cannot pass through the traffic jam road section through the electric energy supply of the vehicle, and determining the mileage between the current position of the vehicle and the starting point of the first road section, namely, the second mileage. And finally, outputting an energy storage instruction to an energy management control system of the vehicle so as to enable the vehicle to store the required electric quantity in the process of driving the second mileage. After the preset vehicle reaches the traffic jam section and stores enough electric quantity, the preset vehicle can be driven by the electric motor through electric energy in the traffic jam section, and the electric motor has lower energy consumption in a low-speed driving state compared with an engine, so that the problem that the energy consumption is higher when the vehicle encounters traffic jam under the condition of insufficient electric quantity of a vehicle battery can be solved.
Drawings
Fig. 1 is a schematic flow chart of an energy-saving driving method of a hybrid electric vehicle type according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of an energy-saving driving device of a hybrid electric vehicle type according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Reference numerals illustrate: 201. an acquisition module; 202. a processing module; 203. a computing module; 204. a judging module; 205. an output module; 301. a processor; 302. a communication bus; 303. a user interface; 304. a network interface; 305. a memory.
Description of the embodiments
In order that those skilled in the art will 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 apparent that the described embodiments are only some embodiments of the present application, not all embodiments.
In describing embodiments of the present application, words such as "for example" or "for example" are used to mean serving as examples, illustrations, or descriptions. Any embodiment or design described herein as "such as" or "for example" in embodiments of the application should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "or" for example "is intended to present related concepts in a concrete fashion.
In the description of embodiments of the application, the term "plurality" means two or more. For example, a plurality of systems means two or more systems, and a plurality of screen terminals means two or more screen terminals. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating an indicated technical feature. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless expressly specified otherwise.
The hybrid electric vehicle (gasoline and diesel) is a hybrid electric vehicle which is driven by an electric motor as auxiliary power of an engine and is energy-saving by combining a second power source battery of the fuel engine. The hybrid electric vehicle type can be intelligently switched between pure electric driving and hybrid electric driving according to driving conditions and requirements, so that lower fuel consumption and emission are realized. The current hybrid electric vehicle type can also effectively utilize energy and provide additional driving force through braking energy recovery and energy storage. This integrated power solution provides a vehicle with greater driving range, lower fuel consumption and less carbon emissions, thereby reducing environmental impact while improving fuel economy.
At present, although most of the hybrid electric vehicles have various comprehensive power solutions to provide a larger driving range for the vehicles, the battery capacity of the hybrid electric vehicles is relatively smaller than that of pure electric vehicles, and the driving mileage which can be supplied by the battery electric quantity is further shorter. In the event that the battery is depleted, the vehicle must either activate the engine to drive the generator to generate electricity or use the engine to drive the vehicle. Particularly, under the condition of insufficient battery power, if the vehicle encounters a traffic jam road section, the vehicle needs to be frequently started, accelerated and braked, and meanwhile, the engine is in an inefficient working state, so that energy consumption is increased. Therefore, a method is needed to solve the problem of higher energy consumption when the vehicle encounters a traffic jam condition under the condition of insufficient battery power of the vehicle.
The embodiment discloses an energy-saving driving method of a hybrid electric vehicle type, referring to fig. 1, comprising the following steps:
s110, a first road section through which a preset vehicle needs to pass is obtained.
The energy-saving driving method of the oil-electricity hybrid electric vehicle type is applied to a control system of a preset vehicle, and the control system at least comprises a vehicle power assembly control system, an energy management control system, a kinetic energy recovery system, a battery management system and a vehicle machine control system. Wherein, the vehicle powertrain control system is responsible for managing the power source, distribution and conversion of the vehicle to optimize drivability, fuel efficiency and energy utilization. In a hybrid vehicle model, this control system will coordinate the co-operation between the internal combustion engine and the electric motor, selecting the appropriate drive mode and energy distribution strategy depending on the driving conditions and driver demand. The energy management control system is used to monitor the energy flow of the vehicle, including the use of electrical energy and fuel. It decides when to use the electric mode, when to start the internal combustion engine, when to perform energy recovery, etc., based on the prediction model, driving behavior, and road condition information, to achieve the optimal energy utilization efficiency. The kinetic energy recovery system is capable of utilizing kinetic energy generated during braking to convert it into electrical energy and store it in a battery. It can recover energy during deceleration and braking, and reduce energy consumption. The battery management system is used to monitor the state, temperature and charge of the battery to ensure safe operation and optimal performance of the battery. The vehicle control system is an intelligent control system integrated in the automobile and is used for managing functions of entertainment, navigation, communication and the like of the vehicle. The vehicle control system can be connected with the Internet through a mobile cellular network and provides a positioning navigation function for the vehicle by combining with a GPS positioning navigation system.
The vehicle-machine control system of the preset vehicle provides an intuitive human-machine interaction interface, so that a user can interact with the control system through a touch display screen, voice input or physical button operation. When a user needs to drive a preset vehicle to run to a certain place, the terminal point can be input through the vehicle-to-machine control system, and then the control system obtains the terminal point input by the user. Meanwhile, the vehicle-mounted control system acquires the current position of the preset vehicle through the GPS positioning navigation system, and performs path planning by combining electronic map data and traffic information based on the current position and the terminal point input by a user to obtain a plurality of preset routes. Meanwhile, the vehicle control system can acquire traffic data including traffic jam information by adopting the map data and an API interface of the traffic information provider, so as to determine the road section length of the traffic jam road section in each preset route. For example, if there are three traffic segments in total in a certain preset route, the lengths are 1 km, 1.2 km and 2.3 km respectively, the segment length of the traffic segment is the sum of the three lengths of 4.5 km.
Further, the plurality of traffic jam road sections are ordered according to the road section length, the traffic jam road section with the shortest road section is determined according to the ordering result, the preset route corresponding to the traffic jam road section is sent to a vehicle screen, and navigation is provided on the vehicle screen. If the length of the shortest traffic jam section is zero, the following energy planning is not performed. If the length of the shortest traffic jam section is greater than zero, the traffic jam section is set as the first section. The method comprises the steps of obtaining a terminal point input by a user, presetting the current position of a vehicle, planning a path to obtain a plurality of preset routes, determining the road section length of a traffic jam road section in each preset route, and sequencing the plurality of road section lengths, so that the traffic jam road section with the shortest road section, namely the first road section, is determined. The lengths of the road sections are sequenced, so that the traffic jam road section with the shortest road section, namely the first road section, can be determined, and the energy consumption caused by traffic jam can be reduced.
S120, determining a first mileage of the first road section and presetting a first duration for the vehicle to spend passing through the first road section.
At present, an electronic map acquires real-time traffic data, including data of road traffic flow, speed, traffic incidents and the like through cooperation with a traffic department. The data can help the electronic map to judge the congestion degree of the road and calculate the length of the road section of the traffic jam. The electronic map also analyzes the congestion condition of the road by collecting travel data of the user, including travel track, travel speed, travel time and the like. By analyzing a large amount of user data, the congestion degree of the road in different time periods and the time required for passing through the traffic jam road section can be obtained. The map data of the electronic map contains information of roads, including shapes, intersections, traffic lights, and the like of the roads. By analysing the map data, the length of the road segments, and possibly the speed of travel, can be calculated, so that the time required to pass the road segments can be predicted. The control system can acquire the length of the first road section, namely the first mileage, and acquire the duration required by the preset vehicle to pass through the first road section, namely the first duration through the data provided by the electronic map.
S130, determining a first electric quantity required to be consumed by a preset vehicle passing through a first road segment based on the first mileage and the first time length.
After the control system obtains the first mileage of the first road section and the first time length required by the preset vehicle to pass through the first road section, the average speed of the preset vehicle passing through the first road section can be calculated by dividing the first mileage by the first time length. In a stationary state of a preset vehicle, electronic equipment such as an air conditioner, a vehicle screen and a vehicle-mounted sound device of the vehicle can consume energy, and for a hybrid vehicle type, the energy is provided by a vehicle battery. The energy consumption of the vehicle in a stationary state can thus be calculated by means of the charge data and the voltage data of the battery monitored by the battery management system. Similarly, according to the battery historical electric quantity data and the voltage data stored by the battery management system, the energy consumption of the preset vehicle in the running state of different speeds is calculated.
According to the data, calculating the total energy consumption required to be consumed by the preset vehicle through the first road segment by a preset formula, wherein the preset formula is as follows:
；
wherein E is 1 L is the first mileage, v 1 For presetting the average speed of the vehicle passing through the first road section, a is the energy consumption of the preset vehicle in a static state, and b is the energy consumption increment of the preset vehicle in a driving state.
To better understand this formula, a specific example is given. Assuming that the energy consumption of the vehicle in a stationary state is 10 joules/second, the energy consumption increment in a driving state is 0.5 joules/second 2, the length of the first road section is 1000 meters, and the average speed of the preset vehicle passing through the first road section is 10 meters/second, the energy consumption of the preset vehicle calculated according to the preset formula and passing through the traffic jam road section is 1100 joules. And finally, converting the total energy consumption into first electric quantity according to the conversion ratio between joules and kilowatt-hours to obtain the electric quantity required to be consumed by the preset vehicle through the first road segment.
When the total energy consumption required to be consumed by the preset vehicle passing through the first road section is calculated, the running distance, the average speed and the energy consumption condition of the vehicle in the static and running states are comprehensively considered, so that the energy consumption requirement of the vehicle on the traffic jam road section can be accurately predicted, and more accurate data support can be provided for subsequent electric quantity management.
S140, determining the residual quantity of the preset vehicle.
And S150, judging whether the residual electric quantity is smaller than the first electric quantity, and if the residual electric quantity is smaller than the first electric quantity, determining the second mileage.
When the preset vehicle is started, the battery management system is used as a control system of the battery pack and is responsible for monitoring parameters such as voltage, electric quantity and temperature of the battery and controlling the charging and discharging processes of the battery. And the battery management system monitors the battery power data so as to obtain the residual power of the preset vehicle. And judging whether the residual electric quantity is smaller than the first electric quantity or not, namely judging whether the residual electric quantity of the preset vehicle is enough to enable the preset vehicle to pass through the first road segment or not. If the residual electric quantity is larger than the first electric quantity, namely the residual electric quantity of the preset vehicle is enough to enable the preset vehicle to pass through the first road segment, the control system judges whether the residual electric quantity is smaller than the first electric quantity in real time before the preset vehicle runs to the starting point of the first road segment. Before the preset vehicle runs to the starting point of the first road segment, if the residual electric quantity is smaller than the first electric quantity, a starting instruction is sent to the vehicle power assembly control system, so that the vehicle power assembly control system controls the engine of the preset vehicle to start, and the generator of the preset vehicle is driven to supply power.
Under the condition that the residual electric quantity is larger than the first electric quantity, whether the residual electric quantity is smaller than the first electric quantity or not is judged in real time, the condition of insufficient electric quantity can be found in time, and the condition of electric quantity exhaustion before the vehicle reaches the starting point of the first road segment is avoided. When the residual electric quantity is smaller than the first electric quantity, the engine is started and the generator is driven to supply power, so that the vehicle can be ensured to have enough electric quantity when reaching the starting point of the first road segment, and the following energy requirement can be met.
If the residual electric quantity is smaller than the first electric quantity, namely the residual electric quantity of the preset vehicle is not enough to enable the preset vehicle to pass through the first road section, the control system calculates the mileage between the preset vehicle and the starting point of the first road section from the current position according to the navigation data, and the second mileage is obtained.
The control system predicts the time required by the preset vehicle to run out of the second mileage according to the navigation data, thereby obtaining the average speed of the preset vehicle to run out of the second mileage. Based on the data, the control system predicts the total recovery amount of kinetic energy before the preset vehicle runs to the starting point of the first road segment, and specifically calculates the total recovery amount of kinetic energy through the following formula:
；
wherein E is 2 For the total amount of the kinetic energy recovery, k 1 For the efficiency of the preset vehicle kinetic energy recovery system, v 2 An average speed of the second mileage after the preset vehicle is driven, d is the second mileage, k 2 And driving the second mileage for the preset vehicle.
The preset efficiency of the kinetic energy recovery system of the vehicle refers to the ability to convert kinetic energy of the vehicle traveling into electric energy and store the electric energy in an energy storage system such as a battery. This efficiency is affected by a number of factors, including the performance of the motor, battery, controller, etc., components, the running state of the vehicle, etc. It is necessary to acquire the efficiency of the vehicle kinetic energy recovery system through real vehicle testing or referring to data of similar vehicle models. In the test, the efficiency of the system can be calculated by comparing the energy consumption of the vehicle in the working state and the normal running state of the kinetic energy recovery system. The efficiency of the vehicle kinetic energy recovery system is such that it directly affects the total energy that can be recovered during the travel of the vehicle.
The speed change coefficient is to consider the influence of the change in speed of the vehicle during running on the recovery of kinetic energy. Because the vehicle may experience different conditions of acceleration, deceleration, and constant velocity during travel, the energy recovery in these conditions may also vary. The values may be obtained by real vehicle testing or referencing data of similar vehicle models. By testing the energy recovery data under multiple sets of different speed changes, a coefficient reflecting the influence of the speed changes on the energy recovery can be fitted. The speed change coefficient is introduced to more accurately predict the total energy that can be recovered by kinetic energy for a certain distance traveled by the vehicle. Since during actual driving a change in speed is unavoidable and this coefficient may reflect the influence of the change in speed on the energy recovery. By considering the factor, the total energy of the kinetic energy recovery can be predicted more accurately, and a more targeted optimization suggestion is provided for energy conservation and emission reduction of the vehicle.
By taking into account factors such as the average speed and the speed variation of the preset vehicle running, the total amount of kinetic energy recovery can be calculated more accurately. Specifically, the first term (k 1 ×v 2 X d) is a kinetic energy recovery amount based on a preset vehicle travel distance and average speed, and the second term (k 2 ×v 2 2 X d) is the amount of recovery of kinetic energy based on the preset vehicle travel distance and speed variation. By passing throughThe total amount of kinetic energy which can be recovered in the running process of the preset vehicle can be more comprehensively estimated by comprehensively considering the two items.
S160, outputting an energy storage instruction to an energy management control system of the preset vehicle so as to enable the preset vehicle to store second electric quantity in the process of driving the second mileage.
According to the second electric quantity required to be used by the preset vehicle through the first road segment and the current residual electric quantity of the preset vehicle, a difference value is obtained, and the second electric quantity required to be stored by the preset vehicle is larger than or equal to the difference value, so that the preset vehicle enables the vehicle to pass through the first road segment through electric energy supply without an engine to work.
And judging whether the total recovery amount of the kinetic energy is smaller than the second electric quantity, if the total recovery amount of the kinetic energy is larger than or equal to the second electric quantity, starting a vehicle power assembly control system is not needed, and the total recovery amount of the kinetic energy is enough to preset the vehicle to enable the vehicle to pass through the first road section through electric energy supply. If the total recovered kinetic energy is smaller than the second electric quantity, determining an energy difference value according to the total recovered kinetic energy and the second electric quantity, wherein the energy difference value is the electric quantity which is required to be provided by the vehicle power assembly control system.
And then in the running process of the preset vehicle, the control system acquires the real-time speed of the preset vehicle and judges whether the real-time speed is larger than a preset threshold value, wherein the preset threshold value is required to be set according to the engine efficiency of the preset vehicle, so that when the motor refers to the preset threshold value from the speed per hour of the preset vehicle, the engine is started to work, and the lower efficiency caused by the low-speed work of the engine is prevented. And when the real-time speed is greater than the preset threshold value, sending a starting instruction to the vehicle power assembly control system so that the vehicle power assembly control system controls the engine of the preset vehicle to start and drives the generator of the preset vehicle to supply power to the battery pack. In the power supply process, the generated energy provided by the generator is obtained in real time, whether the generated energy is larger than or equal to the third electric quantity or not is judged, and if the generated energy is larger than or equal to the third electric quantity, a stop instruction is sent to the vehicle power assembly control system, so that the vehicle power assembly control system controls the engine of the preset vehicle to stop working. Judging whether the real-time speed of the preset vehicle is greater than a preset threshold value, and starting the engine to work when the speed is greater than the preset threshold value. The preset threshold value can be set according to the conditions of different vehicles, so that the engine is started when the speed of the preset vehicle is high, and the high energy consumption caused by the low-speed operation of the engine is prevented. By capturing the amount of power generated by the generator, it can be determined whether the engine is providing sufficient power to meet the needs of the vehicle. When the amount of power generation is greater than or equal to the third amount of power, it is indicated that the engine has provided sufficient power, and a stop command is sent to control the engine to stop operating, so as to avoid unnecessary power consumption and emission.
And under the condition that the total quantity of recovered kinetic energy is smaller than the second electric quantity, determining an energy difference value according to the total quantity of recovered kinetic energy and the second electric quantity, and then sending an energy supply instruction to a vehicle power assembly control system so as to supply enough electric quantity (third electric quantity) to ensure that the energy required by the preset vehicle in the second mileage is met. Meanwhile, through cooperative work with the energy management control system and the vehicle power assembly control system, more accurate energy management and energy supply control can be realized, and the energy utilization efficiency of the vehicle is improved.
By adopting the technical scheme, the energy consumption of the vehicle on the traffic jam road section is predicted, whether the residual electric quantity of the vehicle passes through the traffic jam road section is judged, and the required electric quantity is stored on the non-traffic jam road section by controlling the vehicle through the energy storage instruction when the residual electric quantity of the vehicle is insufficient, so that the problem that the energy consumption is high due to the fact that the engine is used for driving when the vehicle encounters traffic jam under the condition that the electric quantity of a battery of the vehicle is insufficient is solved. Specifically, the technical scheme includes that a first road section required to be passed through by a preset vehicle is firstly obtained, the first road section is a traffic jam road section, then time required to be spent by the preset vehicle to pass through the traffic jam road section is determined, and first electric quantity required to be consumed by the vehicle to pass through the road section is calculated based on mileage and time. Then, determining the residual electric quantity of the preset vehicle, if the residual electric quantity is smaller than the required electric quantity, indicating that the preset vehicle cannot pass through the traffic jam road section through the electric energy supply of the vehicle, and determining the mileage between the current position of the vehicle and the starting point of the first road section, namely, the second mileage. And finally, outputting an energy storage instruction to an energy management control system of the vehicle so as to enable the vehicle to store the required electric quantity in the process of driving the second mileage. After the preset vehicle reaches the traffic jam section and stores enough electric quantity, the preset vehicle can be driven by the electric motor through electric energy in the traffic jam section, and the electric motor has lower energy consumption in a low-speed driving state compared with an engine, so that the problem that the energy consumption is higher when the vehicle encounters traffic jam under the condition of insufficient electric quantity of a vehicle battery can be solved.
The embodiment also discloses an energy-saving driving device of a hybrid electric vehicle type, referring to fig. 2, including an acquisition module 201, a processing module 202, a calculation module 203, a judgment module 204 and an output module 205, wherein:
the obtaining module 201 is configured to obtain a first road section through which a preset vehicle needs to pass, where the first road section is a traffic jam road section.
The processing module 202 is configured to determine a first mileage of the first road segment, and preset a first duration of time that the vehicle spends passing through the first road segment.
The calculating module 203 is configured to determine a first amount of electricity that needs to be consumed by the preset vehicle through the first road segment based on the first mileage and the first time period.
A processing module 202 is configured to determine a remaining power of the preset vehicle.
The judging module 204 is configured to judge whether the remaining power is smaller than the first power, and if the remaining power is smaller than the first power, determine a second mileage, where the second mileage is a mileage between a preset vehicle running from the current location to a start point of the first road section.
The output module 205 is configured to output an energy storage instruction to an energy management control system of the preset vehicle, so that the preset vehicle stores a second electric quantity in a second mileage driving process, where the second electric quantity is greater than or equal to a difference value between the first electric quantity and the remaining electric quantity.
In one possible implementation, the calculating module 203 is configured to calculate, first, a total amount of energy required to be consumed by the preset vehicle through the first road segment according to a preset formula, where the preset formula is as follows:
；
wherein E is 1 L is the first mileage, v 1 For presetting the average speed of the vehicle passing through the first road section, a is the energy consumption of the preset vehicle in a static state, and b is the energy consumption increment of the preset vehicle in a driving state.
The calculation module 203 is configured to convert the total energy consumption to obtain a first electric quantity.
In one possible implementation, the calculation module 203 is configured to calculate the total amount of kinetic energy recovered by the following formula:
；
wherein E is 2 To recover the total amount of kinetic energy, k 1 To preset the efficiency of the vehicle kinetic energy recovery system, v 2 For presetting the average speed of the vehicle after running the second mileage, d is the second mileage, k 2 The speed change coefficient in the second mileage process of the vehicle is preset.
In one possible implementation, the determining module 204 is configured to determine whether the total amount of recovered kinetic energy is less than the second amount of electricity.
The processing module 202 is configured to determine an energy difference according to the total amount of kinetic energy recovery and the second electric quantity if the total amount of kinetic energy recovery is smaller than the second electric quantity.
The output module 205 is configured to send an energy supply instruction to a vehicle powertrain control system of a preset vehicle, so that the vehicle powertrain control system supplies a third electric quantity, and the third electric quantity is greater than or equal to the energy difference.
In one possible implementation, the acquiring module 201 is configured to acquire a real-time speed of the preset vehicle.
The judging module 204 is configured to judge whether the real-time speed is greater than a preset threshold, and if the real-time speed is greater than the preset threshold, send a start command to the vehicle powertrain control system, so that the vehicle powertrain control system controls the engine of the preset vehicle to start, and drive the generator of the preset vehicle to supply power.
The acquisition module 201 is configured to acquire an amount of power generated by the generator.
The judging module 204 is configured to judge whether the generated energy is greater than or equal to the third electric quantity, and if the generated energy is greater than or equal to the third electric quantity, send a stop command to the vehicle powertrain control system, so that the vehicle powertrain control system controls the engine of the preset vehicle to stop working.
In one possible implementation, the determining module 204 is configured to determine, in real time, whether the remaining power is less than the first power before the preset vehicle travels to the start point of the first road segment if the remaining power is greater than the first power.
And the output module 205 is configured to send a start instruction to the vehicle powertrain control system if the remaining power is less than the first power before the preset vehicle travels to the start point of the first road segment, so that the vehicle powertrain control system controls the engine of the preset vehicle to start, and drives the generator of the preset vehicle to supply power.
In one possible implementation, the obtaining module 201 is configured to obtain an endpoint input by a user.
An obtaining module 201, configured to obtain a current position of a preset vehicle.
The processing module 202 is configured to perform path planning based on the destination and the current location, and obtain a plurality of preset routes.
The calculating module 203 is configured to determine a road segment length of the traffic congestion road segment in each preset route.
The judging module 204 is configured to sort the lengths of the multiple road segments, determine, according to the sorting result, a traffic congestion road segment with the shortest road segment, and set the traffic congestion road segment as the first road segment.
It should be noted that: in the device provided in the above embodiment, when implementing the functions thereof, only the division of the above functional modules is used as an example, in practical application, the above functional allocation may be implemented by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules, so as to implement all or part of the functions described above. In addition, the embodiments of the apparatus and the method provided in the foregoing embodiments belong to the same concept, and specific implementation processes of the embodiments of the method are detailed in the method embodiments, which are not repeated herein.
The embodiment also discloses an electronic device, referring to fig. 3, the electronic device may include: at least one processor 301, at least one communication bus 302, a user interface 303, a network interface 304, at least one memory 305.
Wherein the communication bus 302 is used to enable connected communication between these components.
The user interface 303 may include a Display screen (Display), a Camera (Camera), and the optional user interface 303 may further include a standard wired interface, and a wireless interface.
The network interface 304 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface), among others.
Wherein the processor 301 may include one or more processing cores. The processor 301 utilizes various interfaces and lines to connect various portions of the overall server, perform various functions of the server and process data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 305, and invoking data stored in the memory 305. Alternatively, the processor 301 may be implemented in hardware in at least one of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 301 may integrate one or a combination of several of a central processing unit 301 (Central Processing Unit, CPU), an image processing unit 301 (Graphics Processing Unit, GPU), and a modem, etc. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for rendering and drawing the content required to be displayed by the display screen; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 301 and may be implemented by a single chip.
The Memory 305 may include a random access Memory 305 (Random Access Memory, RAM) or a Read-Only Memory 305 (Read-Only Memory). Optionally, the memory 305 includes a non-transitory computer readable medium (non-transitory computer-readable storage medium). Memory 305 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 305 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playing function, an image playing function, etc.), instructions for implementing the above-described respective method embodiments, etc.; the storage data area may store data or the like involved in the above respective method embodiments. Memory 305 may also optionally be at least one storage device located remotely from the aforementioned processor 301. As shown in the drawing, an operating system, a network communication module, a user interface 303 module, and an application program of an energy-saving driving method of a hybrid electric vehicle type may be included in the memory 305 as a computer storage medium.
In the electronic device shown in fig. 3, the user interface 303 is mainly used for providing an input interface for a user, and acquiring data input by the user; and the processor 301 may be configured to invoke the application program in the memory 305 for storing a method for power saving driving of a hybrid electric vehicle type, which when executed by the one or more processors 301, causes the electronic device to perform the method as in one or more of the embodiments described above.
It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all of the preferred embodiments, and that the acts and modules referred to are not necessarily required for the present application.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.
In the several embodiments provided by the present application, it should be understood that the disclosed apparatus may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, such as a division of units, merely a division of logic functions, and there may be additional divisions in actual implementation, such as multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some service interface, device or unit indirect coupling or communication connection, electrical or otherwise.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable memory 305. Based on this understanding, the technical solution of the present application may be embodied essentially or partly in the form of a software product, or all or part of the technical solution, which is stored in a memory 305, and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method of the embodiments of the present application. And the aforementioned memory 305 includes: various media capable of storing program codes, such as a U disk, a mobile hard disk, a magnetic disk or an optical disk.
The foregoing is merely exemplary embodiments of the present disclosure and is not intended to limit the scope of the present disclosure. That is, equivalent changes and modifications are contemplated by the teachings of this disclosure, which fall within the scope of the present disclosure. Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a scope and spirit of the disclosure being indicated by the claims.
Claims (10)
1. An energy-saving driving method of a hybrid electric vehicle type is characterized by comprising the following steps:
acquiring a first road section through which a preset vehicle needs to pass, wherein the first road section is a traffic jam road section;
determining a first mileage of the first road section and a first duration of time for the preset vehicle to pass through the first road section;
determining a first electric quantity required to be consumed by the preset vehicle through the first road segment based on the first mileage and the first duration;
Determining the residual electric quantity of the preset vehicle;
judging whether the residual electric quantity is smaller than the first electric quantity, if so, determining a second mileage, wherein the second mileage is the mileage between the preset vehicle running from the current position to the starting point of the first road section;
and outputting an energy storage instruction to an energy management control system of the preset vehicle so that the preset vehicle stores second electric quantity in the process of driving the second mileage, wherein the second electric quantity is larger than or equal to the difference value between the first electric quantity and the residual electric quantity.
2. The energy-saving driving method of a hybrid electric vehicle according to claim 1, wherein the determining, based on the first mileage and the first time period, a first amount of electricity that needs to be consumed by a preset vehicle through the first road segment specifically includes:
firstly, calculating the total energy consumption required to be consumed by the preset vehicle through the first road segment by a preset formula, wherein the preset formula is as follows:
；
wherein E is 1 L is the first mileage, v 1 For the average speed of the preset vehicle passing through the first road section, a is the energy consumption of the preset vehicle in a static state, and b is the energy consumption increment of the preset vehicle in a running state;
And converting the total energy consumption to obtain the first electric quantity.
3. The energy saving driving method of a hybrid electric vehicle type according to claim 1, wherein before the outputting of the energy storage command to the energy management control system of the preset vehicle to cause the preset vehicle to store the second electric quantity during the driving of the second mileage, the method further comprises:
the total amount of kinetic energy recovery was calculated by the following formula:
；
wherein E is 2 For the total amount of the kinetic energy recovery, k 1 For the efficiency of the preset vehicle kinetic energy recovery system, v 2 An average speed of the second mileage after the preset vehicle is driven, d is the second mileage, k 2 And driving the second mileage for the preset vehicle.
4. The energy saving driving method of a hybrid electric vehicle according to claim 3, wherein before the outputting of the energy storage command to the energy management control system of the preset vehicle to cause the preset vehicle to store the second electric quantity during the driving of the second mileage, the method further comprises:
judging whether the total kinetic energy recovery amount is smaller than the second electric quantity or not;
if the total kinetic energy recovery amount is smaller than the second electric quantity, determining an energy difference value according to the total kinetic energy recovery amount and the second electric quantity;
And sending an energy supply instruction to a vehicle power assembly control system of the preset vehicle so that the vehicle power assembly control system supplies a third electric quantity, wherein the third electric quantity is larger than or equal to the energy difference value.
5. The energy saving driving method of a hybrid electric vehicle type according to claim 4, characterized in that, after the transmitting of the power supply instruction to the vehicle power train control system of the preset vehicle to cause the vehicle power train control system to supply the third electric quantity, the method further comprises:
acquiring the real-time speed of the preset vehicle;
judging whether the real-time speed is greater than a preset threshold value, if so, sending a starting instruction to the vehicle power assembly control system so that the vehicle power assembly control system controls the engine of the preset vehicle to start and drives the generator of the preset vehicle to supply power;
acquiring the power generation capacity provided by the generator;
and judging whether the generated energy is larger than or equal to the third electric quantity, and if the generated energy is larger than or equal to the third electric quantity, sending a stop instruction to the vehicle power assembly control system so that the vehicle power assembly control system controls the engine of the preset vehicle to stop working.
6. The energy-saving driving method of a hybrid electric vehicle type according to claim 1, characterized in that after said determining whether the remaining electric power is smaller than the first electric power, the method further comprises:
if the residual electric quantity is larger than the first electric quantity, judging whether the residual electric quantity is smaller than the first electric quantity in real time before a preset vehicle runs to the starting point of the first road section;
before a preset vehicle runs to the starting point of the first road section, if the residual electric quantity is smaller than the first electric quantity, a starting instruction is sent to the vehicle power assembly control system, so that the vehicle power assembly control system controls the engine of the preset vehicle to start, and the generator of the preset vehicle is driven to supply power.
7. The method for energy-saving driving of a hybrid electric vehicle according to claim 1, wherein the step of obtaining the first road section through which the preset vehicle needs to pass specifically comprises:
acquiring an end point input by a user;
acquiring the current position of the preset vehicle;
performing path planning based on the terminal point and the current position to obtain a plurality of preset routes;
determining the road section length of the traffic jam road section in each preset route;
And sequencing the lengths of the road sections, determining the traffic jam road section with the shortest road section according to the sequencing result, and setting the traffic jam road section as the first road section.
8. The utility model provides an energy-conserving drive arrangement of oil electricity hybrid car type which characterized in that, includes acquisition module (201), processing module (202), calculation module (203), judgement module (204) and output module (205), wherein:
the acquisition module (201) is used for acquiring a first road section through which a preset vehicle needs to pass, wherein the first road section is a traffic jam road section;
the processing module (202) is configured to determine a first mileage of the first road segment, and a first duration of time that the preset vehicle needs to spend passing through the first road segment;
the computing module (203) is configured to determine a first electric quantity that needs to be consumed by the preset vehicle through the first road segment based on the first mileage and the first duration;
the processing module (202) is used for determining the residual electric quantity of the preset vehicle;
the judging module (204) is configured to judge whether the remaining power is smaller than the first power, and if the remaining power is smaller than the first power, determine a second mileage, where the second mileage is a mileage between the preset vehicle running from the current position to the starting point of the first road section;
The output module (205) is configured to output an energy storage instruction to an energy management control system of the preset vehicle, so that the preset vehicle stores a second electric quantity in the process of driving the second mileage, where the second electric quantity is greater than or equal to a difference value between the first electric quantity and the remaining electric quantity.
9. An electronic device comprising a processor (301), a memory (305), a user interface (303) and a network interface (304), the memory (305) being adapted to store instructions, the user interface (303) and the network interface (304) being adapted to communicate with other devices, the processor (301) being adapted to execute the instructions stored in the memory (305) to cause the electronic device to perform the method according to any of claims 1-7.
10. A computer readable storage medium storing instructions which, when executed, perform the method of any one of claims 1-7.
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