Calculation Method and System for Endurance Mileage of New Energy Vehicle VCU

Abstract

The present invention discloses a method and system for calculating the remaining driving range at the VCU end of a new energy vehicle. The method includes the following steps: Step S1, obtaining the remaining battery power of the battery pack; Step S2, obtaining the power consumption per 100 kilometers of the vehicle; Step S3, obtaining the remaining driving range according to the obtained remaining battery power of the battery pack and the power consumption per 100 kilometers of the vehicle. The method for calculating the remaining driving range at the VCU end of the new energy vehicle provided by this application is based on the remaining battery power of the battery pack and the power consumption per 100 kilometers of the vehicle, and obtains an accurate calculation result of the remaining driving range; it can adapt to different slopes and different road conditions without sudden changes in the remaining driving range; the calculation method provided by this application can run stably on existing relatively common ECU chips.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular, to a method and system for calculating the remaining driving range at the VCU end of a new energy vehicle. Background Art

[0002] There have been many studies on calculating the remaining driving range of new energy vehicles at home and abroad. However, most of them estimate the battery SOC first through relatively complex methods such as the Kalman filter or convolutional neural network algorithm at the BMS end, and then calculate the remaining driving range. However, such complex algorithms have high requirements for the computing power of the ECU chip and are difficult to balance their economy in actual engineering applications. For calculating the driving range, there are currently two mainstream control methods: one is the Kalman filter, that is, an algorithm that can estimate the state of a dynamic system from a series of data with measurement noise when the measurement variance is known, and perform an optimal estimation of the system state through the input and output observation data of the system. Since the observation data includes the influence of noise and interference in the system, the optimal estimation can also be regarded as a filtering process. The Kalman filter calculates accurately, but the disadvantage is that the integrated data is affected by the instantaneous state of the vehicle, such as sudden acceleration and sudden deceleration, which will lead to inaccurate data. The other is the combination of BP neural network and Markov to achieve working condition prediction within a certain range, but the algorithm is complex, has high requirements for the computing power of the chip, and has poor economy. Thus, these two control methods cannot calculate the remaining driving range of new energy vehicles well. Summary of the Invention

[0003] The purpose of the present invention is to overcome the deficiencies of the above background art and provide a method and system for calculating the driving range at the VCU end of a new energy vehicle.

[0004] In a first aspect, the present application provides a method for calculating the driving range at the VCU end of a new energy vehicle, including the following steps:

[0005] Step S1: Obtain the remaining power of the battery pack;

[0006] Step S2: Obtain the power consumption per 100 kilometers of the vehicle;

[0007] Step S3: Obtain the remaining driving range according to the obtained remaining power of the battery pack and the power consumption per 100 kilometers of the vehicle.

[0008] According to the first aspect, in the first possible implementation manner of the first aspect, the step S1 specifically includes the following steps:

[0009] Step S11: Obtain the initial value of the battery pack power;

[0010] Step S12: Obtain the real-time power consumption of the battery pack;

[0011] Step S13: Obtain the remaining power of the battery pack based on the initial value of the battery pack power and the real-time power consumption of the battery pack.

[0012] According to the first aspect, in the second possible implementation manner of the first aspect, the step S2 specifically includes the following steps:

[0013] Step S21: Obtain the cumulative driving mileage of this cycle;

[0014] Step S22: Compare the cumulative driving mileage of this cycle with the driving mileage threshold, obtain the comparison working condition, and execute different methods for obtaining the vehicle's power consumption per 100 kilometers according to the comparison working condition.

[0015] According to the second possible implementation manner of the first aspect, in the third possible implementation manner of the first aspect, the step S21 specifically includes the following steps:

[0016] Step S211: When the cumulative driving mileage of this cycle is less than the driving mileage threshold, obtain the vehicle's power consumption per 100 kilometers as the initial power-on power consumption;

[0017] Step S212: When the cumulative driving mileage of this cycle is not less than the driving mileage threshold, obtain the vehicle's power consumption per 100 kilometers as the power consumption per 100 kilometers of this cycle.

[0018] According to the third possible implementation manner of the first aspect, in the fourth possible implementation manner of the first aspect, the step S211 specifically includes the following steps:

[0019] Step S211: When the cumulative driving mileage of this cycle is less than the driving mileage threshold, obtain the total vehicle driving mileage;

[0020] Step S1121: When the total vehicle driving mileage is 0, obtain the vehicle's power consumption per 100 kilometers as the initial value of the power consumption experience;

[0021] Step S2112: When the total vehicle driving mileage is greater than the initial update threshold (10 km), obtain the vehicle's power consumption per 100 kilometers as the cumulative power consumption per 100 kilometers.

[0022] According to the fourth possible implementation manner of the first aspect, in the fifth possible implementation manner of the first aspect, the step S2112 specifically includes the following steps:

[0023] Step S21121: Obtain the total vehicle driving mileage;

[0024] Step S21122: Obtain the cumulative driving power consumption;

[0025] Step S21123: Obtain the cumulative power consumption per 100 kilometers according to the obtained total vehicle driving mileage and cumulative driving power consumption.

[0026] According to the second possible implementation manner of the first aspect, in the sixth possible implementation manner of the first aspect, the step S212 specifically includes the following steps:

[0027] Step S2121: Obtain the driving power consumption of this cycle;

[0028] Step S2122: Obtain the driving mileage of this cycle;

[0029] Step S2123: According to the obtained driving power consumption of this cycle and the driving mileage of this cycle, obtain the driving power consumption per 100 kilometers of this cycle.

[0030] In a second aspect, the present application provides a remaining mileage calculation system for the VCU end of a new energy vehicle, including:

[0031] A remaining power acquisition module, configured to acquire the remaining power of the battery pack;

[0032] A power consumption per 100 kilometers acquisition module, configured to acquire the power consumption per 100 kilometers of the vehicle;

[0033] A remaining mileage acquisition module, communicatively connected to the remaining power acquisition module and the power consumption per 100 kilometers acquisition module, and configured to acquire the remaining driving mileage according to the acquired remaining power of the battery pack and the driving mileage of the vehicle.

[0034] According to the first possible implementation manner of the second aspect, in the first possible implementation manner of the second aspect, the remaining power acquisition module includes:

[0035] A power initial value acquisition unit, configured to acquire the initial value of the battery pack power;

[0036] A real-time power consumption acquisition unit, configured to acquire the real-time power consumption of the battery pack;

[0037] A remaining circuit acquisition unit, communicatively connected to the circuit initial value acquisition unit and the real-time power consumption acquisition unit, and configured to acquire the remaining power of the battery pack according to the acquired initial value of the battery pack circuit and the real-time power consumption of the battery pack.

[0038] According to the second aspect, in the second possible implementation manner of the second aspect, the vehicle power consumption per 100 kilometers acquisition module includes:

[0039] A driving mileage acquisition unit of this cycle, configured to acquire the cumulative driving mileage of this cycle;

[0040] A mileage comparison unit, communicatively connected to the driving mileage acquisition unit of this cycle, and configured to compare the cumulative driving mileage of this cycle with a driving mileage threshold to obtain a comparison working condition, and execute different vehicle power consumption per 100 kilometers acquisition methods according to the comparison working condition.

[0041] Compared with the prior art, the advantages of the present invention are as follows:

[0042] The present application provides a method for calculating the remaining driving range at the VCU end of a new energy vehicle. Based on the remaining battery power and the vehicle's power consumption per 100 kilometers, the remaining driving range is obtained, which can adapt to different slopes and different road conditions without sudden changes in the remaining driving range, operates stably on existing and relatively common ECU chips, and can obtain accurate calculation results. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a schematic flowchart of the method for calculating the remaining driving range at the VCU end of the new energy vehicle according to an embodiment of the present invention;

[0044] Figure 2 is another schematic flowchart of the method for calculating the remaining driving range at the VCU end of the new energy vehicle according to an embodiment of the present invention;

[0045] Figure 3 is a functional module block diagram of the system for calculating the remaining driving range at the VCU end of the new energy vehicle according to an embodiment of the present invention;

[0046] Figure 4 is another functional module block diagram of the system for calculating the remaining driving range at the VCU end of the new energy vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0047] Now, specific embodiments of the present invention will be described in detail. Examples of the present invention are illustrated in the accompanying drawings. Although the present invention will be described in conjunction with specific embodiments, it will be understood that it is not intended to limit the present invention to the described embodiments. On the contrary, it is intended to cover modifications, variations, and equivalents included within the spirit and scope of the present invention as defined by the appended claims. It should be noted that the method steps described herein can be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of both.

[0048] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0049] Note: The examples to be introduced next are only a specific example and do not limit the embodiments of the present invention to the following specific steps, numerical values, conditions, data, sequences, etc. Those skilled in the art can use the concept of the present invention disclosed in this specification to construct more embodiments not mentioned in this specification by reading this specification.

[0050] The existing calculation of the remaining cruising range of new energy vehicles mainly estimates the battery SOC at the BMS end through relatively complex methods such as the Kalman filter or the convolutional up-down network algorithm, and then calculates the remaining cruising range. Such algorithms are complex and require high computing power of the ECU chip, making it difficult to balance its economy in practical engineering applications.

[0051] In view of this, please refer to Figure 1 , this application provides a method for calculating the cruising range at the VCU end of a new energy vehicle, effectively solving the technical problems of poor economy in calculating the remaining cruising range and high requirements for chip computing power in the prior art, including the following steps:

[0052] Step S1: Obtain the remaining power of the battery pack;

[0053] Step S2: Obtain the power consumption per 100 kilometers of the vehicle;

[0054] Step S3: Obtain the remaining cruising range according to the obtained remaining power of the battery pack and the power consumption per 100 kilometers of the vehicle.

[0055] This application provides a method for calculating the cruising range at the VCU end of a new energy vehicle. Based on the remaining power of the battery pack and the power consumption per 100 kilometers of the vehicle, the remaining cruising range is obtained. The algorithm is simple, can adapt to different slopes and different road conditions without sudden changes in the remaining cruising range, runs stably on existing common ECU chips, has high economy, and can obtain accurate calculation results; effectively makes up for the defects of inaccurate calculation results of the Kalman filter and the complex algorithm with high requirements for chip computing power and poor economy when combining the BP neural network and Markov.

[0056] In an embodiment, please refer to Figure 2 , the step S1 specifically includes the following steps:

[0057] Step S11: Obtain the initial value of the battery pack power;

[0058] Step S12: Obtain the real-time power consumption of the battery pack;

[0059] Step S13: Obtain the remaining power of the battery pack according to the obtained initial value of the battery pack power and the real-time power consumption of the battery pack.

[0060] In a more specific embodiment, the calculation method of the remaining power emd_kwh_batSoe of the battery pack is as follows:

[0061] When the key is powered on, the vehicle controller reads the SOC value of the battery pack once after 10s, denoted as SOCinit, and obtains the nominal capacity, nominal voltage, and SOH of the battery pack through the CAN bus for calculating the initial value of the battery pack power emd_kwh_initSoe. When the charging gun state changes, the initial value of the battery pack power is updated once.

[0062] The calculation formula for the initial value of the battery pack power emd_kwh_initSoe is as follows:

[0063] emd_kwh_initSoe = (SOCinit% * SOH% * nominal voltage * nominal capacity / 1000) *

[0064] emc_pct_batDischgEff% - (1 - emc_pct_availablePw%) * SOH% * nominal voltage * nominal capacity / 1000;

[0065] Among them, SOCinit is the initial SOC value of the battery pack, emc_pct_availablePw is the percentage of power used to calculate the estimated cruising range, and the default initial value is set to 90. emc_pct_batDischgEff is the discharge efficiency of the battery pack, and the default initial value is set to 95.

[0066] By subtracting the real-time power consumption ∑bmsTotalVolti * bmsTotalCurrent i * t / 1000 / 3600 from the initial value of the battery pack power, the remaining power of the battery pack can be calculated. The calculation formula is emd_kwh_batSoe = emd_kwh_initSoe - ∑bmsTotalVolti * bmsTotalCurrent i * t / 1000 / 3600 (i = 1, 2, 3,... n), where t is equal to the task scheduling period, denoted as emc_s_CalcEstMilTaskTime.

[0067] In one embodiment, step S2 specifically includes the following steps:

[0068] Step S21: Obtain the cumulative driving mileage of this cycle;

[0069] Step S22: Compare the cumulative driving mileage of this cycle with the driving mileage threshold, obtain the comparison working condition, and according to the comparison working condition, execute different methods for obtaining the vehicle's power consumption per 100 kilometers to calculate and obtain the accurate remaining cruising range under different cumulative driving mileage working conditions of this cycle.

[0070] In one embodiment, the driving mileage threshold is 20KM.

[0071] In one embodiment, the step S21 specifically includes the following steps:

[0072] Step S211: when the accumulated mileage in this cycle is less than the mileage threshold, the power consumption per 100 kilometers of the vehicle is obtained as the initial power consumption;

[0073] Step S212: When the accumulated mileage in this cycle is not less than the mileage threshold, the power consumption per 100 kilometers of the vehicle is obtained as the power consumption per 100 kilometers of the cycle.

[0074] In one embodiment, the step S211 specifically includes the following steps:

[0075] Step S211: when the accumulated mileage in this cycle is less than the mileage threshold, obtain the vehicle mileage;

[0076] Step S2121: when the vehicle mileage is 0, the power consumption per 100 kilometers of the vehicle is obtained as an empirical initial value of the power consumption;

[0077] Step S2112: When the vehicle mileage is greater than the initial update threshold, the initial value of power consumption experience is no longer used, and the power consumption per 100 kilometers of vehicle travel is obtained as the cumulative power consumption per 100 kilometers.

[0078] In one embodiment, the initial update threshold is 10 km.

[0079] In a more specific embodiment, the step S2121 and the step S112 are used to determine whether the new energy vehicle is a new vehicle off the production line. If the cumulative mileage of the vehicle is 0, it means that the new energy vehicle is a new vehicle off the production line and has not yet accumulated mileage. Therefore, the power consumption of the vehicle per 100 kilometers in the first driving cycle adopts the empirical initial value of power consumption, which is a preset value. More specifically, the empirical value of 28kwh / 100km is adopted.

[0080] In one embodiment, the step S2112 specifically includes the following steps:

[0081] Step S21121, obtaining the vehicle mileage;

[0082] Step S21122, obtaining the accumulated driving power consumption;

[0083] Step S21123: Obtain the cumulative power consumption per 100 kilometers based on the obtained vehicle mileage and cumulative power consumption.

[0084] In one embodiment, the step S212 specifically includes the following steps:

[0085] Step S2121, obtaining the driving power consumption of this cycle;

[0086] Step S2122, obtaining the mileage of this cycle;

[0087] Step S2123: Obtain the per 100 - kilometer driving power consumption for this cycle based on the obtained driving power consumption and driving mileage for this cycle.

[0088] In a more specific embodiment, the step S212 is specifically implemented as follows:

[0089] The cumulative driving mileage emd_kwh_pwThisCycle for this cycle is obtained by the following formula: emd_kwh_pwThisCycle = ∑TachVehspeedi * emc_s_CalcEstMilTaskTime / 3600 (i = 1, 2, 3…n);

[0090] The driving power consumption emd_kwh_pwThisCycle for this cycle is obtained by the following formula:

[0091] emd_kwh_pwThisCycle = ∑bmsTotalVolti * bmsTotalCurrent i * emc_s_CalcEstMilTaskTime / 1000 / 3600 (i = 1, 2, 3…n) - emd_kwh_corrPw;

[0092] The per 100 - kilometer driving power consumption emd_kwhPh_pwConSumpThisCyc for this cycle is obtained by the following formula:

[0093] emd_kwhPh_pwConSumpThisCyc = emd_kwh_pwThisCycle / emd_kwh_pwThisCycle * 100.

[0094] In an embodiment, the step S2112 is specifically implemented as follows:

[0095] The vehicle driving mileage emd_km_tripVehicle is obtained by the following formula:

[0096] emd_km_tripVehicle = emd_km_tripVehicleRead + emd_kwh_pwThisCycle;

[0097] In the formula, emd_km_tripVehicleRead is the cumulative mileage read from the memory when powered on, and emd_kwh_pwThisCycle is the cumulative driving mileage for this cycle;

[0098] The cumulative driving power consumption emd_kwh_pwVehicle is obtained by the following formula:

[0099] emd_kwh_pwVehicle = emd_kwh_pwVehicleRead + ∑bmsTotalVolti * bmsTotalCurrent

[0100] i * emc_s_CalcEstMilTaskTime / 1000 / 3600 (i = 1, 2, 3…n).

[0101] The cumulative power consumption per 100 kilometers emd_kwhPh_pwConSump is calculated by the following formula: emd_kwhPh_pwConSump = emd_kwh_pwVehicle / emd_km_tripVehicle * 100

[0102] In the formula, emd_km_tripVehicle is the driving mileage of the whole vehicle, and emd_kwh_pwVehicle is the cumulative driving power consumption.

[0103] In a more specific embodiment, a simulation model for calculating the cruising range of an electric vehicle is established to adapt to the development mode of the vehicle controller based on the model. The specific implementation is as follows:

[0104] The model cruising range calculation simulation model calculates the estimated cruising range EstimateMileage, vehicle speed VehicleSpeed, battery pack voltage TotalVolt, battery pack current TotalCurrent, charging plug state ChgPlugSignal, battery pack SOC realSOC, battery pack SOH, battery pack nominal voltage NominalVolt, and battery pack nominal capacity NominalCapacity, so as to calculate the remaining cruising range and realize the function of estimating the remaining cruising range of new energy vehicles.

[0105] 1. Establishment of the calculation sub-module model for cumulative power consumption, SOE, and power consumption in this cycle

[0106] The calculation sub-module for cumulative power consumption, SOE, and power consumption in this cycle is divided into three parts: the SOE calculation module, the cumulative power consumption calculation module, and the power consumption calculation module in this cycle.

[0107] 1.1. SOE calculation module

[0108] The remaining power of the battery pack can be calculated by subtracting the real-time power consumption from the initial value of the battery pack power. The calculation formula is as follows:

[0109] The remaining battery power of the battery pack emd_kwh_batSoe = the initial battery pack power emd_kwh_initSoe - ∑bmsTotalVolti * bmsTotalCurrent i * t / 1000 / 3600 (i = 1, 2, 3, … n), where t is equal to the task scheduling period denoted as emc_s_CalcEstMilTaskTime.

[0110] 1.2. This cycle power consumption calculation module

[0111] The power consumption for driving in this cycle and the cumulative power consumption for driving are calculated by accumulating voltage and current, and the charging power during parking is not included. By adding a vehicle speed judgment condition before the accumulator, if the vehicle speed is greater than 1 km / h, the accumulator is enabled for accumulation. If the vehicle speed is less than 1 km / h (set as the calibration variable emc_kmh_corrSoeSpd) and the duration exceeds 3 minutes, it is regarded as power consumption during parking, which is not included in the power consumption for driving in this cycle but is included in the cumulative power consumption. The formula is as follows:

[0112] emd_kwh_pwThisCycle = ∑bmsTotalVolti * bmsTotalCurrent i * emc_s_CalcEstMilTaskTime / 1000 / 3600 (i = 1, 2, 3n) emd_kwh_corrPw

[0113] 1.3. Cumulative power consumption calculation module

[0114] The cumulative power consumption for driving in this cycle is added to the cumulative power consumption read from the memory when power is on to obtain the cumulative power consumption after the end of this cycle:

[0115] The cumulative power consumption after the end of this cycle kwh_pwVehicle = the cumulative power consumption read from the memory when power is on kwh_pwVehicleRead + the cumulative power consumption for driving in this cycle emd_kwh_pwThisCycle;

[0116] 2. Endurance mileage calculation module

[0117] Based on the remaining battery power emd_kwh_batSoe of the battery pack calculated in the previous step and the power consumption per 100 kilometers for driving in this cycle emd_kwhPh_pwConSumpThisCyc, the remaining endurance mileage emd_km_estimateMileage can be calculated. When using the division module, a limit to prevent the denominator from being 0 is added. The formula is as follows:

[0118] emd_km_estimateMileage = emd_kwh_batSoe / emd_kwhPh_pwConSumpThisCyc * 100.

[0119] Based on the same inventive concept, please refer to Figure 3 , this application provides a remaining driving range calculation system for the VCU of a new energy vehicle, including:

[0120] A remaining battery power acquisition module 100, configured to acquire the remaining battery power of the battery pack;

[0121] A per 100-kilometer power consumption acquisition module 200, configured to acquire the per 100-kilometer power consumption of the vehicle;

[0122] A remaining driving range acquisition module 300, communicatively connected to the remaining battery power acquisition module and the per 100-kilometer power consumption acquisition module, and configured to acquire the remaining driving range according to the acquired remaining battery power of the battery pack and the driving mileage of the vehicle.

[0123] In one embodiment, please refer to Figure 4 , the remaining battery power acquisition module includes:

[0124] A battery power initial value acquisition unit 110, configured to acquire the initial value of the battery power of the battery pack;

[0125] A real-time power consumption acquisition unit 120, configured to acquire the real-time power consumption of the battery pack;

[0126] A remaining battery power acquisition unit 130, communicatively connected to the battery power initial value acquisition unit and the real-time power consumption acquisition unit, and configured to acquire the remaining battery power of the battery pack according to the acquired initial value of the battery power of the battery pack and the real-time power consumption of the battery pack.

[0127] In one embodiment, the per 100-kilometer power consumption acquisition module of the vehicle includes:

[0128] A driving mileage acquisition unit for the current cycle, configured to acquire the cumulative driving mileage for the current cycle;

[0129] A mileage comparison unit, communicatively connected to the driving mileage acquisition unit for the current cycle, configured to compare the cumulative driving mileage for the current cycle with a driving mileage threshold, obtain a comparison condition, and execute different per 100-kilometer power consumption acquisition methods for the vehicle according to the comparison condition.

[0130] Based on the same inventive concept, an embodiment of this application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, all or part of the method steps of the above method are implemented.

[0131] The implementation of all or part of the processes in the above method of the present invention can also be completed by instructing relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form, etc. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice within the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0132] Based on the same inventive concept, an embodiment of the present application further provides an electronic device, including a memory and a processor. A computer program running on the processor is stored on the memory. When the processor executes the computer program, all or part of the method steps in the above method are implemented.

[0133] The so-called processor may be a central processing unit (CPU), or may also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The processor is the control center of the computer device, and connects various parts of the entire computer device through various interfaces and lines.

[0134] The memory can be used to store computer programs and / or modules. By running or executing the computer programs and / or modules stored in the memory, and invoking the data stored in the memory, the processor realizes various functions of the computer device. The memory mainly includes a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function (such as a sound playback function, an image playback function, etc.); the data storage area can store data created according to the use of the mobile phone (such as audio data, video data, etc.). In addition, the memory can include high-speed random access memory, and can also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a SmartMedia Card (SMC), a Secure Digital (SD) card, a Flash Card, at least one magnetic disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0135] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, a server, or a computer program product. Therefore, the present invention can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage and optical storage, etc.) containing computer-usable program code.

[0136] The present invention is described with reference to the flowcharts and / or block diagrams of methods, devices (systems), servers, and computer program products according to the embodiments of the present invention. It should be understood that each flow and / or block in the flowchart and / or block diagram, and the combination of flows and / or blocks in the flowchart and / or block diagram, can be realized by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for realizing the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0137] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device, and the instruction device realizes the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0138] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus, so that a series of operation steps are executed on the computer or other programmable apparatus to produce a computer-implemented process, thereby providing instructions for implementing the steps of the process Figure 1 in one process or a plurality of processes and / or boxes Figure 1 or steps for implementing the functions specified in a plurality of boxes.

[0139] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalent technologies, the present invention is also intended to include these modifications and variations.

Claims

1. A method for calculating the cruising range at the VCU end of a new energy vehicle, characterized in that, It includes the following steps: Step S1: Obtain the remaining power of the battery pack; Step S2: Obtain the vehicle's power consumption per 100 kilometers; Step S3: Obtain the remaining cruising range according to the obtained remaining power of the battery pack and the vehicle's power consumption per 100 kilometers; The said Step S1 specifically includes the following steps: Step S11: Obtain the initial value of the battery pack power; Step S12: Obtain the real-time power consumption of the battery pack; Step S13: Obtain the remaining power of the battery pack according to the obtained initial value of the battery pack power and the real-time power consumption of the battery pack; The said Step S2 specifically includes the following steps: Step S21: Obtain the cumulative driving mileage of this cycle; Step S22: Compare the cumulative driving mileage of this cycle with the driving mileage threshold, obtain the comparison condition, and execute different methods for obtaining the vehicle's power consumption per 100 kilometers according to the comparison condition; The said Step S21 specifically includes the following steps: Step S211: When the cumulative driving mileage of this cycle is less than the driving mileage threshold, obtain the vehicle's power consumption per 100 kilometers as the initial power consumption when powered on; Step S212: When the cumulative driving mileage of this cycle is not less than the driving mileage threshold, obtain the vehicle's power consumption per 100 kilometers as the power consumption per 100 kilometers for this cycle of driving; The said Step S211 specifically includes the following steps: Step S211: When the cumulative driving mileage of this cycle is less than the driving mileage threshold, obtain the total vehicle driving mileage; Step S1121: When the total vehicle driving mileage is 0, obtain the vehicle's power consumption per 100 kilometers as the initial value of the power consumption experience; Step S2112: When the total vehicle driving mileage is greater than the initial update threshold, obtain the vehicle's power consumption per 100 kilometers as the cumulative power consumption per 100 kilometers; The said Step S2112 specifically includes the following steps: Step S21121: Obtain the total vehicle driving mileage; Step S21122: Obtain the cumulative driving power consumption; Step S21123: Obtain the cumulative power consumption per 100 kilometers according to the obtained total vehicle driving mileage and the cumulative driving power consumption; The said Step S212 specifically includes the following steps: Step S2121: Obtain the power consumption for this cycle of driving; Step S2122: Obtain the driving mileage for this cycle; Step S2123: Obtain the power consumption per 100 kilometers for this cycle of driving according to the obtained power consumption for this cycle of driving and the driving mileage for this cycle; 2. A new energy vehicle VCU-end driving range calculation system adopting the new energy vehicle VCU-end driving range calculation method as described in claim 1, characterized in that, It includes: A remaining power acquisition module for obtaining the remaining power of the battery pack; A power consumption per 100 kilometers acquisition module for obtaining the vehicle's power consumption per 100 kilometers; A remaining mileage acquisition module, communicatively connected to the remaining power acquisition module and the power consumption per 100 kilometers acquisition module, for obtaining the remaining cruising range according to the obtained remaining power of the battery pack and the vehicle driving mileage; The said remaining power acquisition module includes: An initial value acquisition unit for obtaining the initial value of the battery pack power; A real-time power consumption acquisition unit for obtaining the real-time power consumption of the battery pack; A remaining power acquisition unit, communicatively connected to the initial value acquisition unit and the real-time power consumption acquisition unit, for obtaining the remaining power of the battery pack according to the obtained initial value of the battery pack power and the real-time power consumption of the battery pack; 3. The new energy vehicle VCU-side driving range calculation system according to claim 2, wherein, The said vehicle's power consumption per 100 kilometers acquisition module includes: A driving mileage acquisition unit for this cycle for obtaining the cumulative driving mileage of this cycle; The mileage comparison unit, which is communicatively connected to the current cycle driving mileage acquisition unit, is used to compare the cumulative driving mileage in the current cycle with the driving mileage threshold, obtain the comparison working condition, and execute different vehicle electricity consumption per 100 kilometers acquisition methods according to the comparison working condition.

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