Range display method and device, thermal management method and control system, vehicle

Abstract

The application discloses a kind of endurance mileage display method and equipment, thermal management method and control system, vehicle, including S1: the actual capacity and actual energy of electric vehicle battery are acquired, and the capacity retention rate and energy retention rate corresponding at different temperatures;S2: after electric vehicle power-on initialization, the initial temperature of each battery is collected in real time, and then the capacity retention rate corresponding to the battery of minimum temperature is used as a benchmark to calibrate SOC;S3: calculate endurance mileage according to calibrated SOC.Invention comprehensively considers the actual driving situation of user, by acquiring the capacity retention rate corresponding to the battery of minimum temperature, the SOC of battery is calibrated and endurance mileage is calculated, improve the estimation accuracy of SOC and endurance mileage, at the same time avoid the bad experience brought to user by SOC and endurance mileage jump, combined with thermal management method, improve the experience and safety of user.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method and device for displaying driving range, a thermal management method and control system, and a vehicle. Background Technology

[0002] With economic and technological development, electric vehicles are becoming increasingly popular, but their driving range has also become a key concern. Currently, the driving range of electric vehicles is generally predicted using State of Charge (SOC).

[0003] State of Charge (SOC) estimation is one of the key technologies of the Battery Management System (BMS). Battery State of Health (SOH), State of Operation (SOP), and even the vehicle's control strategies are all based on SOC, making its accuracy crucial. Currently, almost all vehicles employ an SOC estimation strategy based on ampere-hour integration, static calibration, and dynamic calibration. Static calibration is particularly important, as it is key to ensuring the accuracy of SOC estimation. Low-temperature capacity calibration is a vital part of static SOC calibration, primarily because lithium batteries experience capacity loss due to changes in material properties at low temperatures. A typical application scenario in vehicles is the correction of capacity loss caused by sudden temperature changes in the battery cells after immersion in low-temperature conditions.

[0004] Currently, there are two main SOC strategies that consider low-temperature capacity loss. One is where the SOC changes with temperature, and the SOC calculation directly cuts off the frozen capacity. This effectively avoids the risk of vehicle power interruption caused by SOC jumps during driving, but the sudden SOC jumps upon power-on can easily cause customer discomfort. The other is where the SOC does not change with temperature but is quickly corrected based on the battery's low-temperature capacity retention rate. The risk of this strategy is that if the temperature rises slowly during driving, the SOC correction speed will be very fast or there will be a sudden jump at the end, which can easily cause the customer to not reach their destination and the vehicle to break down midway. Furthermore, current software-integrated battery low-temperature capacity retention rate does not fully consider the immersion scenario across the entire SOC range for users, and the low-temperature SOC correction is not accurate enough. This leads to a deviation between the SOP strategy formulated based on the SOC strategy and the actual cell capacity, resulting in over-discharge of the battery. Summary of the Invention

[0005] To address the issue of fluctuating State of Charge (SOC) and driving range in electric vehicles at low temperatures in existing technologies, this invention proposes a driving range display method and device, a thermal management method and control system, and a vehicle. By calibrating the battery's SOC based on its capacity retention rate at different temperatures, the accuracy of the driving range display is improved, while preventing fluctuations in SOC and driving range during user operation. Furthermore, the thermal management system optimizes customer safety and user experience.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] The method for displaying the remaining driving range includes the following steps:

[0008] S1: Obtain the actual capacity and actual energy of the electric vehicle battery, as well as the corresponding capacity retention rate and energy retention rate at different temperatures;

[0009] S2: After the electric vehicle is powered on and initialized, the initial temperature of each battery is collected in real time, and the SOC calibration is performed based on the capacity retention rate of the battery with the lowest temperature.

[0010] S3: Calculate the driving range based on the calibrated SOC.

[0011] Preferably, S2 includes:

[0012] S2-1: Collect the temperature of each battery to form an initial temperature set T, T = T1, T2, ..., T n ,,T n The initial temperature of the nth battery is represented by the initial temperature of the battery. The battery with the lowest initial temperature is then determined as the calibration benchmark, and the capacity retention rate of the battery at the lowest initial temperature is obtained.

[0013] S2-2: Perform SOC calibration on the battery based on the capacity retention rate K.

[0014] Preferably, in step S2-1, the temperature is re-collected every certain period of time t, and the initial temperature set T is updated in real time to form a real-time temperature set T'.

[0015] Preferably, in step S2-2, the SOC calibration formula for the battery is:

[0016]

[0017] In formula (1), SOC represents the calibrated percentage of battery charge; V 实 V represents the actual remaining capacity of the battery at its lowest initial temperature. 标 The nominal capacity of the battery is represented by K; K represents the capacity retention rate of the battery at the lowest temperature in the initial temperature set T.

[0018] Preferably, in step S3, the formula for calculating the driving range is:

[0019]

[0020] In formula (2), S represents the vehicle's displayed driving range; Esum is the nominal energy of the battery pack, which is a fixed value; SOC represents the calibrated percentage of battery charge; P 平 This indicates the average energy consumption per 100 kilometers.

[0021] The present invention also provides an apparatus comprising:

[0022] The storage unit is used to store the real-time remaining actual capacity and remaining actual energy of the battery pack in the electric vehicle, as well as the capacity retention rate and energy retention rate at different temperatures.

[0023] Temperature acquisition unit, used to acquire the temperature of each battery in real time;

[0024] The SOC calibration unit is used to calibrate the SOC of the battery based on the capacity retention rate corresponding to the lowest temperature battery.

[0025] The user learning unit is used to output the average energy consumption per 100 kilometers based on the user's driving habits.

[0026] The driving range output unit is used to output the driving range based on the calibrated SOC and average power consumption per 100 kilometers.

[0027] This invention provides a thermal management method, specifically including the following steps:

[0028] A1: Obtain the vehicle's available energy and target mileage energy consumption. If the available energy is greater than the target mileage energy consumption, the passenger compartment will be heated at maximum heating power. If the available energy is less than or equal to the target mileage energy consumption, proceed to A2.

[0029] A2: Determine if the actual energy consumption of the vehicle is greater than the target mileage energy consumption: if not, issue an alarm; if yes, proceed to A3.

[0030] A3: Allocate the heating power of the battery pack and the heating power of the passenger compartment.

[0031] Preferably, in A3, the allocation method is as follows:

[0032] The crew compartment and battery pack are controlled by the same heating module:

[0033] First, the battery pack is heated with the maximum heating power P1, and then the remaining power is allocated to the passenger compartment for heating; when the real-time available energy is greater than the remaining range energy consumption, the maximum heating power is allocated to the passenger compartment for heating, and then the remaining power is allocated to the battery pack for heating.

[0034] Alternatively, the crew compartment and battery pack may be controlled by different heating modules:

[0035] First, heat the battery pack at its maximum heating power P1, and then heat the passenger compartment at a power of d%×P2, where P2 is the maximum heating power of the passenger compartment, d represents the percentage of heating power, and 0 < d < 100.

[0036] This invention provides a control system, comprising:

[0037] The first comparison unit is used to compare the available energy obtained from the device with the power consumption for the target mileage;

[0038] The second comparison unit is used to compare the actual energy of the whole vehicle obtained from the device with the energy consumption for the target mileage.

[0039] The control unit is used to allocate power to the battery pack and the passenger compartment based on the results of the first comparison unit and the second comparison unit.

[0040] The present invention provides a vehicle, wherein the vehicle is equipped with the device and the control system.

[0041] In summary, by adopting the above technical solution, the present invention has at least the following beneficial effects compared with the prior art:

[0042] This invention calibrates the battery's State of Charge (SOC) by obtaining the capacity retention rate corresponding to the lowest battery temperature, thus avoiding the unpleasant user experience caused by sudden changes in SOC and driving range, improving the accuracy of SOC estimation, and consequently improving the accuracy of driving range display.

[0043] Based on a comparison of the real-time available energy of the battery pack and the energy consumption for the target mileage, the power of the thermal management system is allocated in a coordinated manner. When the vehicle reaches its destination, the heating function is activated to prevent users from being in a low-temperature environment for a long time (a low-temperature environment will affect the physical condition of the people, reduce their reaction speed, and affect driving safety), thereby improving safety and user experience. Attached image description:

[0044] Figure 1 This is a schematic diagram of a method for displaying driving range according to an exemplary embodiment of the present invention.

[0045] Figure 2 This is a schematic diagram of a driving range display device according to an exemplary embodiment of the present invention.

[0046] Figure 3 This is a schematic diagram of a thermal management method according to an exemplary embodiment of the present invention.

[0047] Figure 4 This is a schematic diagram of a control system according to an exemplary embodiment of the present invention. Detailed Implementation

[0048] The present invention will be further described in detail below with reference to embodiments and specific implementation methods. However, this should not be construed as limiting the scope of the above-described subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0049] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0050] like Figure 1 As shown, the present invention provides a method for displaying driving range, specifically including the following steps:

[0051] S1: Obtain the actual capacity and actual energy of the electric vehicle battery, as well as the corresponding capacity retention rate and energy retention rate at different temperatures.

[0052] In this embodiment, the capacity retention rate and energy retention rate are measured under simulated vehicle usage conditions, which can match the vehicle usage environment and ensure the accuracy of SOC correction, as shown in Table 1.

[0053] Table 1. Capacity retention and energy retention of batteries at different temperatures

[0054]

[0055]

[0056] S2: After the electric vehicle is powered on and initialized, the BMS collects the initial temperature of each battery in real time, and then performs SOC calibration based on the capacity retention rate of the battery with the lowest temperature.

[0057] In this embodiment, the batteries in the battery pack provide power collaboratively. When the battery with the lowest capacity cannot provide power, the battery pack also cannot provide energy. Therefore, the battery with the lowest capacity needs to be used as the power supply reference. Each battery in the battery pack has the same standard capacity, but the lower the temperature, the lower its capacity retention rate and the lower the actual capacity of the battery. Therefore, it is necessary to use the battery with the lowest temperature as the SOC calibration reference.

[0058] If the lowest temperature battery is not used as the SOC calibration benchmark, but rather a battery at other temperatures, the available energy of the battery pack will be too high. During battery power consumption, the SOC will be too high, and the displayed driving range will also be too high. Towards the end of battery discharge, the vehicle's SOC will trigger a full discharge correction, causing a jump in SOC and driving range, or triggering an undervoltage fault, resulting in power interruption.

[0059] For example, if the standard capacity of each battery is 60Ah, and the temperature of battery 1 is -20℃ with a capacity retention rate of 80%, the usable capacity is 60*80%=48Ah; the temperature of battery 2 is -22℃ with a capacity retention rate of 75%, and the usable capacity is 60*75%=45Ah. If SOC calibration is performed based on the capacity retention rate of 80% corresponding to the temperature of battery 1, then the calibrated capacity of battery 2 will be 60*80%=48Ah, which will be greater than the usable capacity of battery 2 of 45Ah.

[0060] S2-1: Collect the temperature of each battery to form an initial temperature set T, T = T1, T2, ..., T n ,,T n The initial temperature of the nth battery is represented by the value of K. The battery with the lowest initial temperature is then used as the calibration benchmark to obtain the capacity retention rate K corresponding to that battery.

[0061] For example, if the temperature of battery 1 is -20℃, the temperature of battery 2 is -22℃, and the temperature of battery 3 is -25℃, then battery 1 with a temperature of -20℃ is selected as the calibration benchmark, and the capacity retention rate K of battery 1 at -20℃ is retrieved as 80%.

[0062] In this embodiment, the temperature is collected every time period t, and the initial temperature set T is updated in real time to form a new temperature set T'.

[0063] S2-2: Perform SOC calibration on each battery based on the capacity retention rate K, and output the calibrated percentage of charge.

[0064] In existing technologies, the method for calibrating SOC is as follows:

[0065]

[0066] In formula (1), SOC represents the battery charge percentage; V 实 This indicates the actual remaining capacity of the battery pack (obtained from the storage unit); V 标 This indicates the battery's nominal capacity, and K represents the capacity retention rate of the battery at the lowest temperature.

[0067] When the battery temperature drops and the vehicle is powered on, the existing technology will be used to calibrate the State of Charge (SOC), which will cause a jump in SOC and consequently a jump in driving range, causing discomfort to the user experience.

[0068] For example, Chinese patent (CN111660816A) discloses a method for predicting the driving range of a pure electric vehicle. In this method, when the temperature is -20℃, the capacity retention rate KT = 65%, and as the vehicle is used, the battery capacity continuously decreases. At this point, the current battery capacity SOCstate = 50%. Therefore, the corrected remaining battery capacity is SOC = SOCstate × KT = 50% × 65% = 32.5%. This means that when the vehicle is powered on, the SOC jumps directly from 50% to 32.5%, resulting in a poor user experience.

[0069] In this embodiment, to prevent jumps, based on formula (1), both the numerator and denominator are calibrated using the capacity retention rate. The SOC calibration formula for the battery is:

[0070]

[0071] In formula (2), SOC represents the calibrated percentage of battery charge; V 实 This indicates the actual remaining capacity of the battery at its lowest initial temperature (obtained from the storage cell); V 标 The nominal capacity of the battery is represented by K; K represents the capacity retention rate of the battery at the lowest temperature in the initial temperature set T.

[0072] When the battery temperature drops and the vehicle is powered on, this application uses formula (2) for calibration to prevent SOC jumps. At the same time, the available capacity in the numerator of the SOC calibration formula is corrected for low temperature. During the battery pack discharge process, the SOC can be corrected normally by integrating ampere-hours. Meanwhile, as the temperature rises, the remaining capacity changes in real time, ensuring accurate calculations during battery discharge and preventing over-discharge.

[0073] For example, the standard capacity of a battery, V i标 The current actual remaining capacity of the battery is 60Ah, V. i实 For a capacity of 30Ah, the uncalibrated SOC is 30 / 60*100% = 50%. When power-on at -20℃, the capacity retention K = 80%. With existing technology, the SOC after calibration is 40%, a jump from 50% before power-on to 40% after power-on. With this invention, the calibrated SOC is... That is, there is no jump in SOC before and after power-on. However, after SOC calibration according to the present invention, the molecule changes from 30Ah to calibrated 24Ah. If the temperature does not rise, the battery will be discharged completely in 24Ah, and the SOC will be 0, thus avoiding the battery being discharged completely in 30Ah and thus avoiding over-discharge of the battery.

[0074] Subsequently, the battery begins to discharge. Assuming a discharge time of 5Ah, the battery's lowest temperature rises back to -10℃, and the capacity retention rate K = 85%, then the real-time SOC calibration is as follows:

[0075] S3: The driving range S is calculated and displayed based on the calibrated SOC.

[0076] In this embodiment, the formula for calculating the driving range is:

[0077]

[0078] In formula (3), S represents the vehicle's displayed driving range; Esum is the nominal energy of the battery pack, which is a fixed value; SOC represents the calibrated percentage of battery charge; P 平 This indicates the average power consumption per 100 kilometers (obtained from the user learning unit). Because the SOC (State of Charge) does not change upon power-up, the displayed driving range will also not change.

[0079] For example, the actual energy percentage of the whole vehicle is 50%, the Esum is 45 kWh, and the P 平 If the range is 15 kWh / 100 km, then the vehicle's driving range is...

[0080] like Figure 2 As shown, the present invention also provides a driving range display device for calibrating driving range, including a storage unit, a temperature acquisition unit, a SOC calibration unit, a user learning unit, and a driving range output unit; the output terminal of the temperature acquisition unit is connected to the input terminal of the storage unit, the output terminal of the storage unit is connected to the input terminal of the SOC calibration unit, and the output terminal of the SOC calibration unit is connected to the input terminal of the driving range output unit; wherein,

[0081] The storage unit is used to store the real-time remaining actual capacity and remaining actual energy of the battery pack in the electric vehicle, as well as the capacity retention rate and energy retention rate at different temperatures.

[0082] Temperature acquisition unit, used to acquire the temperature of each battery in real time;

[0083] The SOC calibration unit is used to calibrate the SOC of the battery based on the capacity retention rate corresponding to the lowest temperature battery.

[0084] The user learning unit is used to output the average energy consumption per 100 kilometers based on the user's driving habits.

[0085] The driving range output unit is used to output the driving range based on the calibrated SOC and average power consumption per 100 kilometers.

[0086] Based on the above-mentioned method for displaying driving range, such as Figure 3As shown, the present invention also provides a thermal management method, specifically including the following steps:

[0087] A1: Obtain the vehicle's available energy (actual energy × energy retention rate) and target mileage energy consumption. If the available energy is greater than the target mileage energy consumption (or the difference between the driving range and the target mileage is greater than a preset threshold), the vehicle will prioritize passenger compartment heating (the passenger compartment will be heated at maximum heating power, and the remaining power will be allocated to battery pack heating). If the available energy is less than or equal to the target mileage energy consumption (or the difference between the driving range and the target mileage is less than or equal to a preset threshold), proceed to A2.

[0088] In this embodiment, the target mileage, estimated driving time, etc., can be obtained from the vehicle network based on the real-time location and the target location. The vehicle network includes Amap, Baidu Maps, Tencent Maps, etc.

[0089] In this embodiment, the available energy is the actual remaining energy of the battery pack × the energy retention rate. The actual remaining energy of the battery pack and the energy retention rate corresponding to the current battery pack are obtained by querying the storage unit.

[0090] In this embodiment, the energy consumption for the target mileage is (target mileage * P) 平 ) / 100 + Thermal management system power * Estimated driving time. If the battery pack and passenger compartment are controlled by different heating modules, such as a heating film solution, which is not part of the vehicle's thermal management system, then the thermal management system power = maximum heating film power + maximum heating power, e.g., battery heating film; if the battery pack and passenger compartment are controlled by the same heating module, such as a liquid cooling solution, then the thermal management system power is the maximum heating power.

[0091] For example, if the available energy of the whole vehicle is 20 kWh, and the target mileage energy consumption is 25 kWh, then it enters A2; if the target mileage energy consumption is 15 kWh, the whole vehicle will coordinate power allocation to prioritize the heating of the passenger compartment.

[0092] A2: Determine if the actual energy of the vehicle is greater than the energy consumption for the target mileage: If not, issue an alarm prompt, such as the instrument panel indicating that the target mileage is too far and to charge the battery; if yes, proceed to A3.

[0093] For example, if the actual energy of the vehicle is 45 kWh, and the target mileage requires 40 kWh of energy, it will enter A3 mode; if the target mileage requires 48 kWh of energy, an alarm will be issued.

[0094] A3: Prioritizing the heating power of the battery pack, the remaining power is allocated to heating the passenger compartment; and the real-time temperature set T' in the battery pack is collected in real time to obtain the real-time energy retention rate, thereby calculating the real-time available energy (actual energy × energy retention rate); after the battery pack is heated, the temperature will gradually increase, and the corresponding capacity retention rate will increase (the frozen part is released), that is, the real-time available capacity will increase; when the real-time available energy is greater than the remaining range energy consumption (remaining range = target range - driving range), the passenger compartment will be heated at the maximum allowable heating power, and the remaining power will be redistributed to the battery pack heating, improving driving safety and experience.

[0095] In this embodiment, if the passenger compartment and the battery pack are controlled by the same heating module, the battery pack is first heated at the maximum heating power P1, and then the remaining power is allocated to the passenger compartment for heating. For example, if the total thermal management system power is 4KW (the maximum heating power of the battery pack P1 is 3KW, and the maximum heating power of the passenger compartment P2 is 2KW), then 3KW is first allocated to the battery pack for heating, and then the remaining 1KW is allocated to the passenger compartment for heating. When the real-time available energy is greater than the remaining mileage power consumption, then the maximum heating power of 2KW is allocated to the passenger compartment for heating, and then the remaining 2KW is allocated to the battery pack for heating.

[0096] If the passenger compartment and the battery pack are controlled by different heating modules and are not part of the vehicle's thermal management system, then the battery pack is heated with the maximum heating power P1, and the passenger compartment is heated with a portion of the maximum heating power d%×P2 (0<d<100). For example, if the battery pack is heated with the maximum heating power P1 of 3KW and the passenger compartment has a maximum heating power of 2KW, then the passenger compartment is heated with 50%×2KW=1KW.

[0097] In this embodiment, during driving, the target mileage becomes smaller and smaller. During power distribution, the battery temperature also gradually increases, its capacity retention rate gradually improves, and the frozen capacity gradually recovers. Therefore, after driving for a period of time, the real-time driving range of the whole vehicle will be greater than the remaining mileage, which allows the passenger compartment to be heated at the maximum heating power of the air conditioner.

[0098] like Figure 4 As shown, the present invention provides a control system for managing and allocating heating power to the battery pack and passenger compartment, including a control unit, a first comparison unit, a second comparison unit, and...

[0099] The first comparison unit is used to compare the available energy obtained from the device with the power consumption for the target mileage;

[0100] The second comparison unit is used to compare the actual energy of the whole vehicle obtained from the device with the energy consumption for the target mileage.

[0101] The control unit is used to allocate power to the battery pack and the passenger compartment based on the results of the first comparison unit and the second comparison unit.

[0102] The present invention also provides a vehicle equipped with a range display device and a control system.

[0103] Those skilled in the art will understand that the above embodiments are specific examples of implementing the present invention, and in practical applications, various changes in form and detail may be made without departing from the spirit and scope of the present invention.

Claims

1. A method for displaying driving range, characterized in that, Specifically, the following steps are included: S1: Obtain the actual capacity and actual energy of the electric vehicle battery, as well as the corresponding capacity retention rate and energy retention rate at different temperatures; S2: After the electric vehicle is powered on and initialized, the initial temperature of each battery is collected in real time, and the SOC calibration is performed based on the capacity retention rate of the battery with the lowest temperature. S3: Calculate the driving range based on the calibrated SOC; S2 includes: S2-1: Collect the temperature of each battery to form an initial temperature set T, T = T1, T2, ..., T n T n The initial temperature of the nth battery is represented by the initial temperature of the battery. The battery with the lowest initial temperature is then determined as the calibration benchmark, and the capacity retention rate of the battery at the lowest initial temperature is obtained. S2-2: Perform SOC calibration on the battery based on the capacity retention rate K; In S2-1, the temperature is re-collected every time period t, and the initial temperature set T is updated in real time to form a real-time temperature set T'. In S2-2, the SOC calibration formula for the battery is: In formula (1), SOC represents the calibrated percentage of battery charge; V 实 V represents the actual remaining capacity of the battery at its lowest initial temperature. 标 K represents the nominal capacity of the battery; K represents the capacity retention rate of the battery at the lowest temperature in the initial temperature set T. There was no jump in SOC before and after power-on. Subsequently, the battery began to discharge, and the real-time SOC calibration was as follows: In formula (3), This indicates the battery discharge capacity, where K1 represents the battery discharge capacity as... The capacity retention rate of the battery at its lowest temperature.

2. The method for displaying driving range as described in claim 1, characterized in that, In S3, the formula for calculating the driving range is: In formula (2), S represents the vehicle's displayed driving range; Esum is the nominal energy of the battery pack, which is a fixed value; SOC represents the calibrated percentage of battery charge; P 平 This indicates the average energy consumption per 100 kilometers.

3. A device based on the driving range display method according to any one of claims 1-2, characterized in that, include: The storage unit is used to store the real-time remaining actual capacity and remaining actual energy of the battery pack in the electric vehicle, as well as the capacity retention rate and energy retention rate at different temperatures. Temperature acquisition unit, used to acquire the temperature of each battery in real time; The SOC calibration unit is used to calibrate the SOC of the battery based on the capacity retention rate corresponding to the lowest temperature battery. The SOC calibration formula for a battery is: In formula (1), SOC represents the calibrated percentage of battery charge; V 实 V represents the actual remaining capacity of the battery at its lowest initial temperature. 标 K represents the nominal capacity of the battery; K represents the capacity retention rate of the battery at the lowest temperature in the initial temperature set T. There was no jump in SOC before and after power-on. Subsequently, the battery began to discharge, and the real-time SOC calibration was as follows: （3） In formula (3), This indicates the battery discharge capacity, where K1 represents the battery discharge capacity as... The capacity retention rate of the battery at its lowest temperature; The user learning unit is used to output the average energy consumption per 100 kilometers based on the user's driving habits. The driving range output unit is used to output the driving range based on the calibrated SOC and average power consumption per 100 kilometers.

4. A vehicle, characterized in that, The vehicle is equipped with the device as described in claim 3.

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