Remaining mileage determination method, device, vehicle and storage medium

Abstract

The embodiments of the present application disclose a method, device, vehicle and storage medium for determining remaining mileage, wherein the method includes: obtaining a standard remaining mileage under the remaining power of the vehicle at a current moment; determining the average power consumption per kilometer for at least one preset mileage before the current moment during vehicle driving; determining the remaining mileage consistent with driving habits under the remaining power at the current moment based on the remaining power at the current moment and the average power consumption per kilometer; determining the predicted remaining mileage at the current moment based on the standard remaining mileage and a first weight coefficient, the remaining mileage consistent with driving habits, and a second weight coefficient; wherein the first weight coefficient and the second weight coefficient are obtained by calibration of a simulation model, so that the deviation between the predicted remaining mileage under each remaining power in the actual driving distance of the vehicle and the remaining mileage consistent with driving habits is within a first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements.

Description

Technical Field

[0001] The present application relates to but is not limited to the field of vehicle technology, and in particular to a method, device, vehicle and storage medium for determining remaining mileage. Background Art

[0002] With the rapid development of pure electric vehicles, the number of pure electric vehicles in the market is also increasing rapidly. According to market feedback, the anxiety about the driving range (i.e. the remaining mileage) has become the main complaint of consumers about pure electric vehicles. Among them, complaints about inaccurate calculation of driving range account for a considerable proportion, and the accuracy of the calculation of driving range largely depends on the calibration engineers to constantly adjust the calibration amount.

[0003] The traditional mileage calibration method requires calibration engineers to repeatedly calibrate and test the actual vehicle under different working conditions to obtain relatively accurate calibration parameters. However, this calibration method has the disadvantages of long calibration cycle, large number of vehicle resources required, and poor calibration accuracy. Summary of the invention

[0004] In view of this, the embodiments of the present application at least provide a method, device, vehicle and storage medium for determining remaining mileage.

[0005] The technical solution of the embodiment of the present application is implemented as follows:

[0006] On the one hand, an embodiment of the present application provides a method for determining a remaining mileage, the method comprising: obtaining a remaining power of a vehicle at a current moment and a standard remaining mileage under the remaining power; determining an average power consumption per kilometer for at least one preset mileage before the current moment during driving of the vehicle; determining a remaining mileage consistent with driving habits under the remaining power at the current moment based on the remaining power at the current moment and the average power consumption per kilometer; determining a predicted remaining mileage at the current moment based on the standard remaining mileage and a corresponding first weight coefficient, the remaining mileage consistent with driving habits and a corresponding second weight coefficient; wherein the first weight coefficient and the second weight coefficient are obtained by calibrating a simulation model, so that the deviation between the predicted remaining mileage under each remaining power in the actual driving distance of the vehicle and the remaining mileage consistent with the driving habits is within a first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements.

[0007] On the other hand, an embodiment of the present application provides a device for determining a remaining mileage, the device comprising: an acquisition module for acquiring the remaining power of a vehicle at a current moment and a standard remaining mileage under the remaining power; a first determination module for determining the average power consumption per kilometer of at least one preset mileage before the current moment during the driving process of the vehicle; a second determination module for determining the remaining mileage consistent with driving habits under the remaining power at the current moment based on the remaining power at the current moment and the average power consumption per kilometer; a third determination module for determining the predicted remaining mileage at the current moment based on the standard remaining mileage and the corresponding first weight coefficient, the remaining mileage consistent with driving habits and the corresponding second weight coefficient; wherein the first weight coefficient and the second weight coefficient are obtained by calibration of a simulation model, so that the deviation between the predicted remaining mileage under each remaining power in the actual driving distance of the vehicle and the remaining mileage consistent with the driving habits is within a first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements.

[0008] On the other hand, an embodiment of the present application provides a vehicle, including a memory and a processor, wherein the memory stores a computer program executable on the processor, and the processor implements some or all of the steps in the above method when executing the program.

[0009] On the other hand, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which implements part or all of the steps in the above method when executed by a processor.

[0010] The embodiments of the present application have the following effects:

[0011] On the one hand, since the first weight coefficient and the second weight coefficient can make the deviation between the predicted remaining mileage at each remaining power in the actual driving distance of the vehicle and the remaining mileage consistent with driving habits within the first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements. Therefore, the predicted remaining mileage calculated by the first weight coefficient and the second weight coefficient not only meets the requirements of the standard, but also better conforms to driving habits, and can more accurately represent the actual remaining mileage, thereby reducing customers' mileage anxiety.

[0012] Secondly, since the first weight coefficient and the second weight coefficient are obtained through simulation model calibration, the calibration efficiency can be improved, the vehicle resource utilization rate can be improved, and the R&D cost can be reduced.

[0013] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and are not intended to limit the technical solutions of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawings herein are incorporated into the specification and constitute a part of the specification. These drawings illustrate embodiments consistent with the present application and are used together with the specification to illustrate the technical solution of the present application.

[0015] Figure 1 A schematic diagram of a flow chart of a method for determining a remaining mileage provided in an embodiment of the present application;

[0016] Figure 2 A schematic diagram of an implementation flow of step S102 provided in an embodiment of the present application;

[0017] Figure 3 A schematic diagram of an implementation flow of a method for determining a first weight coefficient and a second weight coefficient provided in an embodiment of the present application;

[0018] Figure 4 A schematic diagram of an implementation flow of a method for adjusting an initial first weight coefficient and an initial second weight coefficient provided in an embodiment of the present application;

[0019] Figure 5 A schematic diagram of the implementation process of an offline calibration method for driving range provided in an embodiment of the present application;

[0020] Figure 6 A schematic diagram of the structure of a device for determining remaining mileage provided in an embodiment of the present application;

[0021] Figure 7 A schematic diagram of a hardware entity of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of the present application clearer, the technical solutions of the present application are further elaborated in detail below in conjunction with the drawings and embodiments. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0023] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0024] The terms "first / second / third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It is understandable that "first / second / third" can be interchanged with a specific order or sequence where permitted so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing this application and are not intended to limit this application.

[0026] The present application embodiment provides a method for determining the remaining mileage, such as Figure 1 As shown, the method includes the following steps S101 to S104:

[0027] Step S101: obtaining the current remaining power of the vehicle and the standard remaining mileage under the remaining power;

[0028] Here, the vehicle may be a pure electric vehicle, and the remaining power of the vehicle at the current moment may be obtained through the battery management system of the vehicle.

[0029] The standard remaining mileage refers to the remaining mileage calculated based on the operating cycle energy consumption defined by the national standard. For example, the operating cycle energy consumption defined by the national standard is 6 kilowatt-hours / kilometer (kwh / km). If the remaining power is 600kwh, the standard remaining mileage based on the remaining power is 600 / 6=100 kilometers.

[0030] Step S102: determining the average power consumption per kilometer of at least one preset mileage before the current moment during the driving process of the vehicle;

[0031] Here, the number of preset mileages may be 1, 2, or more. When the number of preset mileages is at least 2, the length of each preset mileage may be different. Since the average power consumption per kilometer calculated for a shorter preset mileage is usually larger, the remaining mileage calculated in the end changes faster; while the average power consumption per kilometer calculated for a longer preset mileage is usually smaller, the remaining mileage calculated in the end changes slower. Therefore, using at least two preset mileages of different lengths can ensure that the remaining mileage calculated in the end will neither change too quickly nor remain unchanged for a long time.

[0032] In some embodiments, the average power consumption per kilometer can be obtained by integrating the product of current and voltage at each moment in the preset mileage to obtain the total power consumption, and then dividing the total power consumption by the mileage value to obtain the average power consumption per kilometer.

[0033] When the number of preset mileages is at least two, a different weight coefficient may be set for each preset mileage, so as to obtain an average power consumption per kilometer of at least one preset mileage.

[0034] Step S103: determining the remaining mileage consistent with the driving habits under the remaining power at the current moment based on the remaining power at the current moment and the average power consumption per kilometer;

[0035] Here, the implementation of step S103 may include: dividing the current remaining power by the average power consumption per kilometer to obtain the remaining mileage that is consistent with the driving habits under the current remaining power.

[0036] Since the average power consumption per kilometer is calculated based on the mileage of the vehicle, the remaining mileage obtained is consistent with driving habits.

[0037] Step S104: Determine the predicted remaining mileage at the current moment based on the standard remaining mileage and the corresponding first weight coefficient, the remaining mileage consistent with the driving habit and the corresponding second weight coefficient.

[0038] Among them, the first weight coefficient and the second weight coefficient are obtained by calibrating the simulation model, so that the deviation between the predicted remaining mileage at each remaining power during the actual driving distance of the vehicle and the remaining mileage consistent with the driving habits is within a first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements.

[0039] Here, the first preset range can be set according to the requirements. For example, the first preset range can be within plus or minus 2 kilometers. The sum of the first weight coefficient and the second weight coefficient can be 1.

[0040] Since the method for calculating the predicted remaining mileage by the simulation model is the same as the method for calculating the predicted remaining mileage by the program on the vehicle computer, after obtaining the first weight coefficient and the second weight coefficient through calibration of the simulation model, the first weight coefficient and the second weight coefficient can be directly applied to the program on the vehicle computer to calculate the predicted remaining mileage through the program on the vehicle computer.

[0041] In some embodiments, the implementation of step S104 may include: multiplying the standard remaining mileage by the first weight coefficient, and adding the product of the remaining mileage consistent with the driving habit and the second weight coefficient to obtain the predicted remaining mileage at the current moment.

[0042] In an embodiment of the present application, first, the remaining power of the vehicle at the current moment and the standard remaining mileage under the remaining power are obtained; secondly, the average power consumption per kilometer of at least one preset mileage before the current moment during the vehicle driving process is determined; thirdly, based on the remaining power at the current moment and the average power consumption per kilometer, the remaining mileage consistent with the driving habits under the remaining power at the current moment is determined; finally, based on the standard remaining mileage and the corresponding first weight coefficient, the remaining mileage consistent with the driving habits and the corresponding second weight coefficient, the predicted remaining mileage at the current moment is determined.

[0043] The embodiments of the present application have the following effects:

[0044] On the one hand, since the first weight coefficient and the second weight coefficient can make the deviation between the predicted remaining mileage at each remaining power in the actual driving distance of the vehicle and the remaining mileage consistent with driving habits within the first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements. Therefore, the predicted remaining mileage calculated by the first weight coefficient and the second weight coefficient not only meets the requirements of the standard, but also better conforms to driving habits, and can more accurately represent the actual remaining mileage, thereby reducing customers' mileage anxiety.

[0045] Secondly, since the first weight coefficient and the second weight coefficient are obtained through simulation model calibration, the calibration efficiency can be improved, the vehicle resource utilization rate can be improved, and the R&D cost can be reduced.

[0046] In some embodiments, the number of preset mileages is at least two, and each of the preset mileages is of a different preset length, and the end point of each of the preset mileages is the location of the vehicle at the current moment.

[0047] like Figure 2 As shown, the implementation of step S102 "determining the average power consumption per kilometer of at least one preset mileage before the current moment during the driving process of the vehicle" may include the following steps S1021 and S1022:

[0048] Step S1021: determining the average power consumption per kilometer for each of the preset mileages;

[0049] Here, the number of preset mileages and preset lengths can be set according to needs. For example, the number of preset mileages is 3, and the preset lengths are 10 kilometers, 20 kilometers and 30 kilometers respectively.

[0050] The end point of the preset mileage is explained below as the current position of the vehicle. For example, if the vehicle has traveled 50 kilometers at the current moment, the current position of the vehicle is 50 kilometers. Correspondingly, when the preset lengths are 10 kilometers, 20 kilometers, and 30 kilometers, the preset mileages are 40 to 50 kilometers, 30 to 50 kilometers, and 20 to 50 kilometers, respectively.

[0051] In some embodiments, the implementation of step S1021 may include the following steps S201 to S203:

[0052] Step S201: obtaining the mileage value of each preset mileage, and the current and voltage at each moment in each preset mileage;

[0053] Here, the mileage value can be obtained through the T-box, and the current and voltage can be obtained through the battery management system.

[0054] Step S202: for each of the preset mileages, based on the current and voltage at each moment in the preset mileage, determining the total power consumption corresponding to the preset mileage;

[0055] Here, the implementation of step 202 may include: obtaining the total power consumption for the preset mileage by multiplying the current by the voltage and integrating the result.

[0056] Step S203: for each of the preset mileages, based on the total power consumption and the mileage value of the preset mileage, determine the average power consumption per kilometer corresponding to the preset mileage.

[0057] Here, the implementation of step S203 may include: dividing the total power consumption of the preset mileage by the mileage value to obtain the average power consumption per kilometer of the preset mileage.

[0058] Step S1022: Based on the average power consumption per kilometer of each of the preset mileages and the third weight coefficient of each of the preset mileages, determine the average power consumption per kilometer of at least one preset mileage before the current moment during the vehicle driving process, wherein the third weight coefficient is obtained by calibrating the simulation model so that the change speed of the predicted remaining mileage at each remaining power during the actual driving distance of the vehicle is within a second preset range.

[0059] Here, the implementation of step S1022 may include: multiplying the average power consumption per kilometer of each preset mileage by the corresponding third weight coefficient to obtain the average power consumption per kilometer of at least one preset mileage.

[0060] The second preset range is smaller than the changing speed of the remaining mileage at the maximum vehicle speed, so that the obtained predicted remaining mileage is reasonable.

[0061] In the embodiment of the present application, since the third weight coefficient is obtained through calibration of the simulation model, it can make the change speed of the predicted remaining mileage at each remaining power during the actual driving distance of the vehicle within the second preset range. Therefore, the change speed of the average power consumption per kilometer obtained by the third weight coefficient can be more accurate and reasonable, and thus the change speed of the predicted remaining mileage calculated by the average power consumption per kilometer can be within the second preset range, and there will be no problem of changing too quickly or remaining unchanged for a long time.

[0062] In some embodiments, Figure 3 As shown, the method for determining the first weight coefficient includes the following steps S301 to S305:

[0063] Step S301: determining the remaining mileage consistent with the driving habits under at least one target remaining power in a section of the actual travel of the vehicle;

[0064] Here, steps S301 to S305 may be performed by a simulation model.

[0065] The actual distance traveled by the vehicle can be any distance. The battery management system of the vehicle can obtain all the remaining power corresponding to all positions in the distance.

[0066] At least one target remaining power is a part of all remaining power. For example, if all remaining power of the journey ranges from 70% to 30%, then at least one target remaining power may include: 70%, 65%, 60%, 55%, 50%, 45%, 40%, 35% and 30%. The embodiment of the present application does not limit the number of at least one target remaining power. The more the number of target remaining power, the more accurate the weight coefficient finally obtained by simulation.

[0067] Step S302: determining the standard remaining mileage under each target remaining power;

[0068] Step S303: determining the predicted remaining mileage under each target remaining power based on the standard remaining mileage under each target remaining power and the corresponding initial first weight coefficient, the remaining mileage consistent with the driving habit and the corresponding initial second weight coefficient;

[0069] Here, the initial first weight coefficient and the initial second weight coefficient may be parameters initially set for the simulation model, for example, the initial first weight coefficient and the initial second weight coefficient may both be 0.5.

[0070] The method for determining the predicted remaining mileage may refer to step S104.

[0071] Step S304: determining a deviation between the predicted remaining mileage and the remaining mileage consistent with the driving habit at each target remaining power;

[0072] Here, each deviation is obtained by subtracting the predicted remaining mileage of each target remaining power from the remaining mileage consistent with the driving habit.

[0073] Step S305: adjusting the initial first weight coefficient and the initial second weight coefficient until each of the deviations is within the first preset range, thereby obtaining the first weight coefficient and the second weight coefficient.

[0074] Here, when each deviation obtained by the initial first weight coefficient and the initial second weight coefficient is not within the first preset range, the initial first weight coefficient and the initial second weight coefficient are adjusted, and the simulation is repeated to obtain each updated deviation, and then see whether each updated deviation is within the first preset range. If not, continue to adjust; if so, the initial first weight coefficient and the initial second weight coefficient at this time are the first weight coefficient and the second weight coefficient.

[0075] In some embodiments, Figure 4 As shown, the implementation of step S305 may include the following steps S3051 and S3052:

[0076] Step S3051: obtaining the actual mileage of the vehicle under each target remaining power and the virtual mileage simulated by the simulation model;

[0077] Here, the actual mileage can be obtained through the vehicle's T-box, and the virtual mileage can be obtained through the simulation model.

[0078] Step S3052: Based on the size of the actual mileage and the virtual mileage, adjust the initial first weight coefficient and the initial second weight coefficient until each of the deviations is within the first preset range, to obtain the first weight coefficient and the second weight coefficient.

[0079] Here, the method of adjusting the initial first weight coefficient and the initial second weight coefficient may include: when the actual mileage is greater than the virtual mileage, increasing the initial second weight coefficient; when the actual mileage is less than the virtual mileage, decreasing the initial second weight coefficient. Then, the initial first weight coefficient is obtained by subtracting the initial second weight coefficient from 1.

[0080] In an embodiment of the present application, first, a simulation model is used to simulate an actual driving distance, and then an initial first weight coefficient and an initial second weight coefficient are adjusted so that the deviation between the predicted remaining mileage output by the simulation model and the remaining mileage consistent with driving habits is within a first preset range, thereby obtaining a first weight coefficient and a second weight coefficient, and applying the first weight coefficient and the second weight coefficient to the actual driving process of the vehicle, thereby obtaining a more accurate predicted remaining mileage that is more in line with driving habits.

[0081] In some embodiments, the implementation of step S301 "determining the remaining mileage consistent with the driving habits under at least one target remaining power in a section of the actual travel of the vehicle" includes the following steps S3011 to S3014:

[0082] Step S3011: determining at least two preset mileages of different preset lengths based on the mileage traveled at each target remaining power, wherein the end point of each preset mileage is the location of the vehicle at the corresponding target remaining power;

[0083] Here, when the mileage in the above-mentioned actual driving distance is too short to be sufficient to select the preset mileage, the mileage before the above-mentioned actual driving distance can be selected.

[0084] It should be noted that the preset length of the preset mileage selected in the simulation phase may be the same as the preset length of the preset mileage selected in the application phase.

[0085] Step S3012: determining the average power consumption per kilometer for each preset mileage for each target remaining power;

[0086] Step S3013: determining the average power consumption per kilometer of the vehicle at the corresponding target remaining power based on the average power consumption per kilometer of each preset mileage and the initial third weight coefficient of each preset mileage;

[0087] Here, the implementation of step S3012 and step S3013 may refer to step S1021 and step S1022.

[0088] Step S3014: For each target remaining power, based on the average power consumption per kilometer of the vehicle at the target remaining power and the target remaining power, determine the remaining mileage that is consistent with driving habits at the target remaining power during an actual driving distance of the vehicle.

[0089] Here, the implementation of step S3014 may refer to step S103.

[0090] In some embodiments, after step S303 of “determining the predicted remaining mileage under each target remaining power”, the method further includes the following steps S401 to S403:

[0091] Step S401: determining a change rate of the predicted remaining mileage under each target remaining power;

[0092] Here, the changing speed may refer to the predicted remaining mileage that changes per unit time.

[0093] During implementation, the relationship diagram between the predicted remaining mileage and time can be obtained through the simulation model, and then the change speed can be obtained based on the above relationship diagram.

[0094] Step S402: When the change speed is greater than the second preset range, sorting the at least two preset mileages in descending order of length based on the lengths of the at least two preset mileages;

[0095] Here, usually, the average power consumption per kilometer calculated for a shorter preset mileage is larger, resulting in a faster change speed; while the average power consumption per kilometer calculated for a longer preset mileage is smaller, resulting in a slower change speed. Therefore, when the change speed is greater than the second preset range, the initial third weight coefficient of the longer preset mileage can be increased, and the initial third weight coefficient of the shorter preset mileage can be decreased, so that the change speed is within the second preset range.

[0096] Therefore, in step S402, at least two preset miles are first sorted in descending order of length to obtain the length relationship between at least two preset miles, so as to facilitate the adjustment of the initial third weight coefficient in step S403.

[0097] Step S403: reduce the initial third weight coefficient of the preset mileage at the rear of the sort, and increase the initial third weight coefficient of the preset mileage at the front of the sort, until the change speed is within the second preset range, and obtain the third weight coefficient.

[0098] Here, when the number of at least two preset mileages is 2, the preset mileage at the rear of the sequence refers to the preset mileage with a shorter length, and the preset mileage at the front of the sequence refers to the preset mileage with a longer length.

[0099] When the number of at least two preset mileages is at least 3, the preset mileage at the rear of the sequence refers to at least one preset mileage other than the longest preset mileage; the preset mileage at the front of the sequence refers to at least one preset mileage other than the shortest preset mileage, that is, the preset mileage at the rear of the sequence and the preset mileage at the front of the sequence may refer to more than one.

[0100] In an embodiment of the present application, the initial third weight coefficient is adjusted by obtaining the changing speed of the predicted remaining mileage to obtain the third weight coefficient, so that the changing speed of the predicted remaining mileage calculated by the third weight coefficient is reasonable and will not change too slowly or too quickly.

[0101] In order to solve these problems existing in the current status of the calibration of the driving range (remaining mileage), the embodiment of the present application proposes an offline calibration method of the driving range for quickly calibrating the driving range.

[0102] In view of the shortcomings of the prior art such as long cycle, high resource occupation, and poor calibration accuracy, the embodiment of the present application uses Matlab software for program design, and simulates by reading the data in the vehicle measurement file (including current, voltage, mileage, remaining power and other data) and the calibration parameters in the software (i.e. the above-mentioned initial first weight coefficient and the initial second weight coefficient) as the input of the model. After the simulation is completed, the measurement file in DAT format (including the predicted remaining power under the above-mentioned target remaining power) is automatically output for data analysis, thereby improving the calibration efficiency, reducing the occupation of vehicle resources, and improving the calibration accuracy.

[0103] The embodiment of the present application provides an offline calibration method for driving range, including the following steps:

[0104] The first step is to read the DAT file, collect the vehicle measurement data (including current, voltage, mileage, remaining power, etc.) from the vehicle, and read it into Matlab's Base.Workspace.

[0105] The second step is to read the calibration parameters in DCM (ie the above-mentioned initial first weight coefficient and initial second weight coefficient) into the Base.Workspace of Matlab.

[0106] Step 3: Write the measurement files and calibration parameters read in steps 1 and 2 into Simulink.WorkSpace (i.e. the simulation model mentioned above).

[0107] Step 4: Set parameters such as operating frequency and run the Simulink simulation model.

[0108] Step 5: Output the simulation value after running (i.e., the predicted remaining power under the above target remaining power) to Base.Workspace.

[0109] Step 6. Write the simulation values ​​in Base.Workspace into the DAT file.

[0110] The present application also provides an offline calibration method for driving range, such as Figure 5 As shown, the method includes the following steps S501 to S506:

[0111] Step S501: collecting vehicle measurement data from a real vehicle;

[0112] Step S502: After reading in calibration parameters and measurement data, model simulation is performed;

[0113] Step S503: analyzing the deviation between the driving range model (i.e. the virtual range) and the actual driving range (i.e. the actual range);

[0114] Step S504: Does the deviation meet the standard (i.e., the first preset range)? If yes, execute step S506; if no, execute step S505;

[0115] Step S505: modifying calibration data;

[0116] Here, step S502 is executed after the calibration data is modified;

[0117] Step S506: Calibration completed.

[0118] The advantages of the embodiments of the present application are improved calibration efficiency, increased vehicle resource utilization, thereby reducing R&D costs, and improved range calibration accuracy, thereby reducing customer mileage anxiety.

[0119] Based on the foregoing embodiments, an embodiment of the present application provides a device for determining a remaining mileage, which includes the modules included and the units included in the modules, and can be implemented by a processor in a vehicle; of course, it can also be implemented by a specific logic circuit; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP) or a field programmable gate array (FPGA), etc.

[0120] Figure 6 A schematic diagram of the structure of a device for determining remaining mileage provided in an embodiment of the present application is shown in FIG. Figure 6 As shown, the remaining mileage determination device 600 includes: an acquisition module 610, a first determination module 620, a second determination module 630 and a third determination module 640, wherein:

[0121] An acquisition module 610 is used to acquire the current remaining power of the vehicle and the standard remaining mileage under the remaining power;

[0122] A first determination module 620 is used to determine an average power consumption per kilometer of at least one preset mileage before the current moment during driving of the vehicle;

[0123] A second determination module 630 is used to determine the remaining mileage consistent with the driving habits under the remaining power at the current moment based on the remaining power at the current moment and the average power consumption per kilometer;

[0124] A third determination module 640, configured to determine the predicted remaining mileage at the current moment based on the standard remaining mileage and the corresponding first weight coefficient, the remaining mileage consistent with the driving habit and the corresponding second weight coefficient;

[0125] Among them, the first weight coefficient and the second weight coefficient are obtained by calibrating the simulation model, so that the deviation between the predicted remaining mileage at each remaining power during the actual driving distance of the vehicle and the remaining mileage consistent with the driving habits is within a first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements.

[0126] In some embodiments, the number of the preset mileages is at least two, and each of the preset mileages is of a different preset length, and the end point of each of the preset mileages is the location of the vehicle at the current moment. The first determination module 620 includes: a first determination submodule, used to determine the average power consumption per kilometer of each of the preset mileages; a second determination submodule, used to determine the average power consumption per kilometer of at least one preset mileage before the current moment during the vehicle driving process based on the average power consumption per kilometer of each of the preset mileages and a third weight coefficient of each of the preset mileages, wherein the third weight coefficient is obtained by calibration of the simulation model so that the change speed of the predicted remaining mileage at each remaining power in the actual driving distance of the vehicle is within a second preset range.

[0127] In some embodiments, the first determination submodule includes: an acquisition unit, used to obtain the mileage value of each of the preset mileages, and the current and voltage at each moment in each of the preset mileages; a first determination unit, used to determine the total power consumption corresponding to the preset mileage for each of the preset mileages based on the current and voltage at each moment in the preset mileage; a second determination unit, used to determine the average power consumption per kilometer corresponding to the preset mileage for each of the preset mileages based on the total power consumption and the mileage value of the preset mileage.

[0128] In some embodiments, the device also includes: a fourth determination module, used to determine the remaining mileage consistent with driving habits under at least one target remaining power in a section of the actual driving distance of the vehicle; a fifth determination module, used to determine the standard remaining mileage under each target remaining power; a sixth determination module, used to determine the predicted remaining mileage under each target remaining power based on the standard remaining mileage under each target remaining power and the corresponding initial first weight coefficient, the remaining mileage consistent with driving habits and the corresponding initial second weight coefficient; a seventh determination module, used to determine the deviation between the predicted remaining mileage under each target remaining power and the remaining mileage consistent with driving habits; an adjustment module, used to adjust the initial first weight coefficient and the initial second weight coefficient until each of the deviations is within the first preset range, to obtain the first weight coefficient and the second weight coefficient.

[0129] In some embodiments, the adjustment module includes: an acquisition submodule, used to obtain the actual mileage of the vehicle under each target remaining power and the virtual mileage simulated by the simulation model; an adjustment submodule, used to adjust the initial first weight coefficient and the initial second weight coefficient based on the size of the actual mileage and the virtual mileage until each deviation is within the first preset range, so as to obtain the first weight coefficient and the second weight coefficient.

[0130] In some embodiments, the fourth determination module includes: a third determination submodule, used to determine at least two preset mileages of different preset lengths based on the mileage traveled at each target remaining power, wherein the end point of each preset mileage is the position of the vehicle at the corresponding target remaining power; a fourth determination submodule, used to determine the average power consumption per kilometer for each preset mileage for each target remaining power; a fifth determination submodule, used to determine the average power consumption per kilometer of the vehicle at the corresponding target remaining power based on the average power consumption per kilometer of each preset mileage and the initial third weight coefficient of each preset mileage; a sixth determination submodule, used to determine, for each target remaining power, the remaining mileage that is consistent with driving habits at the corresponding target remaining power in a section of the vehicle actually traveled based on the average power consumption per kilometer of the vehicle at the target remaining power and the target remaining power.

[0131] In some embodiments, the device also includes: an eighth determination module, which is used to determine the change speed of the predicted remaining mileage under each target remaining power after determining the predicted remaining mileage under each target remaining power; a sorting module, which is used to sort the at least two preset mileages in descending order based on the lengths of the at least two preset mileages when the change speed is greater than the second preset range; an adjustment module, which is also used to reduce the initial third weight coefficient of the preset mileage at the rear of the sorting and increase the initial third weight coefficient of the preset mileage at the front of the sorting, until the change speed is within the second preset range to obtain the third weight coefficient.

[0132] The description of the above device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. In some embodiments, the functions or modules included in the device provided by the embodiments of the present disclosure can be used to execute the method described in the above method embodiment. For technical details not disclosed in the device embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0133] It should be noted that in the embodiments of the present application, if the above-mentioned method for determining the remaining mileage is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of the present application can be essentially or partly embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for a vehicle to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a U disk, a mobile hard disk, a read-only memory (ROM), a magnetic disk or an optical disk. In this way, the embodiments of the present application are not limited to any specific hardware, software or firmware, or any combination of hardware, software and firmware.

[0134] An embodiment of the present application provides a vehicle, including a memory and a processor, wherein the memory stores a computer program that can be executed on the processor, and when the processor executes the program, some or all of the steps in the above method are implemented.

[0135] The embodiment of the present application provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, some or all of the steps in the above method are implemented. The computer-readable storage medium can be transient or non-transient.

[0136] An embodiment of the present application provides a computer program, including a computer-readable code. When the computer-readable code runs in a vehicle, a processor in the vehicle executes some or all of the steps for implementing the above method.

[0137] The embodiment of the present application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and when the computer program is read and executed by a computer, some or all of the steps in the above method are implemented. The computer program product can be implemented specifically by hardware, software or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium, and in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK) and the like.

[0138] It should be noted here that the description of the various embodiments above tends to emphasize the differences between the various embodiments, and the same or similar aspects can be referenced to each other. The description of the above device, storage medium, computer program and computer program product embodiments is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the embodiments of the device, storage medium, computer program and computer program product of this application, please refer to the description of the method embodiment of this application for understanding.

[0139] It should be noted that Figure 7 A schematic diagram of a hardware entity of a vehicle in an embodiment of the present application is shown in FIG. Figure 7 As shown, the hardware entity of the vehicle 700 includes: a processor 701, a communication interface 702 and a memory 703, wherein:

[0140] Processor 701 generally controls the overall operation of vehicle 700 .

[0141] The communication interface 702 enables the vehicle to communicate with other terminals or servers through a network.

[0142] The memory 703 is configured to store instructions and applications executable by the processor 701, and can also cache data to be processed or processed by the processor 701 and various modules in the vehicle 700 (for example, image data, audio data, voice communication data, and video communication data), which can be implemented by flash memory (FLASH) or random access memory (Random Access Memory, RAM). Data can be transmitted between the processor 701, the communication interface 702, and the memory 703 through the bus 704.

[0143] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the serial number of each step / process mentioned above does not mean the order of execution, and the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application. The serial numbers of the embodiments of the present application mentioned above are for description only and do not represent the advantages and disadvantages of the embodiments.

[0144] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0145] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0146] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed on multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0147] In addition, all functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may be a separate unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0148] A person skilled in the art can understand that all or part of the steps of implementing the above method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above method embodiment; and the aforementioned storage medium includes: mobile storage devices, read-only memories (ROM), magnetic disks or optical disks, etc., various media that can store program codes.

[0149] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can essentially or in other words, the part that contributes to the relevant technology can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a vehicle to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks or optical disks.

[0150] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application.

Claims

1. A method for determining remaining mileage, characterized in that: include: Obtaining the current remaining power of the vehicle and the standard remaining mileage under the remaining power; Determine the average power consumption per kilometer during driving of the vehicle for at least one preset mileage before the current moment; Based on the remaining power at the current moment and the average power consumption per kilometer, determining a remaining mileage consistent with driving habits at the remaining power at the current moment; Determining the predicted remaining mileage at the current moment based on the standard remaining mileage and the corresponding first weight coefficient, the remaining mileage consistent with the driving habit and the corresponding second weight coefficient; Among them, the first weight coefficient and the second weight coefficient are obtained by calibrating the simulation model, so that the deviation between the predicted remaining mileage at each remaining power during the actual driving distance of the vehicle and the remaining mileage consistent with the driving habits is within a first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements.

2. The method according to claim 1, characterized in that The number of the preset mileages is at least two, and each of the preset mileages is a different preset length, and the end point of each of the preset mileages is the location of the vehicle at the current moment, and the determining of the average power consumption per kilometer of at least one preset mileage before the current moment during the driving process of the vehicle includes: Determine the average power consumption per kilometer for each of the preset mileages; Based on the average power consumption per kilometer of each preset mileage and a third weight coefficient of each preset mileage, the average power consumption per kilometer of at least one preset mileage before the current moment in the vehicle driving process is determined, wherein the third weight coefficient is obtained by calibrating the simulation model so that the change speed of the predicted remaining mileage at each remaining power during the actual driving distance of the vehicle is within a second preset range.

3. The method according to claim 2, characterized in that Determining the average power consumption per kilometer of each preset mileage includes: Obtaining the mileage value of each of the preset mileages, and the current and voltage at each moment in each of the preset mileages; For each of the preset mileages, based on the current and voltage at each moment in the preset mileage, determining the total power consumption corresponding to the preset mileage; For each of the preset mileages, the average power consumption per kilometer corresponding to the preset mileage is determined based on the total power consumption of the preset mileage and the mileage value.

4. The method according to any one of claims 1 to 3, characterized in that: The method for determining the first weight coefficient and the second weight coefficient includes: Determining the remaining mileage consistent with the driving habits under at least one target remaining power in a distance actually traveled by the vehicle; Determine the standard remaining mileage for each target remaining power; Determining a predicted remaining mileage under each target remaining power based on the standard remaining mileage under each target remaining power and the corresponding initial first weight coefficient, the remaining mileage consistent with the driving habit and the corresponding initial second weight coefficient; determining a deviation between the predicted remaining mileage and the remaining mileage consistent with the driving habit at each target remaining power; The initial first weight coefficient and the initial second weight coefficient are adjusted until each of the deviations is within the first preset range, thereby obtaining the first weight coefficient and the second weight coefficient.

5. The method according to claim 4, characterized in that The adjusting the initial first weight coefficient and the initial second weight coefficient until each of the deviations is within the first preset range to obtain the first weight coefficient and the second weight coefficient includes: Obtaining the actual mileage of the vehicle under each target remaining power and the virtual mileage simulated by the simulation model; Based on the size of the actual mileage and the virtual mileage, the initial first weight coefficient and the initial second weight coefficient are adjusted until each of the deviations is within the first preset range, so as to obtain the first weight coefficient and the second weight coefficient.

6. The method according to claim 4, characterized in that The determining of the remaining mileage consistent with the driving habits under at least one target remaining power in a distance actually traveled by the vehicle includes: Based on the mileage traveled at each target remaining power level, determining at least two preset mileages of different preset lengths, wherein the end point of each preset mileage is the location of the vehicle at the corresponding target remaining power level; For each target remaining power, determine the average power consumption per kilometer for each preset mileage; Determining the average power consumption per kilometer of the vehicle at the corresponding target remaining power based on the average power consumption per kilometer of each preset mileage and the initial third weight coefficient of each preset mileage; For each target remaining power, based on the average power consumption per kilometer of the vehicle at the target remaining power and the target remaining power, the remaining mileage corresponding to the target remaining power in a section of the vehicle's actual driving is determined in accordance with the driving habits.

7. The method according to claim 2, characterized in that After determining the predicted remaining mileage under each target remaining power, the method further includes: Determine the change rate of the predicted remaining mileage at each target remaining power; In the case where the change speed is greater than the second preset range, based on the lengths of the at least two preset miles, the at least two preset miles are sorted in descending order of length; The initial third weight coefficient of the preset mileage at the rear of the sequence is reduced, and the initial third weight coefficient of the preset mileage at the front of the sequence is increased, until the change speed is within the second preset range, to obtain the third weight coefficient.

8. A device for determining remaining mileage, characterized in that: include: An acquisition module, used to acquire the current remaining power of the vehicle and the standard remaining mileage under the remaining power; A first determination module, used to determine an average power consumption per kilometer of at least one preset mileage before the current moment during driving of the vehicle; A second determination module is used to determine the remaining mileage consistent with the driving habits under the remaining power at the current moment based on the remaining power at the current moment and the average power consumption per kilometer; A third determination module, configured to determine the predicted remaining mileage at the current moment based on the standard remaining mileage and the corresponding first weight coefficient, the remaining mileage consistent with the driving habit and the corresponding second weight coefficient; Among them, the first weight coefficient and the second weight coefficient are obtained by calibrating the simulation model, so that the deviation between the predicted remaining mileage at each remaining power during the actual driving distance of the vehicle and the remaining mileage consistent with the driving habits is within a first preset range, and the remaining mileage when the remaining power is 100% meets the standard requirements.

9. A vehicle comprising a memory and a processor, wherein the memory stores a computer program executable on the processor, characterized in that: When the processor executes the program, the steps in the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps in the method according to any one of claims 1 to 7 are implemented.

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