Method and device for calculating remaining mileage of new energy automobile

Abstract

The invention provides a new energy vehicle remaining mileage calculation method and device, and the method comprises the steps: obtaining the remaining available energy of a power supply in a vehicle, the first energy consumption of a driving assembly in a first preset mileage, and the second energy consumption of an electric appliance in a second preset mileage, the first preset mileage and the second preset mileage are driving mileages of the vehicle from previous different moments to the current moment, and the second preset mileage is greater than the first preset mileage; dividing the first energy consumption by a first preset mileage to obtain unit mileage driving energy consumption of the driving assembly, and dividing the second energy consumption by a second preset mileage to obtain unit mileage power consumption of the electric appliance; adding the unit mileage driving energy consumption and the unit mileage electricity consumption to obtain the unit mileage energy consumption of the vehicle; and dividing the remaining available energy by the energy consumption per unit mileage to obtain the remaining mileage of the vehicle. The calculation of the energy consumption per unit mileage of the vehicle is more accurate, and the accuracy of estimating the remaining mileage of the vehicle can be obviously improved.

Description

Technical Field

[0001] The present application relates to the technical field of new energy vehicles, and in particular to a method for calculating the remaining mileage of a new energy vehicle, a device for calculating the remaining mileage of a new energy vehicle, an electronic device, and a computer-readable storage medium. Background Art

[0002] In new energy vehicles, estimating the remaining mileage can help drivers plan their trips reasonably and alleviate mileage anxiety.

[0003] At present, for the estimation of the remaining mileage of new energy vehicles, first, obtain the remaining available energy of the vehicle power supply and obtain the energy consumption per unit mileage of the vehicle. The energy consumption per unit mileage of the vehicle is generally obtained by dividing the actual energy consumption of the vehicle in the recent mileage by the mileage. For example: obtain the actual energy consumption of the vehicle in the last 50km, and then divide the actual energy consumption obtained by 50km to obtain the energy consumption per unit mileage of the vehicle. Then, divide the remaining available energy of the vehicle power supply by the energy consumption per unit mileage of the vehicle to obtain the remaining mileage of the vehicle.

[0004] However, in actual vehicle driving, there may be situations where there is still mileage left but the vehicle cannot continue driving, or there is no mileage left but the vehicle can still continue driving. The reason is that the vehicle's unit mileage energy consumption estimation is inaccurate. In order to improve the accuracy of the vehicle's unit mileage energy consumption estimation, when obtaining the actual energy consumption of the vehicle over a recent mileage, the energy consumption is directly obtained and then the obtained energy consumption is corrected, so that the corrected energy consumption is used as the actual energy consumption obtained. However, the accuracy of the vehicle's remaining mileage estimation has not been significantly improved. Summary of the invention

[0005] The purpose of the embodiments of the present application is to provide a method for calculating the remaining mileage of a new energy vehicle, a device for calculating the remaining mileage of a new energy vehicle, an electronic device, and a computer-readable storage medium, so as to effectively improve the accuracy of the vehicle's remaining mileage estimation.

[0006] In order to solve the above technical problems, the embodiments of the present application provide the following technical solutions:

[0007] In a first aspect, the present application provides a method for calculating the remaining mileage of a new energy vehicle, the method comprising: obtaining the remaining available energy of a power source in the vehicle, the first energy consumption of a drive component in a first preset mileage, and the second energy consumption of an electrical appliance in a second preset mileage, wherein the first preset mileage and the second preset mileage are the mileage traveled by the vehicle from different previous times to the current time, and the second preset mileage is greater than the first preset mileage; dividing the first energy consumption by the first preset mileage to obtain the unit mileage driving energy consumption of the drive component, and dividing the second energy consumption by the second preset mileage to obtain the unit mileage electrical energy consumption of the electrical appliance; adding the unit mileage driving energy consumption and the unit mileage electrical energy consumption to obtain the unit mileage energy consumption of the vehicle; dividing the remaining available energy by the unit mileage energy consumption to obtain the remaining mileage of the vehicle.

[0008] Compared with the prior art, the method for calculating the remaining mileage of a new energy vehicle provided in the first aspect of the present application, when obtaining the energy consumption per unit mileage of the vehicle, splits the energy consumption of the vehicle into the energy consumption of the drive component and the energy consumption of the electrical appliances, and obtains them separately. When obtaining the energy consumption of the electrical appliances, the mileage based on which it is based needs to be greater than the mileage based on which the energy consumption of the drive component is based. Since the energy consumption of electrical appliances varies greatly under different temperature environments, the driver's personal driving habits, and other conditions, while the energy consumption of the drive component varies relatively little, therefore, the energy consumption of electrical appliances is obtained based on a longer mileage, and the calculated energy consumption per unit mileage of electrical appliances can be closer to the average stable level of the vehicle, thereby making the calculation of the energy consumption per unit mileage of the vehicle more accurate, which can significantly improve the accuracy of the remaining mileage estimation of the vehicle.

[0009] In some modified implementations of the first aspect of the present application, the second preset mileage is a dynamic value; the remaining available energy of the power supply in the vehicle, the first energy consumption of the drive component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage are obtained, including: determining whether the remaining available energy is less than the preset energy; if it is less than the preset energy, determining whether the vehicle can reach the preset charging pile; if it can reach it, obtaining the second energy consumption of the electrical appliance in the current second preset mileage; if it cannot reach it, obtaining the second energy consumption of the electrical appliance in the second preset mileage before the vehicle was last charged; if it is not less than the preset energy, obtaining the second energy consumption of the electrical appliance in the current second preset mileage.

[0010] The second preset mileage is dynamically adjusted based on the amount of remaining available energy in the vehicle's power supply and whether the vehicle can reach the charging station by itself. When the vehicle has insufficient remaining available energy and cannot reach the charging station by itself, the driver will generally reduce the use of electrical appliances in the vehicle. However, at the current second preset mileage, that is, the previous mileage, the driver may use the electrical appliances in the vehicle normally. Therefore, the second energy consumption is obtained through the second preset mileage before the vehicle was last charged, and the obtained second energy consumption is closer to the actual situation of the vehicle thereafter, which improves the accuracy of the estimation of the unit mileage power consumption of electrical appliances.

[0011] In some modified implementations of the first aspect of the present application, determining whether the vehicle can reach a preset charging pile includes: obtaining a route that the vehicle can currently travel to the preset charging pile; obtaining the current congestion index and road type of the route, and obtaining the model of the vehicle; querying a preset energy consumption table for a target energy consumption corresponding to the congestion index, road type, and model, wherein the preset energy consumption table stores energy consumptions corresponding to roads with different congestion indexes and road types per unit mileage and vehicles of different models that have been pre-stated; multiplying the target energy consumption by the mileage of the route to obtain the actual energy consumption; determining whether the actual energy consumption is greater than the remaining available energy; if so, determining that the vehicle cannot reach the preset charging pile; if not, determining that the vehicle can reach the preset charging pile.

[0012] When judging whether the vehicle can reach the charging pile, the corresponding unit power consumption is looked up in the preset energy consumption table according to the congestion index and road type of the route to the charging pile and the vehicle model, and the judgment is made in combination with the route mileage and the remaining available energy. Since querying in the preset table is simpler and more convenient than actual calculation, and the information in the table is also obtained through a large amount of statistics, the unit power consumption can be obtained accurately and quickly, which can not only ensure the accuracy of the judgment, but also improve the efficiency of the judgment.

[0013] In some modified implementations of the first aspect of the present application, the first preset mileage is a dynamic value; obtaining the remaining available energy of the power supply in the vehicle, the first energy consumption of the drive component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage, includes: obtaining the rate of decrease of the remaining available energy of the power supply of the vehicle in the first preset mileage; judging whether the rate of decrease is greater than the first preset rate and less than the second preset rate, and the second preset rate is less than the first preset rate; if it is greater than the first preset rate, increasing the mileage on the basis of the current first preset mileage, and obtaining the first energy consumption of the drive component in the first preset mileage after the mileage is increased; if it is not greater than the first preset rate and not less than the second preset rate, obtaining the first energy consumption of the drive component in the current first preset mileage; if it is less than the second preset rate, obtaining the first energy consumption of the drive component in the current first preset mileage, and reducing the mileage on the basis of the current first preset mileage, so as to calculate the driving energy consumption per unit mileage according to the first preset mileage after the mileage is reduced.

[0014] The first preset mileage is dynamically adjusted according to the rate at which the remaining available energy of the power source decreases. When the rate at which the available energy of the power source decreases too quickly, it means that the road condition on which the vehicle was traveling was poor and consumed more energy. The road condition on which the vehicle is traveling at this time may be a section of road that appears accidentally. Therefore, increasing the first preset mileage and obtaining energy consumption for a longer mileage can better neutralize the poor road conditions, reduce the impact of occasional poor road conditions on the determination of the first energy consumption, and improve the accuracy of the estimation of the unit mileage driving energy consumption. And when the rate at which the available energy of the power source decreases too slowly, it means that the vehicle may have been parked for a long time or stopped many times before. Therefore, when calculating the unit mileage driving energy consumption, reducing the first preset mileage can make the unit mileage driving energy consumption more in line with the actual situation of the vehicle and improve the accuracy of the unit mileage driving energy consumption estimation.

[0015] In some modified implementations of the first aspect of the present application, the first preset mileage and the second preset mileage are both fixed values, and the second preset mileage is a preset multiple of the first preset mileage.

[0016] When estimating the driving energy consumption per unit mileage and the electrical energy consumption per unit mileage, the first preset mileage and the second preset mileage are both fixed values, and the second preset mileage is a certain multiple of the first preset mileage. In this way, the instability of the estimation of the driving energy consumption per unit mileage caused by the unstable use of electrical appliances in a short period of time can be reduced, and compared with the dynamic adjustment of the preset mileage, the calculation steps of the energy consumption per unit mileage can be simplified. While ensuring the accuracy of the estimation of the remaining mileage of the vehicle, the efficiency of the estimation of the remaining mileage of the vehicle can also be improved.

[0017] In some modified implementations of the first aspect of the present application, before obtaining the remaining available energy of the power supply in the vehicle, the first energy consumption of the drive component in the first preset mileage, and the second energy consumption of the electrical appliances in the second preset mileage, the method also includes: determining whether the driver of the vehicle has been changed in the second preset mileage; if so, taking the mileage driven by the replaced driver as the new second preset mileage to obtain the second energy consumption of the electrical appliances in the new second preset mileage; if not, executing the step of obtaining the second energy consumption of the electrical appliances in the second preset mileage.

[0018] Before obtaining the energy consumption of the drive components and electrical appliances, first determine whether the vehicle has changed drivers in the past period of time. If it is determined that the vehicle has changed drivers, the driving mileage of the replaced driver in the vehicle is used as the second preset mileage. Different drivers have little impact on the energy consumption of the drive components, so the adjustment of the first preset mileage can be ignored at this time. In this way, the second energy consumption of the electrical appliances obtained is more in line with the current driver's usage habits, thereby improving the accuracy of the estimation of the unit mileage power consumption.

[0019] In some modified implementations of the first aspect of the present application, the mileage of the vehicle driven by the replaced driver is used as the new second preset mileage, including: obtaining the total mileage of the vehicle driven by the replaced driver; and using the total mileage as the new second preset mileage.

[0020] If the vehicle has changed drivers before, the second preset mileage uses the total mileage driven by the driver. In this way, the mileage based on the second energy consumption can be ensured to be longer and fully consistent with the current driver's driving habits, further improving the accuracy of the unit mileage power consumption estimation.

[0021] According to a second aspect of the present application, there is provided a device for calculating the remaining mileage of a new energy vehicle, the device comprising: an acquisition module for acquiring the remaining available energy of a power source in the vehicle, the first energy consumption of a driving component in a first preset mileage, and the second energy consumption of an electrical appliance in a second preset mileage, wherein the first preset mileage and the second preset mileage are the mileage traveled by the vehicle from different previous moments to the current moment, and the second preset mileage is greater than the first preset mileage; a first calculation module for dividing the first energy consumption by the first preset mileage to obtain the unit mileage driving energy consumption of the driving component, and dividing the second energy consumption by the second preset mileage to obtain the unit mileage electrical energy consumption of the electrical appliance; a second calculation module for adding the unit mileage driving energy consumption and the unit mileage electrical energy consumption to obtain the unit mileage energy consumption of the vehicle; and a third calculation module for dividing the remaining available energy by the unit mileage energy consumption to obtain the remaining mileage of the vehicle.

[0022] The third aspect of the present application provides an electronic device, which includes: a processor, a memory, and a bus; wherein the processor and the memory communicate with each other through the bus; and the processor is used to call program instructions in the memory to execute the method in the first aspect.

[0023] A fourth aspect of the present application provides a computer-readable storage medium, the storage medium comprising: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method in the first aspect.

[0024] The device for calculating the remaining mileage of a new energy vehicle provided in the second aspect of this application, the electronic device provided in the third aspect, and the computer-readable storage medium provided in the fourth aspect have the same or similar beneficial effects as the method for calculating the remaining mileage of a new energy vehicle provided in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] By reading the detailed description below with reference to the accompanying drawings, the above and other purposes, features and advantages of the exemplary embodiments of the present application will become easy to understand. In the accompanying drawings, several embodiments of the present application are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein:

[0026] Figure 1 The following is a flow chart of the method for calculating the remaining mileage of a new energy vehicle in the embodiment of the present application. Figure 1 ;

[0027] Figure 2 A schematic diagram of obtaining remaining available energy and energy consumption in an embodiment of the present application;

[0028] Figure 3 A schematic diagram of the rolling calculation of the remaining mileage in an embodiment of the present application;

[0029] Figure 4 The following is a flow chart of the method for calculating the remaining mileage of a new energy vehicle in the embodiment of the present application. Figure 2 ;

[0030] Figure 5 The structure of the calculation device of the remaining mileage of the new energy vehicle in the embodiment of the present application is shown as follows Figure 1 ;

[0031] Figure 6 The structure of the calculation device of the remaining mileage of the new energy vehicle in the embodiment of the present application is shown as follows Figure 2 ;

[0032] Figure 7 Schematic diagram of the structure of an electronic device in an embodiment of the present application. DETAILED DESCRIPTION

[0033] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0034] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in this application should have the common meanings understood by technicians in the field to which this application belongs.

[0035] At present, estimating the remaining mileage of new energy vehicles requires obtaining the vehicle's energy consumption per mileage. The energy consumption per mileage needs to be calculated based on the energy consumption of a certain mileage in the past. The energy consumption of a certain mileage in the past is mainly obtained from the vehicle's built-in energy management system. Although the energy management system introduces corrections for air resistance, kinetic energy conversion, and changes in gravitational potential energy caused by terrain changes in the vehicle's energy consumption calculation, the remaining mileage estimation is still not accurate enough. The vehicle may still have a remaining mileage but cannot continue driving, or the remaining mileage is zero but it can still continue driving.

[0036] In view of this, the embodiments of the present application provide a method for calculating the remaining mileage of a new energy vehicle, a device for calculating the remaining mileage of a new energy vehicle, an electronic device, and a computer-readable storage medium. When calculating the energy consumption per unit mileage, the energy consumption of the preset mileage used is divided into the energy consumption of the drive component and the energy consumption of the electrical appliance, and is obtained separately. Moreover, the energy consumption of the electrical appliance needs to be obtained based on a longer mileage than the energy consumption of the drive component. In this way, the electrical appliance, which is the most unstable factor in energy consumption due to different environments, drivers, etc., can be controlled at a stable average value, so that the unit energy consumption estimation of the electrical appliance is more accurate. The energy consumption of the drive component is less affected by factors such as the environment and the driver, and the energy management system can also make real-time corrections to the energy consumption of the drive component. Combined with the unit mileage energy consumption of the drive component, the accuracy of the vehicle unit mileage energy consumption estimation can be improved. Furthermore, combined with the remaining available energy of the vehicle power supply, an accurate estimation of the remaining mileage of the vehicle is achieved.

[0037] First, the calculation method of the remaining mileage of a new energy vehicle provided in an embodiment of the present application is described in detail.

[0038] The execution entity of the method for calculating the remaining mileage of a new energy vehicle provided in the embodiment of the present application can be a vehicle's built-in energy management system, a remaining mileage calculation device independently installed in the vehicle, or a program embedded in the vehicle's existing control device, etc.

[0039] Whether it is the energy management system or various devices, obtaining various information from the vehicle or outputting various information to the vehicle is done with the prior authorization of the vehicle manufacturer or vehicle owner.

[0040] Figure 1 The following is a flow chart of the method for calculating the remaining mileage of a new energy vehicle in the embodiment of the present application. Figure 1 , see Figure 1 As shown, the method may include:

[0041] S11: Obtain the remaining available energy of the power supply in the vehicle, the first energy consumption of the driving component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage, wherein the first preset mileage and the second preset mileage are the mileage traveled by the vehicle from different previous times to the current time, and the second preset mileage is greater than the first preset mileage.

[0042] Vehicles may refer to pure electric vehicles (EV), range-extended electric vehicles (REEV), etc., which are vehicles that rely mainly on power sources for power. In a vehicle, power sources, drive components, and electrical appliances are essential.

[0043] The power source may be a battery or a battery pack.

[0044] The driving component may refer to a component that can drive the vehicle to move or brake the vehicle, such as a driving motor, a reducer, etc.

[0045] Electrical appliances can refer to various functional devices that can enhance the driving experience in addition to vehicle driving. For example: Positive Temperature Coefficient (PTC) heaters, heat pumps, air conditioning compressors, and a series of electrical appliances after DC to DC conversion. In other words, they are usually referred to as vehicle air conditioners, audio equipment, charging equipment, etc.

[0046] The remaining available energy, that is, the remaining available power, does not obtain a percentage but an absolute energy value, for example: 30kw, etc.

[0047] The remaining available energy can be obtained directly from the vehicle's battery management system, or the remaining percentage of power can be obtained from the vehicle's remaining power display screen, and then calculated based on the various parameters of the battery. This can reduce the burden on the battery management system, and the displayed percentage can accurately represent the vehicle's remaining available power, and can also improve the accuracy of obtaining the remaining available energy.

[0048] The first energy consumption of the driving component in the first preset mileage can be obtained through the input of the driving motor, that is, the input of the driving motor in the first preset mileage is used as the first energy consumption. Of course, it can also be directly obtained through the built-in energy management system of the vehicle.

[0049] The second energy consumption of the electrical appliance in the second preset mileage can be obtained through the input of the DC bus and the drive motor, that is, the input of the DC bus in the second preset mileage is subtracted from the input of the drive motor in the second preset mileage to obtain the second energy consumption. This is because: the DC bus obtains input from the power grid and the gas station, part of which is provided to the drive motor, and the other part is provided to the electrical appliance. Of course, it can also be directly obtained through the vehicle's built-in energy management system.

[0050] The input of the drive motor and the DC bus can be obtained directly from the energy management system built into the vehicle. Of course, the input of the DC bus and the drive motor can also be calculated based on the changes in various parameters of the DC bus at the second preset mileage and the drive motor at the first preset mileage and the second preset mileage.

[0051] Figure 2 This is a schematic diagram of the remaining available energy and energy consumption in the embodiment of the present application, see Figure 2 As shown, in a vehicle, an energy management system and a DC bus can be included. A gas station inputs energy to the DC bus through the vehicle's fuel tank, transmitter, and generator. The power grid inputs energy to the DC bus through the vehicle's battery. The DC bus inputs energy to the drive components and electrical appliances respectively. The energy management system can monitor the energy input from the DC bus and drive components, and can then generate the remaining available power of the power supply and the energy consumption of the drive components and electrical appliances at different mileages in real time or on a scheduled basis.

[0052] It should be noted that the remaining available energy, the first energy consumption and the second energy consumption are obtained in a rolling manner, that is, the remaining mileage estimation of the vehicle is carried out in a rolling manner. The rolling here may mean that the energy consumption needs to be obtained based on the current mileage at different times by advancing the preset mileage.

[0053] Figure 3 This is a schematic diagram of the remaining mileage rolling calculation in the embodiment of the present application, see Figure 3As shown, when the remaining mileage of the vehicle needs to be estimated at time 1, at time 1, the remaining available energy of the vehicle power supply, the first energy consumption of the drive component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage are immediately obtained. However, the estimation of the remaining mileage of the vehicle is not a one-time thing, but is carried out in real time or at certain time intervals. At time 2, it is necessary to obtain the remaining available energy of the vehicle power supply, the first energy consumption of the drive component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage again. The remaining available energy obtained twice is not the same, and the remaining available energy obtained the latter time may be less than the remaining available energy obtained the previous time because the vehicle is continuously using electricity.

[0054] The first energy consumption of the driving component in the first preset mileage is obtained twice. Although the size of the first preset mileage remains unchanged, the actual starting and ending points of the two first preset mileages are different due to the driving of the vehicle. The first preset mileage of the former is assumed to correspond to from point a to point b, and the first preset mileage of the latter corresponds to from point c to point d. Point c is a point after point a continues to drive, and point d is a point after point b continues to drive. The distance between point a and point b, and between point c and point d are all the first preset mileage.

[0055] The second energy consumption of the electrical appliance in the second preset mileage is obtained twice, which is the same as the first energy consumption of the driving component in the first preset mileage. The second preset mileage of the former is assumed to correspond to point a to point e, and the second preset mileage of the latter corresponds to point c to point f. Point c is a point after point a, and point f is a point after point e. The distance between point a and point e, and between point c and point e are both the second preset mileage.

[0056] S12: Dividing the first energy consumption by the first preset mileage to obtain the driving energy consumption per unit mileage of the driving component, and dividing the second energy consumption by the second preset mileage to obtain the electrical energy consumption per unit mileage of the electrical appliance.

[0057] Whether the first energy consumption is divided by the first preset mileage or the second energy consumption is divided by the second preset mileage, during the division process, the energy consumption can be directly divided by the preset mileage to obtain the energy consumption in the preset mileage unit, such as: energy consumption per kilometer. The energy consumption can also be divided by the preset mileage and then multiplied by the target mileage to obtain the energy consumption in the target mileage unit, such as: energy consumption per 100 kilometers, to meet different actual needs.

[0058] The following is a specific calculation method for the energy consumption of the rolling drive component for nearly 10 km:

[0059]

[0060] Among them, EC mot The energy consumption per 100 kilometers is kWh / 100km, Pmoti is the motor input power at point i, kW, Dt i is the sampling interval of the ith point, h, and s is the rolling mileage of the last n kilometers, km.

[0061] The following is a specific calculation method for rolling calculation of the energy consumption of electrical appliances for nearly 300km:

[0062]

[0063] Among them, EC ele is the energy consumption of the appliance per 100 kilometers, kWh / 100km, P bati is the DC bus input power at the i-th point, kW, P moti is the motor input power at point i, kW, Dt i is the sampling interval of the ith point, h, and s is the rolling mileage of the last n kilometers, km.

[0064] S13: Add the driving energy consumption per unit mileage and the electricity energy consumption per unit mileage to obtain the energy consumption per unit mileage of the vehicle.

[0065] Since the energy consumption of a vehicle mainly comes from drive components and electrical appliances, the unit mileage energy consumption of the drive components, that is, the unit mileage drive energy consumption, and the unit mileage energy consumption of electrical appliances, that is, the unit mileage electrical energy consumption, are added together to obtain the vehicle's most recent unit mileage energy consumption.

[0066] The following is the specific calculation method of vehicle energy consumption per unit mileage:

[0067] EC car =EC ele +EC mot (3)

[0068] Among them, EC car Energy consumption per 100 km of the vehicle, kWh / 100km, EC ele The energy consumption of the appliance per 100 kilometers, kWh / 100km, EC mot It is the energy consumption per 100 kilometers driven, kWh / 100km.

[0069] S14: Divide the remaining available energy by the energy consumption per unit mileage to obtain the remaining mileage of the vehicle.

[0070] The remaining available energy represents the energy consumption that the vehicle can currently provide, and the unit mileage energy consumption represents the energy consumed by the vehicle in a certain probability per unit mileage in the future. By dividing the remaining available energy with the unit mileage energy consumption, we can estimate the mileage that the vehicle can still travel with the remaining available energy according to the previous use method, that is, the remaining mileage.

[0071] The following is the specific calculation method for the remaining mileage of the vehicle:

[0072]

[0073] Among them, s res is the estimated remaining mileage, km, E res Remaining available energy for the energy storage component, kWh, EC car It is the energy consumption of the vehicle per 100 kilometers, kWh / 100km.

[0074] It can be seen from the above content that the method for calculating the remaining mileage of a new energy vehicle provided in the embodiment of the present application, when obtaining the energy consumption per unit mileage of the vehicle, splits the energy consumption of the vehicle into the energy consumption of the drive component and the energy consumption of the electrical appliances, and obtains them separately, and when obtaining the energy consumption of the electrical appliances, the mileage based on which it is based needs to be greater than the mileage based on which the energy consumption of the drive component is based. Since the energy consumption of electrical appliances varies greatly under different temperature environments, the driver's personal car usage habits and other conditions, while the energy consumption of the drive component varies relatively little, therefore, the energy consumption of electrical appliances is obtained based on a longer mileage, and the calculated energy consumption per unit mileage of electrical appliances can be closer to the average stable level of the vehicle, thereby making the calculation of the energy consumption per unit mileage of the vehicle more accurate, which can significantly improve the accuracy of the remaining mileage estimation of the vehicle.

[0075] Furthermore, as a Figure 1 As a refinement and extension of the method shown, an embodiment of the present application also provides a method for calculating the remaining mileage of a new energy vehicle.

[0076] Figure 4 The following is a flow chart of the method for calculating the remaining mileage of a new energy vehicle in the embodiment of the present application. Figure 2 , see Figure 4 As shown, the method may include:

[0077] S41: Obtain the remaining available energy of the power source in the vehicle.

[0078] The specific implementation method of step S41 here is the same as that of step S11 in the aforementioned embodiment. Please refer to the relevant description in the aforementioned embodiment, and no further details will be given here.

[0079] S42: Determine whether the vehicle changes drivers within the second preset mileage. If yes, execute S43; if no, execute S44.

[0080] Different drivers have different usage of electrical appliances in the vehicle. If the driver is replaced during the second preset mileage, the data used for estimating the unit mileage power consumption for the replaced driver will include the usage of electrical appliances by the driver before the replacement, making the unit mileage power consumption estimated thereafter inconsistent with the usage habits of the replaced driver, reducing the accuracy of the unit mileage power consumption estimation, and further reducing the accuracy of the remaining mileage estimation. Therefore, before actually obtaining the energy consumption of the preset mileage, first determine whether the vehicle has changed the driver during the second preset mileage.

[0081] When determining whether a driver has changed, it can be determined based on information actively input by the driver. That is, when changing from one driver to another, the driver before the change can actively input a driver change signal to the vehicle before leaving the driving seat, or the driver after the change can actively input driver change information to the vehicle after entering the driving seat. When the vehicle receives the driver change signal, it can be known that the vehicle has changed its driver at this time, and the mileage information is recorded accordingly.

[0082] Of course, it can also be identified through equipment in the vehicle. For example: through the pressure sensor on the vehicle's main driver's seat. When the pressure sensor indicates that the pressure decreases beyond the first threshold, it means that the driver has left the seat. Then, when the pressure sensor indicates that the pressure increases beyond the second threshold, it means that the driver has entered the seat. The first threshold and the second threshold are set differently to ensure that the two drivers have replaced each other. When the pressure sensor indicates that the pressure decreases beyond the first threshold and the pressure increases beyond the second threshold, it can be determined that the vehicle has changed drivers, and the mileage information is recorded accordingly.

[0083] Another example: face recognition is performed through a vehicle camera. The camera can perform face recognition on the driver in real time or at a certain time interval, obtain the facial features of the current driver, and match the currently acquired facial features with the facial features acquired last time. If the match is successful, it means that the driver has not changed during this period, and face recognition continues. If the match fails, it means that the driver has been replaced not long ago, and the mileage information is recorded accordingly.

[0084] S43: The mileage of the vehicle driven by the replaced driver is taken as a new second preset mileage to obtain a second energy consumption of the electrical appliance at the new second preset mileage.

[0085] On the one hand, the mileage after the driver is changed can be intercepted from the second preset mileage as the new second preset mileage. For example, assuming that the second preset mileage is 300km, the vehicle has previously traveled 1000km, and the driver is changed when the vehicle travels to 800km. In other words, the vehicle has one driver when it travels from 0 to 800km, and another driver when it travels from 801 to 1000km. At this time, the new second preset mileage is the 200km that the vehicle has traveled most recently.

[0086] On the other hand, all the mileage driven by the replaced driver in the vehicle can also be used as the new second preset mileage. Specifically, it is to obtain the total mileage driven by the replaced driver; and use the total mileage as the new second preset mileage. For example: Assuming that the second preset mileage is 300km, the vehicle has previously traveled 1000km, and when the vehicle travels to 200km, driver a is replaced by driver b. When the vehicle travels to 800km, driver b is replaced by driver a. In other words, the vehicle corresponds to driver a when it travels from 0 to 200km, corresponds to driver b when it travels from 201 to 800km, and corresponds to driver a when it travels from 801 to 1000km. At this time, the new second preset mileage is 0-200km and 801-1000km, totaling 400km. To obtain the second energy consumption of electrical appliances according to the new second preset mileage, it is necessary to obtain it according to the actual mileage corresponding to the replaced driver, that is, to obtain the energy consumption generated by the electrical appliances when the vehicle travels from 0 to 200km and 801 to 1000km.

[0087] S44: Obtaining a second energy consumption of the electrical appliance in a second preset mileage.

[0088] The vehicle has not changed its driver during the second preset mileage, which means that the vehicle has the same driver during the second preset mileage, and the subsequent estimation is also the unit mileage energy consumption of the electrical appliance by the driver. Therefore, the second energy consumption of the electrical appliance in the second preset mileage can be directly obtained.

[0089] In the process of obtaining the second energy consumption, the second preset mileage can be dynamically changed, that is, the second preset mileage is a dynamic value. In this way, the second preset mileage can be dynamically adjusted based on the remaining power of the vehicle, so that the obtained second energy consumption is more consistent with the vehicle's subsequent use of electrical appliances, thereby improving the accuracy of the subsequent electrical appliance energy consumption estimation, and ultimately further improving the accuracy of the remaining mileage estimation.

[0090] Specifically, the above step S44 may include:

[0091] Step A1: Determine whether the remaining available energy is less than the preset energy. If yes, execute step A2; if no, execute step A3.

[0092] The preset energy here can be determined based on the remaining available energy of the power supply when the vehicle starts to significantly restrict the use of electrical appliances in history. For example, the vehicle starts to significantly restrict the use of electrical appliances when the percentage of the remaining available energy of the power supply reaches 30%, such as turning off the air conditioner, no longer providing device charging, etc., then the percentage corresponding to the preset energy is 30%. You can also directly configure a fixed value, for example: the percentage corresponding to the preset energy is 10%, 50%, etc.

[0093] Step A2: Determine whether the vehicle can reach the preset charging station. If yes, execute step A3; if no, execute step A4.

[0094] If the remaining available energy is less than the preset energy, it means that the vehicle power storage is insufficient and needs to be charged. At this time, the vehicle needs to find a charging station for charging.

[0095] The preset charging pile here can be a charging pile closest to the current position of the vehicle, or a charging pile designated by the vehicle, such as a charging pile frequently used by the vehicle, a charging pile corresponding to the name currently input by the driver, etc.

[0096] When judging whether the vehicle can reach the destination, the current location of the vehicle and the location of the preset charging pile can be determined first, and then the distance between the two locations can be calculated, and then the distance can be input into the pre-trained distance-energy consumption big data model to obtain the energy consumption corresponding to the distance. If the energy consumption is greater than the remaining available energy of the vehicle power supply, it is determined that the vehicle cannot reach the preset charging pile. If the energy consumption is less than or equal to the remaining available energy of the vehicle power supply, it is determined that the vehicle can reach the preset charging pile.

[0097] Of course, you can also make judgments by looking up tables and calculating.

[0098] Specifically, the above step A2 may include:

[0099] Step A21: Obtain the route that the vehicle can currently travel to the preset charging station.

[0100] After determining the current position of the vehicle and the position of the preset charging pile, the navigation device can obtain the route of the vehicle to the preset charging pile. Of course, the driver can also actively provide the vehicle with the route of the vehicle to the preset charging pile.

[0101] Step A22: Obtain the current congestion index and road type of the route, and obtain the model of the vehicle.

[0102] The congestion of the route and the road conditions will affect the energy consumption of the vehicle. Different models of vehicles have different energy consumption. Therefore, it is necessary to obtain the current congestion index, road type and vehicle model of the route.

[0103] The congestion index is the degree of congestion. The more congested the road is, the higher the congestion index can be. The congestion index can be obtained from a navigation device, or can be obtained by actually identifying the road conditions through a camera device.

[0104] The road surface type may refer to asphalt road surface, cement road surface, muddy road surface, sandy road surface, etc. Different road surface types will cause different energy consumption of the vehicle. The road surface type can be obtained from the navigation device, or obtained by actually identifying the road conditions through a camera device.

[0105] The vehicle model can refer to the engine model of the vehicle, or to the parameters that can characterize the various performances of the vehicle, or to the logos of different series of vehicles of the same brand. Different vehicles will generate different energy consumption when passing through the same road. The vehicle model can be obtained directly from the vehicle configuration file, or can be obtained through real-time input by the driver.

[0106] Step A23: Query the target energy consumption corresponding to the congestion index, road type and model in the preset energy consumption table, which stores the energy consumption corresponding to roads with different congestion indexes and road types and different models of vehicles under pre-stated unit mileage.

[0107] The construction of the preset energy consumption table requires a lot of experimental statistics. First, provide roads with various congestion indexes and road surface types at unit mileage. Then, let vehicles of different models pass through the road and count the energy consumption of each vehicle. Finally, different congestion indexes, road surface types, vehicle signals and their corresponding energy consumption are established to obtain the preset energy consumption table.

[0108] In the preset energy consumption table, the acquired congestion index, road type and vehicle model are matched, so that the energy consumption that matches the corresponding energy consumption is used as the target energy consumption.

[0109] Step A24: Multiply the target energy consumption by the mileage of the route to obtain the actual energy consumption.

[0110] The queried target energy consumption is the energy consumption per unit mileage. Then, by multiplying the target energy consumption by the mileage of the route, we can get the energy consumption corresponding to the vehicle traveling from the current location to the preset charging station, that is, the actual energy consumption.

[0111] Step A25: Determine whether the actual energy consumption is greater than the remaining available energy. If yes, execute step A26; if no, execute step A27.

[0112] Step A26: Determine that the vehicle cannot reach the preset charging station.

[0113] The actual energy consumption is greater than the remaining available power, which means that the vehicle will run out of energy in the vehicle power supply while driving and the vehicle cannot reach the preset charging station.

[0114] Step A27: Determine whether the vehicle can reach the preset charging station.

[0115] The actual energy consumption is less than or equal to the remaining available power, which means that when the vehicle reaches the preset charging station, there is still energy in the power supply, or the energy is just exhausted, which determines that the vehicle can reach the charging station.

[0116] Step A3: Obtain the second energy consumption of the electrical appliance in the current second preset mileage.

[0117] When the remaining available energy of the vehicle power supply is sufficient, or the remaining available energy of the vehicle power supply is insufficient, but the remaining available energy of the vehicle power supply is sufficient to support the vehicle to travel to the preset charging pile, the vehicle driver will not save the use of the vehicle electrical appliances due to insufficient power supply energy. At this time, the second preset mileage is not changed, and the second energy consumption of the electrical appliances in the current second preset mileage can be directly obtained.

[0118] Step A4: Obtain a second energy consumption of the electrical appliance during a second preset mileage before the vehicle was last charged.

[0119] When the remaining available energy of the vehicle power supply is insufficient and the remaining available energy of the vehicle power supply is insufficient to support the vehicle to drive to the preset charging pile, the vehicle driver will save the use of the vehicle electrical appliances due to insufficient power supply energy, while the driver used the electrical appliances normally before. At this time, the second preset mileage needs to be slightly changed. The change is not the specific value of the second preset mileage, but the specific mileage range corresponding to the second preset mileage.

[0120] For example, assuming that the second preset mileage is 300km. The vehicle is charged once when it travels from 0km to 600km. Then, when the vehicle travels from 601km to 1000km, it is determined that the vehicle has insufficient remaining available energy and cannot travel normally to the preset charging station. At this time, when obtaining the second energy consumption, the referenced second preset mileage is no longer 701-1000km, but 301-600km.

[0121] At 301-600 km, the driver will also reduce the use of electrical appliances due to concerns about insufficient remaining available energy. At 701-1000 km, the driver has no concerns about insufficient remaining available energy and may use electrical appliances normally. Therefore, obtaining the second energy consumption based on the second preset mileage before the vehicle was last charged can make the obtained second energy consumption closer to the driver's subsequent usage habits of electrical appliances, thereby improving the accuracy of the remaining mileage estimation.

[0122] Since the second preset mileage is greater than the first preset mileage, when the driver change occurs outside the first preset mileage, the use of the drive component corresponding to the first preset mileage is all operated by the driver after the change, and the first energy consumption is generated based on the driver after the change. The first energy consumption can still be obtained according to the first preset mileage. When the driver change occurs within the first preset mileage, the operation of the drive component in the first preset mileage also includes the operation of the driver before the change. However, the energy consumption generated by the operation of the drive component is less affected by different drivers. Therefore, the first energy consumption can still be obtained according to the first preset mileage.

[0123] S45: Obtaining a first energy consumption of the driving component in a first preset mileage.

[0124] In the process of obtaining the first energy consumption, the first preset mileage may also be dynamically changed, that is, the first preset mileage is a dynamic value. In this way, the first preset mileage can be dynamically adjusted based on the actual driving conditions of the vehicle, so that the first energy consumption obtained is more consistent with the average driving conditions of the vehicle, thereby improving the accuracy of the subsequent drive component energy consumption estimation, and finally further improving the accuracy of the remaining mileage estimation.

[0125] Specifically, the above step S45 may include:

[0126] Step B1: Obtaining the rate at which the remaining available energy of the vehicle's power source decreases during a first preset mileage.

[0127] If the remaining available energy of the power source decreases too quickly or too slowly, it means that the vehicle has abnormal power consumption, which may cause accidental situations during driving. Therefore, the first preset mileage can be dynamically adjusted according to the rate at which the remaining available energy of the power source decreases during the first preset mileage, so that the first energy consumption obtained is more in line with the average driving situation of the vehicle.

[0128] The remaining available energy of the power source at the first moment is x. As time passes, the remaining available energy of the power source at the second moment is y. The interval between the second moment and the first moment is t. The second moment is the current moment. Between the first moment and the second moment, the distance traveled by the vehicle is the first preset mileage. Then, the rate at which the remaining available energy of the power source of the vehicle decreases in the first preset mileage is (xy) / t.

[0129] It should be noted that the first moment and / or the second moment may also be any moment in the first preset mileage. In other words, the calculation of the reduction rate may select the reduction rate of the remaining available energy of the power source corresponding to part of the mileage in the first preset mileage, thereby realizing rapid calculation of the rate.

[0130] Step B2: Determine whether the decreasing rate is greater than the first preset rate and less than the second preset rate, and the second preset rate is less than the first preset rate. If it is greater than the first preset rate, execute step B3; if it is not greater than the first preset rate and not less than the second preset rate, execute step B4; if it is less than the second preset rate, execute step B5.

[0131] The first preset rate and the second preset rate can be determined comprehensively based on the actual accuracy and efficiency of energy consumption. When accuracy is required, the first preset rate can be increased and the second preset rate can be decreased. When efficiency is required, the first preset rate can be decreased and the second preset rate can be increased. When both accuracy and efficiency are required, the first preset rate and the second preset rate can maintain a moderate interval at a moderate value.

[0132] Step B3: increasing the mileage based on the current first preset mileage, and obtaining the first energy consumption of the driving component in the first preset mileage after the mileage is increased.

[0133] At this time, the rate at which the power source energy decreases is relatively fast, indicating that the vehicle has generated a large energy consumption in the first preset mileage, which may be due to the large road resistance of the vehicle and the high speed. This situation is sporadic and generally does not last too long. Therefore, the first preset mileage is extended in the opposite direction of the vehicle's travel by a certain mileage to obtain the first energy consumption, so that the first energy consumption obtained covers a wider mileage, and the previous high energy consumption is better averaged, thereby improving the accuracy of the vehicle's subsequent energy consumption estimation, that is, improving the accuracy of the unit mileage driving energy consumption estimation.

[0134] Step B4: Obtain the first energy consumption of the driving component in the current first preset mileage.

[0135] At this time, the rate at which the power source energy decreases is moderate, indicating that the vehicle is running normally within the first preset mileage, and the first energy consumption of the drive component in the current first preset mileage is obtained.

[0136] Step B5: Obtain the first energy consumption of the driving component in the current first preset mileage, reduce the mileage based on the current first preset mileage, and calculate the driving energy consumption per unit mileage according to the first preset mileage after the mileage is reduced.

[0137] At this time, the rate of power source energy reduction is slow, indicating that the vehicle may have stopped for a long time or made multiple stops in the first preset mileage. After that, the remaining mileage of the vehicle is estimated based on the normal driving of the vehicle. Therefore, the first energy consumption of the drive component in the current first preset mileage is obtained normally, and when calculating the unit mileage driving energy consumption later, the first preset mileage is reduced by a certain mileage, so that the estimation of the unit mileage driving energy consumption is more accurate.

[0138] The reduced mileage here can be determined based on the length of time the vehicle stays in the first preset mileage. The longer the vehicle stays in the first preset mileage, the more the mileage is reduced. A fixed value can also be set to facilitate the subsequent quick calculation of the driving energy consumption per unit mileage.

[0139] In the process of obtaining the first energy consumption and the second energy consumption, the first preset mileage and the second preset mileage can be fixed values ​​in addition to being dynamically changed. The second preset mileage can be a preset multiple of the first preset mileage. For example, the first preset mileage is 10km and the second preset mileage is 300km.

[0140] That is to say, the unit mileage energy consumption of electrical appliances, i.e., the unit mileage electrical energy consumption, can be calculated by rolling the energy consumption of electrical appliances for nearly 300 km. This rolling value can stably display the average level over a long period, reduce the volatility of the unit energy consumption display of electrical appliances, and improve credibility.

[0141] The unit mileage energy consumption of the drive component, that is, the unit mileage drive energy consumption, can be calculated by rolling the energy consumption of the drive component for nearly 10km. Since the unstable electrical energy consumption is separated, the rolling value is relatively more correlated with the average vehicle speed condition, and can accurately characterize the drive energy consumption level under the current condition. In addition, compared with dynamically adjusting the preset mileage, the use of a fixed preset mileage reduces the steps of determining and adjusting data in the dynamic process. While ensuring the accuracy of the remaining mileage estimation, this can improve the efficiency of the remaining mileage estimation, so that the driver can see the remaining mileage more timely, improving the user experience.

[0142] It should also be noted here that the above steps S41, S42-S44, and S45 can be performed simultaneously to improve the efficiency of the remaining mileage estimation, or they can be performed asynchronously (the order of execution is not limited here) to avoid causing greater operating pressure on the vehicle energy management system at the same time, ensuring the normal operation of the energy management system, and thereby ensuring that the remaining mileage estimation can be carried out continuously, further improving the stability and reliability of the remaining mileage estimation.

[0143] S46: Divide the first energy consumption by the first preset mileage to obtain the unit mileage driving energy consumption of the driving component, and divide the second energy consumption by the second preset mileage to obtain the unit mileage electrical energy consumption of the electrical appliance.

[0144] S47: Add the driving energy consumption per unit mileage and the electricity energy consumption per unit mileage to obtain the energy consumption per unit mileage of the vehicle.

[0145] S48: Divide the remaining available energy by the energy consumption per unit mileage to obtain the remaining mileage of the vehicle.

[0146] The specific implementation methods of steps S46, S47, and S48 here are the same as those of steps S12, S13, and S14 in the aforementioned embodiment. Please refer to the relevant descriptions in the aforementioned embodiment and will not be repeated here.

[0147] At this point, the calculation method for the remaining mileage of a new energy vehicle provided in the embodiment of the present application has been fully explained.

[0148] Based on the same inventive concept, as an implementation of the above method, an embodiment of the present application also provides a device for calculating the remaining mileage of a new energy vehicle.

[0149] Figure 5 The structure of the calculation device of the remaining mileage of the new energy vehicle in the embodiment of the present application is shown as follows Figure 1 , see Figure 5 As shown, the device may include:

[0150] An acquisition module 51 is used to acquire the remaining available energy of a power source in the vehicle, the first energy consumption of the driving component in a first preset mileage, and the second energy consumption of the electrical appliance in a second preset mileage, wherein the first preset mileage and the second preset mileage are the mileages traveled by the vehicle from different previous times to the current time, and the second preset mileage is greater than the first preset mileage;

[0151] A first calculation module 52 is used to divide the first energy consumption by the first preset mileage to obtain the unit mileage driving energy consumption of the driving component, and to divide the second energy consumption by the second preset mileage to obtain the unit mileage electrical energy consumption of the electrical appliance;

[0152] The second calculation module 53 is used to add the driving energy consumption per unit mileage to the electricity energy consumption per unit mileage to obtain the energy consumption per unit mileage of the vehicle;

[0153] The third calculation module 54 is used to divide the remaining available energy by the energy consumption per unit mileage to obtain the remaining mileage of the vehicle.

[0154] Furthermore, as a Figure 5 As a refinement and expansion of the device shown, an embodiment of the present application also provides a device for calculating the remaining mileage of a new energy vehicle.

[0155] Figure 6 The structure of the calculation device of the remaining mileage of the new energy vehicle in the embodiment of the present application is shown as follows Figure 2 , see Figure 6 As shown, the device may include:

[0156] The judging module 61 is used to judge whether the vehicle changes the driver within the second preset mileage. If yes, the second obtaining unit 622 in the obtaining module 62 is entered, and if no, the third obtaining unit 623 in the obtaining module 62 is entered.

[0157] The acquisition module 62 may include: a first acquisition unit 621 , a second acquisition unit 622 , a third acquisition unit 623 and a fourth acquisition unit 624 .

[0158] The first acquisition unit 621 is used to acquire the remaining available energy of the power supply in the vehicle.

[0159] The second acquisition unit 622 is used to use the mileage of the vehicle driven by the replaced driver as a new second preset mileage, and acquire the second energy consumption of the electrical appliance at the new second preset mileage.

[0160] The second acquisition unit 622 is specifically used to acquire the total mileage of the vehicle driven by the replaced driver; and use the total mileage as the new second preset mileage.

[0161] The third acquisition unit 623 is used to acquire the second energy consumption of the electrical appliance in a second preset mileage.

[0162] When the second preset mileage is a dynamic value, the third acquisition unit 623 is specifically used to determine whether the remaining available energy is less than the preset energy; if it is less than the preset energy, determine whether the vehicle can reach the preset charging pile; if it can reach it, obtain the second energy consumption of the electrical appliance in the current second preset mileage; if it cannot reach it, obtain the second energy consumption of the electrical appliance in the second preset mileage before the vehicle was last charged; if it is not less than the preset energy, obtain the second energy consumption of the electrical appliance in the current second preset mileage.

[0163] The third acquisition unit 623 is specifically used to obtain a route that the vehicle can currently travel to a preset charging pile; obtain the current congestion index and road type of the route, and obtain the model of the vehicle; query the target energy consumption corresponding to the congestion index, road type and model in a preset energy consumption table, and the preset energy consumption table stores the energy consumption corresponding to roads with different congestion indexes and road types under unit mileage and different models of vehicles that are pre-stated; multiply the target energy consumption by the mileage of the route to obtain the actual energy consumption; determine whether the actual energy consumption is greater than the remaining available energy; if so, determine that the vehicle cannot reach the preset charging pile; if not, determine that the vehicle can reach the preset charging pile.

[0164] The fourth acquisition unit 624 is used to acquire the first energy consumption of the driving component in a first preset mileage.

[0165] In the case where the first preset mileage is a dynamic value, the fourth acquisition unit 624 is specifically used to obtain the rate at which the remaining available energy of the vehicle's power source decreases in the first preset mileage; determine whether the rate of decrease is greater than the first preset rate and less than the second preset rate, and the second preset rate is less than the first preset rate; if it is greater than the first preset rate, then increase the mileage on the basis of the current first preset mileage, and obtain the first energy consumption of the drive component in the first preset mileage after the mileage is increased; if it is not greater than the first preset rate and not less than the second preset rate, then obtain the first energy consumption of the drive component in the current first preset mileage; if it is less than the second preset rate, then obtain the first energy consumption of the drive component in the current first preset mileage, reduce the mileage on the basis of the current first preset mileage, and calculate the unit mileage driving energy consumption according to the first preset mileage after the mileage is reduced.

[0166] In addition, the first preset mileage and the second preset mileage are both fixed values, and the second preset mileage is a preset multiple of the first preset mileage.

[0167] The first calculation module 63 is used to divide the first energy consumption by the first preset mileage to obtain the unit mileage driving energy consumption of the driving component, and to divide the second energy consumption by the second preset mileage to obtain the unit mileage electrical energy consumption of the electrical appliance.

[0168] The second calculation module 64 is used to add the driving energy consumption per unit mileage and the electricity energy consumption per unit mileage to obtain the energy consumption per unit mileage of the vehicle.

[0169] The third calculation module 65 is used to divide the remaining available energy by the energy consumption per unit mileage to obtain the remaining mileage of the vehicle.

[0170] It should be noted here that 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. 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.

[0171] Based on the same inventive concept, an embodiment of the present application also provides an electronic device.

[0172] Figure 7 This is a schematic diagram of the structure of the electronic device in the embodiment of the present application, see Figure 7 As shown, the electronic device may include: a processor 71, a memory 72, and a bus 73; wherein the processor 71 and the memory 72 communicate with each other via the bus 73; the processor 71 is used to call program instructions in the memory 72 to execute the methods in one or more of the above embodiments.

[0173] It should be noted that the description of the above electronic device embodiment 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 electronic device embodiment of this application, please refer to the description of the method embodiment of this application for understanding.

[0174] Based on the same inventive concept, an embodiment of the present application further provides a computer-readable storage medium, which may include: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method in one or more of the above embodiments.

[0175] It should be noted here that the description of the above storage medium embodiment 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 storage medium embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0176] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present 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. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for calculating the remaining mileage of a new energy vehicle, characterized in that: The method comprises: Obtaining the remaining available energy of a power source in the vehicle, the first energy consumption of a driving component in a first preset mileage, and the second energy consumption of an electrical appliance in a second preset mileage, wherein the first preset mileage and the second preset mileage are the mileages traveled by the vehicle from different previous times to the current time, and the second preset mileage is greater than the first preset mileage; Dividing the first energy consumption by the first preset mileage to obtain the driving energy consumption per unit mileage of the driving component, and dividing the second energy consumption by the second preset mileage to obtain the electrical energy consumption per unit mileage of the electrical appliance; Adding the driving energy consumption per unit mileage to the electricity energy consumption per unit mileage to obtain the energy consumption per unit mileage of the vehicle; The remaining available energy is divided by the energy consumption per unit mileage to obtain the remaining mileage of the vehicle.

2. The method according to claim 1, characterized in that The second preset mileage is a dynamic value; the obtaining of the remaining available energy of the power supply in the vehicle, the first energy consumption of the driving component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage includes: Determining whether the remaining available energy is less than a preset energy; If it is less than the preset energy, determining whether the vehicle can reach the preset charging station; If the destination is reachable, obtaining a second energy consumption of the electrical appliance in the current second preset mileage; If the vehicle cannot be reached, obtaining a second energy consumption of the electrical appliance in a second preset mileage before the vehicle was last charged; If it is not less than the preset energy, the second energy consumption of the electrical appliance in the current second preset mileage is obtained.

3. The method according to claim 2, characterized in that The determining whether the vehicle can reach a preset charging pile includes: Obtaining a route that the vehicle can currently travel to the preset charging pile; Obtaining the current congestion index and road type of the route, and obtaining the model of the vehicle; Querying the congestion index, the road surface type and the target energy consumption corresponding to the vehicle model in a preset energy consumption table, wherein the preset energy consumption table stores energy consumption corresponding to roads with different congestion indexes and road surface types and vehicles of different models under unit mileage that are previously counted; Multiplying the target energy consumption by the mileage of the route to obtain actual energy consumption; Determining whether the actual energy consumption is greater than the remaining available energy; If yes, it is determined that the vehicle cannot reach the preset charging station; If not, it is determined that the vehicle can reach the preset charging station.

4. The method according to claim 1, characterized in that: The first preset mileage is a dynamic value; the obtaining of the remaining available energy of the power supply in the vehicle, the first energy consumption of the driving component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage includes: Acquire a rate at which the remaining available energy of a power source of the vehicle decreases during the first preset mileage; Determining whether the decreasing rate is greater than a first preset rate and less than a second preset rate, the second preset rate being less than the first preset rate; If it is greater than the first preset rate, the mileage is increased on the basis of the current first preset mileage, and the first energy consumption of the driving component in the first preset mileage after the mileage is increased is obtained; If it is not greater than the first preset rate and not less than the second preset rate, obtaining the first energy consumption of the driving component in the current first preset mileage; If it is less than the second preset rate, the first energy consumption of the driving component in the current first preset mileage is obtained, and the mileage is reduced on the basis of the current first preset mileage to calculate the unit mileage driving energy consumption according to the first preset mileage after the mileage is reduced.

5. The method according to claim 1, characterized in that The first preset mileage and the second preset mileage are both fixed values, and the second preset mileage is a preset multiple of the first preset mileage.

6. The method according to any one of claims 1 to 5, characterized in that Before obtaining the remaining available energy of the power source in the vehicle, the first energy consumption of the drive component in the first preset mileage, and the second energy consumption of the electrical appliance in the second preset mileage, the method further includes: determining whether the vehicle changes drivers within the second preset mileage; If yes, the mileage of the vehicle driven by the replaced driver is used as a new second preset mileage to obtain the second energy consumption of the electrical appliance at the new second preset mileage; If not, the step of obtaining the second energy consumption of the electrical appliance within the second preset mileage is executed.

7. The method according to claim 6, characterized in that The step of using the mileage of the vehicle driven by the replaced driver as a new second preset mileage includes: Obtaining all mileage driven by the replaced driver; The total mileage is taken as the new second preset mileage.

8. A device for calculating the remaining mileage of a new energy vehicle, characterized in that: The device comprises: an acquisition module, used to acquire the remaining available energy of a power source in the vehicle, a first energy consumption of a driving component in a first preset mileage, and a second energy consumption of an electrical appliance in a second preset mileage, wherein the first preset mileage and the second preset mileage are the mileages traveled by the vehicle from different previous moments to the current moment, and the second preset mileage is greater than the first preset mileage; a first calculation module, configured to divide the first energy consumption by the first preset mileage to obtain the driving energy consumption per unit mileage of the driving component, and to divide the second energy consumption by the second preset mileage to obtain the electrical energy consumption per unit mileage of the electrical appliance; A second calculation module is used to add the driving energy consumption per unit mileage to the electricity energy consumption per unit mileage to obtain the energy consumption per unit mileage of the vehicle; The third calculation module is used to divide the remaining available energy by the energy consumption per unit mileage to obtain the remaining mileage of the vehicle.

9. An electronic device, characterized in that: The electronic device comprises: a processor, a memory, and a bus; wherein the processor and the memory communicate with each other via the bus; and the processor is used to call program instructions in the memory to execute the method as claimed in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The storage medium comprises: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method as claimed in any one of claims 1 to 7.

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