Methods, devices, equipment and storage media for determining driving range

Abstract

This application discloses a method, apparatus, device, and storage medium for determining driving range, belonging to the field of vehicle technology. The method for determining driving range provided by this application first divides the battery's State of Charge (SOC) into multiple charge intervals based on full charge. Then, it determines the actual driving range and estimated driving range corresponding to each charge interval. Based on the actual and estimated driving ranges, it determines the driving range for the current driving cycle in each charge interval. Finally, based on the driving range for the current driving cycle in each charge interval, it determines the total driving range for the current driving cycle. Therefore, this method combines the estimated and actual driving ranges when determining the driving range, considering not only the impact of remaining battery energy but also the impact of actual driving conditions. Thus, it can accurately determine the driving range, thereby improving the accuracy of driving range determination.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a range determination method and device, equipment and a storage medium. BACKGROUND

[0002] With the increasing market share of new energy vehicles, the range has always been a focus problem that users care about very much. Accurate range is very important for users to arrange their trips reasonably, and can greatly alleviate users' anxiety about the range. Therefore, how to accurately determine the range has become a problem to be solved. SUMMARY

[0003] The embodiments of the present application provide a range determination method, device, equipment and storage medium, which can improve the accuracy of range determination. The technical solution is as follows:

[0004] In one aspect, a range determination method is provided, the method comprising:

[0005] dividing the state of charge (SOC) of the battery in the vehicle into a plurality of charge intervals according to the full charge capacity;

[0006] For each charge interval, based on the corresponding vehicle speed and driving time in the charge interval, determining a first driving range corresponding to the charge interval, wherein the driving time represents the time taken by the SOC of the battery to decrease from the start value of the charge interval to the end value;

[0007] determining the vehicle energy consumption corresponding to the charge interval and the change value of the state of energy (SOE) of the battery;

[0008] based on the vehicle energy consumption and the change value of the SOE, determining an estimated driving range corresponding to the charge interval;

[0009] based on a preset range weight, weighting the first driving range and the estimated driving range to obtain a first range corresponding to the current driving cycle in the charge interval;

[0010] based on the first range corresponding to the current driving cycle in each charge interval, determining a total range.

[0011] In one possible implementation, the weighting of the first driving range and the estimated driving range based on the preset range weight to obtain the first range corresponding to the current driving cycle in the charge interval comprises:

[0012] based on the range weight, weighting the first driving range and the estimated driving range to obtain a second range corresponding to the current driving cycle in the charge interval;

[0013] Obtain the historical driving range and first driving weight of multiple historical driving cycles preceding the current driving cycle within the battery range;

[0014] Based on the first driving weight corresponding to each historical driving cycle within the battery range, the historical driving range corresponding to the multiple historical driving cycles within the battery range is weighted and summed to obtain the third driving range.

[0015] Based on the third driving range, the second driving range is corrected to obtain the first driving range corresponding to the current driving cycle within the battery range.

[0016] In another possible implementation, the process of obtaining the first driving weight corresponding to each historical driving cycle within the said battery range includes:

[0017] For each historical driving cycle, obtain the initial driving weight and historical battery temperature corresponding to the historical driving cycle within the battery range;

[0018] Determine the current battery temperature corresponding to the current driving cycle within the specified battery level range;

[0019] If the difference between the historical battery temperature and the current battery temperature is greater than a preset difference, the driving weight corresponding to the current battery temperature is determined based on the first correspondence relationship. The first correspondence relationship is used to represent the correspondence between battery temperature and driving weight or the correspondence between temperature difference range and driving weight.

[0020] Based on the driving weight corresponding to the current battery temperature, the initial driving weight corresponding to the historical driving cycle is corrected to obtain the first driving weight corresponding to the historical driving cycle within the battery range.

[0021] In another possible implementation, the process of obtaining the first driving weight corresponding to each historical driving cycle within the said battery range includes:

[0022] For each historical driving cycle, obtain the initial driving weight corresponding to the historical driving cycle within the battery range;

[0023] Determine the duration and frequency at which the output torque of the historical driving cycle is greater than a preset torque value within a preset time period;

[0024] If at least one of the duration and the frequency meets a preset condition, the historical driving cycle is determined to be violent driving;

[0025] The initial driving weight corresponding to the historical driving cycle in the electric quantity interval is corrected based on an impact factor corresponding to violent driving, to obtain a first driving weight corresponding to the historical driving cycle in the electric quantity interval.

[0026] In another possible implementation, the weighting the first driving distance and the estimated driving distance based on the mileage weight to obtain the second endurance mileage corresponding to the current driving cycle in the electric quantity interval comprises:

[0027] A first product value is determined by multiplying the mileage weight and the first driving distance;

[0028] A difference value between a preset value and the mileage weight is determined;

[0029] A second product value is determined by multiplying the difference value and the estimated driving distance;

[0030] The second endurance mileage is obtained by determining a sum value of the first product value and the second product value.

[0031] In another possible implementation, the process of determining the vehicle energy consumption corresponding to the electric quantity interval comprises:

[0032] The motor power, the compressor power, the heating power and the direct current power consumed in the electric quantity interval are obtained;

[0033] The motor power, the compressor power, the heating power and the direct current power consumed in the electric quantity interval are integrated with the driving time to obtain the energy consumed in the electric quantity interval;

[0034] The average energy consumption is determined based on the energy consumed in the electric quantity interval and the first driving distance;

[0035] The average energy consumption is low-pass filtered based on a preset filter coefficient to obtain the vehicle energy consumption.

[0036] In another aspect, a device for determining endurance mileage is provided, and the device comprises:

[0037] A division module is configured to divide the state of charge (SOC) of a battery in a vehicle into a plurality of electric quantity intervals according to full electric quantity;

[0038] A first determination module is configured to, for each electric quantity interval, determine a first driving distance corresponding to the electric quantity interval based on a corresponding vehicle speed and driving time in the electric quantity interval, the driving time being used to represent a time for the SOC of the battery to decrease from a start value of the electric quantity interval to an end value.

[0039] a second determining module configured to determine a change value of a remaining energy SOE of the battery and a vehicle energy consumption corresponding to the power range;

[0040] a third determining module configured to determine an estimated driving range corresponding to the power range based on the change value of the SOE and the vehicle energy consumption;

[0041] a fourth determining module configured to weight the first driving range and the estimated driving range based on a preset mileage weight to obtain a first endurance mileage corresponding to the power range in the current driving cycle;

[0042] a fifth determining module configured to determine a total endurance mileage based on the first endurance mileage corresponding to each power range in the current driving cycle.

[0043] In a possible implementation, the fourth determining module is configured to weight the first driving range and the estimated driving range based on the mileage weight to obtain a second endurance mileage corresponding to the power range in the current driving cycle; obtain a historical endurance mileage corresponding to the power range in a plurality of historical driving cycles before the current driving cycle and a first driving weight; weight and sum the historical endurance mileage corresponding to the power range in the plurality of historical driving cycles based on the first driving weight corresponding to each historical driving cycle in the power range to obtain a third endurance mileage; and correct the second endurance mileage based on the third endurance mileage to obtain the first endurance mileage corresponding to the power range in the current driving cycle.

[0044] In another possible implementation, the fourth determining module is configured to, for each historical driving cycle, obtain an initial driving weight and a historical battery temperature corresponding to the power range in the historical driving cycle; determine a current battery temperature corresponding to the power range in the current driving cycle; if a difference between the historical battery temperature and the current battery temperature is greater than a preset difference value, determine a driving weight corresponding to the current battery temperature based on a first corresponding relationship, the first corresponding relationship being used to represent a corresponding relationship between a battery temperature and a driving weight or a corresponding relationship between a temperature difference range and a driving weight; and correct the initial driving weight corresponding to the historical driving cycle based on the driving weight corresponding to the current battery temperature to obtain a first driving weight corresponding to the power range in the historical driving cycle.

[0045] In a possible implementation, the fourth determining module is configured to: for each historical driving cycle, obtain an initial driving weight corresponding to the historical driving cycle in the power interval; determine a duration and a frequency when an output torque of the historical driving cycle in a preset time length is greater than a preset torque value; in a case where at least one of the duration and the frequency meets a preset condition, determine that the historical driving cycle is a violent driving; and correct the initial driving weight corresponding to the historical driving cycle in the power interval based on an influence factor corresponding to the violent driving, to obtain a first driving weight corresponding to the historical driving cycle in the power interval.

[0046] In a possible implementation, the fourth determining module is configured to: determine a product of the mileage weight and the first driving mileage, to obtain a first product value; determine a difference between a preset value and the mileage weight; determine a product of the difference and the estimated driving mileage, to obtain a second product value; and determine a sum of the first product value and the second product value, to obtain the second driving range.

[0047] In a possible implementation, the third determining module is configured to: obtain motor power, compressor power, heating power and direct current power consumed in the power interval; integrate the motor power, the compressor power, the heating power and the direct current power consumed in the power interval with the driving time, to obtain energy consumed in the power interval; determine an average energy consumption based on the energy consumed in the power interval and the first driving mileage; and perform low-pass filtering on the average energy consumption based on a preset filtering coefficient, to obtain the vehicle energy consumption.

[0048] In another aspect, a control device is provided, which includes a master control module including a processor and a memory, and at least one program code is stored in the memory and loaded and executed by the processor to implement the driving range determination method in any of the above aspects.

[0049] In another aspect, a computer readable storage medium is provided, in which at least one program code is stored, and the at least one program code is loaded and executed by a processor to implement the driving range determination method in any of the above aspects.

[0050] In another aspect, a computer program product is provided, in which at least one program code is stored, and the at least one program code is loaded and executed by a processor to implement the driving range determination method in any of the above aspects.

[0051] The embodiment of the present application provides a kind of endurance mileage determination method, the SOC of battery is first divided into multiple power intervals according to full power, then the actual driving mileage corresponding to each power interval and estimated driving mileage are determined, based on actual driving mileage and estimated driving mileage, determine the endurance mileage of current driving cycle in each power interval, and then based on the endurance mileage of current driving cycle in each power interval, determine the total endurance mileage of current driving cycle.It can be seen from this that, when determining endurance mileage, the estimated driving mileage is combined with the actual driving mileage, not only the influence of battery remaining energy on endurance mileage is considered, but also the influence of actual driving condition on endurance mileage is considered, therefore, endurance mileage can be accurately determined, so as to improve the accuracy of endurance mileage determination.

[0052] It should be understood that the above general description and the following detailed description are only exemplary and cannot limit the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0053] Figure 1 It is a schematic diagram of the implementation environment of a kind of endurance mileage determination method provided by the embodiment of the present application;

[0054] Figure 2 It is a flow chart of a kind of endurance mileage determination method provided by the embodiment of the present application;

[0055] Figure 3 It is a schematic diagram for determining second endurance mileage provided by the embodiment of the present application;

[0056] Figure 4 It is a schematic diagram for correcting initial driving weight provided by the embodiment of the present application;

[0057] Figure 5 It is a structural schematic diagram of a kind of endurance mileage determination device provided by the embodiment of the present application;

[0058] Figure 6 It is a structural block diagram of a kind of control equipment provided by the embodiment of the present application. DETAILED DESCRIPTION

[0059] To make the technical scheme and advantages of the present application more clear, the embodiment of the present application is further described in detail.

[0060] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0061] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the driving range and other data involved in this application were obtained with full authorization.

[0062] Figure 1 This is a schematic diagram illustrating the implementation environment of a method for determining driving range provided in this application embodiment. Figure 1 The implementation environment includes: control device 101, electrical testing device 102, thermal management system 103 (TMS, Thermal Management System), electronic stability control system 104 (ESC, Electronic Stability Control), motor control system 105 (MCU, Motor Control Unit), DC converter 106, instrument cluster module 107 (ICM, Instrument Cluster Module), and battery management system 108 (BMS, Battery Management System). The electrical testing device 102, TMS 103, ESC 104, MCU 105, DC converter 106, ICM 107, and BMS 108 are all electrically connected to the control device 101.

[0063] The electrical connection includes at least one of a circuit connection and a wireless connection. If the electrical connection is a circuit connection, the connection method can be a cable connection. If the electrical connection is a wireless connection, the connection method can be an Ethernet connection, an infrared connection, or a WiFi (Wireless Fidelity) network connection. In the embodiments of this application, no specific limitation is made.

[0064] The control device 101 obtains the configuration code sent by the electrical testing device 102, and configures the standard driving range of the vehicle according to the configuration code. The standard driving range is the initial total driving range of the vehicle when it leaves the factory.

[0065] The control device 101 also receives SOC (State of Charge), battery temperature, and SOE (State of Energy) from BMS 108, voltage and current from MCU 105, vehicle speed from ESC 104, compressor power and PTC (Positive Temperature Coefficient) power from TMS 103, and voltage and current from DC converter 106. Based on the standard driving range, battery SOC, battery temperature, SOE, voltage and current from MCU 105, vehicle speed, compressor power, PTC power, and voltage and current from DC converter 106, the total driving range of the vehicle is determined. The specific process will be described in detail in the following method embodiments, and will not be repeated here.

[0066] After determining the vehicle's total driving range, the control device 101 can display the total driving range via the ICM 107. Furthermore, the control device 101 continuously and dynamically corrects the total driving range during vehicle operation and displays the corrected total driving range via the ICM 107. Additionally, the ICM 107 can also display the vehicle's total mileage from manufacturing to the present and send the total mileage to the control device 101.

[0067] In the embodiments of this application, the control device 101 can be a vehicle control unit (VCU), other controllers, or a controller added to the vehicle; no specific limitation is made in this regard.

[0068] Figure 2 This application provides a method for determining driving range, which is executed by a control device. See [link to relevant documentation]. Figure 2 The method includes:

[0069] Step 201: The control device divides the SOC of the battery in the vehicle into multiple charge ranges based on full charge.

[0070] The power range corresponding to each power interval may be equal or unequal. In this embodiment, only the case where the power range corresponding to each power interval is equal is used for illustration. See [link to relevant documentation]. Figure 3 .

[0071] The number of charge ranges can be set and changed as needed, without any specific limitation. For example, the control device can divide the battery's SOC into five charge ranges: 100%–80%, 80%–60%, 60%–40%, 40%–20%, and 20%–0%.

[0072] Step 202: For each battery level range, the control device determines the first mileage corresponding to that battery level range based on the vehicle speed and driving time within that range.

[0073] The driving time is used to indicate the time it takes for the battery's SOC to decrease from the starting value to the ending value of the charge range.

[0074] The control device can acquire the vehicle speed and driving time within the current battery level range from multiple historical driving cycles sent by the ESC. For each historical driving cycle, the control device integrates the vehicle speed and driving time within the current battery level range to obtain the historical mileage. Based on the historical mileage corresponding to multiple historical driving cycles, a first mileage is determined. The multiple historical driving cycles are those that are most similar to the current driving cycle in time.

[0075] In this implementation, a driving cycle is defined as the time it takes for the vehicle's battery to fully charge until it is depleted. The number of historical driving cycles can be set and changed as needed, and is not specifically limited. For example, the number of historical driving cycles can be 2, 3, or 4. In this embodiment, only a number of 3 historical driving cycles is used as an example for illustration.

[0076] After obtaining the historical mileage for each historical driving cycle, the control device determines the average of multiple historical mileages to obtain the first mileage.

[0077] In this embodiment of the application, the first driving mileage is obtained based on the actual driving mileage in the vehicle's history. That is, the first driving range is determined based on the actual driving mileage in the vehicle's history, taking into account the impact of actual driving conditions on the driving range, thereby improving the accuracy of determining the first driving range.

[0078] Step 203: The control device determines the changes in vehicle energy consumption and battery SOE corresponding to this energy range.

[0079] The process by which the control equipment determines the vehicle energy consumption corresponding to this power range can be achieved through the following steps (1) to (4):

[0080] (1) The control equipment obtains the motor power, compressor power, heating power and DC power consumed within the power range.

[0081] The control device can acquire historical voltage and current data from multiple historical driving cycles within the specified power range, as sent by the MCU. Based on this data, it determines the historical motor power consumed during those cycles. Finally, it determines the motor power consumed in this step based on the historical motor power consumed during those cycles.

[0082] In this step, after obtaining the historical motor power of multiple historical driving cycles, the control device determines the average value of the historical motor power as the motor power consumed in this step.

[0083] The control device can obtain the historical compressor power and historical heating power (PTC power) of multiple historical driving cycles within the power range sent by the TMS. Based on the historical compressor power of multiple historical driving cycles within the power range, the device can determine the compressor power consumed in this step; based on the historical PTC power of multiple historical driving cycles within the power range, the device can determine the PTC power consumed in this step.

[0084] The control device can acquire the historical voltage and historical current of multiple historical driving cycles within the power range sent by the DC converter, and determine the historical DC power transmitted by multiple historical driving cycles within the power range based on the historical voltage and historical current of multiple historical driving cycles within the power range; and determine the DC power consumed in this step based on the historical DC power of multiple historical driving cycles within the power range.

[0085] The control device determines the compressor power, PTC power, and DC power consumed in this step based on the historical compressor power, historical PTC power, and historical DC power within the power range of multiple historical driving cycles. The method for determining the motor power is the same as the method described above, and will not be repeated here.

[0086] (2) The control device integrates the motor power, compressor power, heating power and DC power consumed in the power range with the travel time to obtain the energy consumed in the power range.

[0087] The control device can integrate the motor power consumed within the power range with the travel time, the compressor power with the travel time, the PTC power with the travel time, and the DC power with the travel time to obtain multiple integral values. Then, the multiple integral values ​​are summed to obtain the energy consumed within the power range.

[0088] (3) The control device determines the average energy consumption based on the energy consumed within the power range and the first driving distance.

[0089] The control equipment determines the ratio of energy consumed within the specified power range to the first mileage traveled, thus obtaining the average energy consumption.

[0090] (4) The control equipment performs low-pass filtering on the average energy consumption based on the preset filtering coefficient to obtain the vehicle energy consumption.

[0091] The control device can obtain the historical vehicle energy consumption of the previous historical driving cycle in the current driving cycle within the same energy range, determine the energy consumption difference between the historical vehicle energy consumption and the average energy consumption, determine the product of the filter coefficient and the energy consumption difference to obtain the third product value, determine the sum of the historical vehicle energy consumption and the third product value, and obtain the vehicle energy consumption in this step.

[0092] The filter coefficients can be set and changed as needed, and there are no specific limitations on them.

[0093] The process by which the control device determines the change value of SOE can be as follows: the control device determines the first SOE value corresponding to the starting value of the power range, determines the second SOE value corresponding to the power range decreasing from the starting value to the ending value, determines the difference between the first SOE value and the second SOE value, and obtains the change value of SOE.

[0094] Step 204: The control device determines the estimated driving range corresponding to the energy consumption range based on the changes in vehicle energy consumption and SOE.

[0095] In one possible implementation, the control device determines the ratio of the change in SOE to the total vehicle energy consumption, thereby obtaining the estimated driving range corresponding to that energy range.

[0096] In another possible implementation, the control device acquires the battery's SOH (State of Health), determines the product of the change in SOE and SOH, determines the ratio of this product value to the vehicle's energy consumption, and obtains the estimated driving range corresponding to this energy range.

[0097] Since the health of a battery gradually deteriorates over time, the battery's health is taken into account when determining the estimated driving range, thereby improving the accuracy of the initial driving range determination.

[0098] Step 205: The control device weights the first driving mileage and the estimated driving mileage based on a preset mileage weight to obtain the first driving range corresponding to the current driving cycle within the battery range.

[0099] This step can be achieved through the following steps (1) to (4), including:

[0100] (1) The control device weights the first driving mileage and the estimated driving mileage based on the mileage weight to obtain the second driving range corresponding to the current driving cycle within the battery range.

[0101] The control device determines the product of the mileage weight and the first driving mileage to obtain the first product value; it determines the difference between the preset value and the mileage weight; it determines the product of this difference and the estimated driving mileage to obtain the second product value; it determines the sum of the first product value and the second product value to obtain the second driving range, and continues to the next step. Figure 3 .

[0102] For example, if the mileage weight is α, the first driving mileage is S1, the estimated driving mileage is S2, the preset value is 1, and the second driving range is S0, then the second driving range can be expressed as: S0=α×S1+(1-α)S2.

[0103] The mileage weight can be set and changed as needed, and there are no specific restrictions on it.

[0104] (2) The control device obtains the historical driving range and first driving weight corresponding to the battery range of multiple historical driving cycles before the current driving cycle.

[0105] The control device can obtain the first driving weight through any of the following implementation methods.

[0106] In the first implementation, the control device obtains the corresponding first driving weight based on the battery temperature corresponding to the current driving cycle.

[0107] The process can be as follows: For each historical driving cycle, the control device obtains the initial driving weight and historical battery temperature corresponding to the historical driving cycle within the battery capacity range; determines the current battery temperature corresponding to the current driving cycle within the battery capacity range; if the difference between the historical battery temperature and the current battery temperature is greater than a preset difference, then based on a first correspondence, determines the driving weight corresponding to the current battery temperature, whereby the first correspondence represents the correspondence between battery temperature and driving weight or the correspondence between temperature difference range and driving weight; based on the driving weight corresponding to the current battery temperature, the initial driving weight corresponding to the historical driving cycle is corrected to obtain the first driving weight corresponding to the historical driving cycle within the battery capacity range.

[0108] For each historical driving cycle, the historical battery temperature can be the average battery temperature within that charge range for that historical driving cycle. The control device can obtain the historical battery temperature sent by the BMS. The current battery temperature can be the battery temperature at the start of the charge range for the current driving cycle. Accordingly, the control device obtains the current battery temperature sent by the BMS.

[0109] The control device determines the difference between the current battery temperature and the historical battery temperature. If the difference is greater than a preset difference, the control device determines the driving weight corresponding to the current battery temperature based on the first correspondence.

[0110] If the first correspondence is used to represent the correspondence between battery temperature and driving weight, the control device directly determines the driving weight corresponding to the current battery temperature based on the first correspondence. If the first correspondence is used to represent the correspondence between temperature difference range and driving weight, the control device determines the temperature difference range in which the difference lies based on the first correspondence, and then determines the driving weight corresponding to the temperature difference range, that is, the driving weight corresponding to the current battery temperature.

[0111] After the control device determines the driving weight corresponding to the current battery temperature, it modifies the initial driving weight to the driving weight corresponding to the current battery temperature, thereby obtaining the first driving weight.

[0112] It should be noted that if the difference is not greater than the preset difference, the control device does not need to correct the initial driving weight and directly determines the initial driving weight as the first driving weight.

[0113] In this embodiment, considering that a single driving cycle has a significant impact on the driving range, multiple historical driving cycles are introduced to estimate the driving range of the current driving cycle. Furthermore, considering the chemical properties of the battery, battery temperature has a significant impact on the driving range. Therefore, the control device corrects the initial driving weights based on the current battery temperature and the historical battery temperatures from multiple historical driving cycles, thereby improving the accuracy of the first driving range determination.

[0114] The second implementation method involves the control device obtaining the corresponding first driving weight based on the driving modes of multiple historical driving cycles.

[0115] The process can be as follows: For each historical driving cycle, the control device obtains the initial driving weight corresponding to the historical driving cycle within the battery range; determines the duration and frequency of the historical driving cycle when the output torque within a preset time period is greater than a preset torque value; if at least one of the duration and frequency meets a preset condition, the historical driving cycle is determined to be aggressive driving; based on the influencing factors corresponding to aggressive driving, the initial driving weight corresponding to the historical driving cycle within the battery range is corrected to obtain the first driving weight corresponding to the historical driving cycle within the battery range.

[0116] The control device acquires the output torque of the historical driving cycle within a preset duration and determines whether the output torque is greater than a preset torque value. If the output torque is greater than the preset torque value, the control device determines the duration and frequency of the output torque being greater than the preset torque value. If the duration is greater than the preset duration and / or the frequency is greater than the preset frequency, the control device determines that at least one of the duration and frequency meets a preset condition. In this case, the control device determines that the driving mode of the historical driving cycle within this power range is aggressive driving.

[0117] It should be noted that the control device can also acquire the output power of the historical driving cycle within a preset duration and determine whether the output power is greater than the preset output power. If the output power is greater than the preset output power, the control device determines the duration and frequency of the output power exceeding the preset output power. If the duration is greater than the preset duration and / or the frequency is greater than the preset frequency, the control device determines that at least one of the duration and frequency meets a preset condition. In this case, the control device determines that the driving mode of the historical driving cycle within this power range is aggressive driving.

[0118] The control device pre-stores the influencing factors corresponding to violent driving. When the historical driving cycle is determined to be violent driving, the control device determines the product of the influencing factor corresponding to violent driving and the initial driving weight to obtain the first driving weight corresponding to the historical driving cycle.

[0119] The preset torque value, preset duration, and preset frequency can all be set and changed as needed, without any specific limitations.

[0120] It should be noted that if the historical driving cycle is not a violent driving cycle, the control device does not need to modify the initial driving weight and directly determines the initial driving weight as the first driving weight.

[0121] In this embodiment, when the vehicle's output torque is high and occurs frequently, or when the vehicle's output power is high and occurs frequently, the driving mode is determined to be aggressive driving. Under aggressive driving conditions, the vehicle's range will decrease rapidly. Therefore, if the historical driving cycle is characterized by aggressive driving, the initial driving weights are corrected using an influencing factor, thereby improving the accuracy of the first range determination.

[0122] The third implementation method involves the control device obtaining the corresponding first driving weight based on the battery temperature corresponding to the current driving cycle and the driving modes of multiple historical driving cycles.

[0123] The process can be as follows: For each historical driving cycle, the control device acquires the initial driving weight and historical battery temperature corresponding to the historical driving cycle within the battery capacity range; determines the current battery temperature corresponding to the current driving cycle within the battery capacity range; if the difference between the historical battery temperature and the current battery temperature is greater than a preset difference, the driving weight corresponding to the current battery temperature is determined based on a first correspondence; simultaneously, the duration and frequency of the historical driving cycle when the output torque is greater than a preset torque value within a preset duration, or the duration and frequency of the historical driving cycle when the output power is greater than a preset output power within a preset duration, are determined; if at least one of the duration and frequency satisfies a preset condition, the historical driving cycle is determined to be aggressive driving; based on the influencing factor corresponding to aggressive driving and the driving weight corresponding to the current battery temperature, the initial driving weight corresponding to the historical driving cycle is corrected to obtain the first driving weight corresponding to the historical driving cycle within the battery capacity range. If the historical driving cycle is not aggressive driving, the initial driving weight corresponding to the historical driving cycle is directly corrected based on the driving weight corresponding to the current battery temperature to obtain the first driving weight corresponding to the historical driving cycle within the battery capacity range. See [link to relevant documentation]. Figure 4 .

[0124] The control device can first modify the initial driving weight to the driving weight corresponding to the current battery temperature, and then determine the product of the influencing factor corresponding to violent driving and the driving weight corresponding to the current battery temperature to obtain the first driving weight corresponding to the historical driving cycle.

[0125] In this implementation, the process by which the control device determines the driving weight corresponding to the current battery temperature is the same as in the first implementation, and the process by which it determines that the historical driving cycle is violent driving is the same as in the second implementation, so it will not be described again here.

[0126] (3) The control device performs a weighted summation of the historical driving range corresponding to multiple historical driving cycles within the same battery range based on the first driving weight corresponding to each historical driving cycle within the same battery range, and obtains the third driving range.

[0127] The control device determines the product of the first driving weight and the historical driving range for each historical driving cycle, obtains multiple product values, and sums the multiple product values ​​to obtain the third driving range.

[0128] For example, if the number of historical driving cycles is 3, namely the first historical driving cycle, the second historical driving cycle, and the third historical driving cycle, and their corresponding historical driving ranges are the first historical driving range D1, the second historical driving range D2, and the third historical driving range D3, respectively, and their corresponding first driving weights are b1, b2, and b3, then the third driving range = b1×D1 + b2×D2 + b3×D3.

[0129] It should be noted that, compared to other historical driving cycles, the historical driving cycle that is closest to the current driving cycle in time has the greatest impact on the current driving cycle. Therefore, when setting the first driving weight, the first driving weight of the historical driving cycle that is closest to the current driving cycle in time can be greater than the first driving weight of other historical driving cycles. The specific value can be set and changed as needed, and there is no specific limitation on this.

[0130] In this embodiment of the application, considering that the historical driving cycle has a significant impact on the estimation of the driving range, this application introduces multiple historical driving cycles. Based on the historical driving range of multiple historical driving cycles and at least one of the driving modes, the initial driving weight is corrected, thereby improving the accuracy of the first driving range determination.

[0131] (4) The control device corrects the second driving range based on the third driving range to obtain the first driving range corresponding to the current driving cycle within the battery range.

[0132] In one possible implementation, the control device directly replaces the second driving range with the third driving range to obtain the first driving range.

[0133] In another possible implementation, the control device determines the mileage difference between the third driving range and the second driving range. If the mileage difference is greater than a preset mileage value, the control device replaces the second driving range with the third driving range to obtain the first driving range.

[0134] The preset mileage value can be set and changed as needed, without specific limitations. For example, if the preset mileage value is 5km, and the difference between the third and second driving ranges is 1km or 0.5km, which is small and less than the preset mileage value, then the second driving range does not need to be corrected.

[0135] It should be noted that the control device can also directly calculate the first driving range by weighting the first driving range and the estimated driving range based on the mileage weight. The specific process of this implementation is the same as step (1) above, and will not be repeated here.

[0136] In this embodiment of the application, for each driving cycle, the control device determines the second driving range corresponding to each battery range in the above manner and dynamically corrects it. This allows for continuous self-learning, thereby improving the accuracy of the first driving range determination.

[0137] Step 206: The control device determines the total driving range based on the first driving range corresponding to each battery range in the current driving cycle.

[0138] In one possible implementation, the control device directly sums the first driving range corresponding to each battery level interval in the current driving cycle to obtain the total driving range. See also... Figure 4 .

[0139] In another possible implementation, the control device determines whether the first driving range corresponding to each battery range of the current driving cycle meets the range limit condition. If it does, the control device sums the first driving range corresponding to each battery range of the current driving cycle to obtain the total driving range.

[0140] The process can be as follows: The control device obtains the configuration code sent by the electrical testing equipment. Based on the configuration code, it configures the vehicle's standard driving range, dividing the standard driving range into multiple mileage intervals, each corresponding to a battery level interval. For each battery level interval, the control device determines the mileage value corresponding to that interval. Based on a preset mileage coefficient and this mileage value, the control device determines the mileage range. If the first driving range corresponding to that battery level interval falls within this mileage range, then the first driving range corresponding to that battery level interval is determined to meet the mileage limit condition. Notably, the control device can obtain the configuration code sent by the electrical testing equipment even when the vehicle is off-line.

[0141] The process by which the control device determines the mileage range based on a preset mileage coefficient and the mileage value is as follows: the control device determines the product of the mileage coefficient and the mileage value to obtain a fourth product value; the sum of the mileage value and the fourth product value is determined to obtain the maximum value of the mileage range; the difference between the mileage value and the fourth product value is determined to obtain the minimum value of the mileage range; and the minimum and maximum values ​​of the mileage range are combined to form the mileage range.

[0142] If the first driving range corresponding to the given battery level is not within the specified range, then the first driving range corresponding to the given battery level is determined not to meet the range limit. In this case, if the first driving range corresponding to the given battery level is less than the minimum value of the range, the control device determines the minimum value of the range as the first driving range corresponding to the given battery level. If the first driving range corresponding to the given battery level is greater than the maximum value of the range, the control device determines the maximum value of the range as the first driving range corresponding to the given battery level.

[0143] The control device determines the first driving range corresponding to each battery level range in the current driving cycle using the above method, and then sums up the first driving range corresponding to each battery level range in the current driving cycle to obtain the total driving range.

[0144] In this embodiment, the control device verifies the first driving range corresponding to each power range based on the mileage range divided by the standard driving range, determines whether the first driving range corresponding to each power range meets the mileage limit conditions, and then determines the total driving range, thereby avoiding excessive deviation between the determined first driving range and the mileage range, thus improving the accuracy of the total driving range determination.

[0145] This application provides a method for determining driving range. The method first divides the battery's State of Charge (SOC) into multiple charge intervals based on full charge. Then, it determines the actual driving range and estimated driving range for each charge interval. Based on the actual and estimated driving ranges, it determines the driving range for the current driving cycle in each charge interval. Finally, based on the driving range for the current driving cycle in each charge interval, it determines the total driving range for the current driving cycle. Therefore, this method combines estimated and actual driving ranges when determining the driving range, considering not only the impact of remaining battery energy but also the impact of actual driving conditions. Thus, it can accurately determine the driving range, thereby improving the accuracy of driving range determination.

[0146] Figure 5 This is a schematic diagram of a range determination device provided in an embodiment of this application. The device includes:

[0147] The division module 501 is used to divide the state of charge (SOC) of the battery in the vehicle into multiple charge intervals based on full charge.

[0148] The first determining module 502 is used to determine the first driving mileage corresponding to each power range based on the vehicle speed and driving time within the power range. The driving time is used to represent the time it takes for the battery's SOC to decrease from the starting value to the ending value of the power range.

[0149] The second determining module 503 is used to determine the changes in vehicle energy consumption and battery remaining energy SOE corresponding to the energy range.

[0150] The third determining module 504 is used to determine the estimated driving range corresponding to the battery range based on the changes in vehicle energy consumption and SOE.

[0151] The fourth determining module 505 is used to weight the first driving mileage and the estimated driving mileage based on a preset mileage weight to obtain the first driving range corresponding to the current driving cycle within the battery range.

[0152] The fifth determining module 506 is used to determine the total driving range based on the first driving range corresponding to each battery range in the current driving cycle.

[0153] In one possible implementation, the fourth determining module 505 is used to: weight the first driving mileage and the estimated driving mileage based on the mileage weight to obtain the second driving range corresponding to the current driving cycle within the battery range; obtain the historical driving range and the first driving weight corresponding to multiple historical driving cycles within the battery range before the current driving cycle; weight and sum the historical driving range corresponding to multiple historical driving cycles within the battery range based on the first driving weight corresponding to each historical driving cycle within the battery range to obtain the third driving range; and correct the second driving range based on the third driving range to obtain the first driving range corresponding to the current driving cycle within the battery range.

[0154] In another possible implementation, the fourth determining module 505 is used to, for each historical driving cycle, obtain the initial driving weight and historical battery temperature corresponding to the historical driving cycle within the battery range; determine the current battery temperature corresponding to the current driving cycle within the battery range; if the difference between the historical battery temperature and the current battery temperature is greater than a preset difference, determine the driving weight corresponding to the current battery temperature based on a first correspondence relationship, wherein the first correspondence relationship is used to represent the correspondence between battery temperature and driving weight or the correspondence between temperature difference range and driving weight; and correct the initial driving weight corresponding to the historical driving cycle based on the driving weight corresponding to the current battery temperature to obtain the first driving weight corresponding to the historical driving cycle within the battery range.

[0155] In another possible implementation, the fourth determining module 505 is used to, for each historical driving cycle, obtain the initial driving weight corresponding to the historical driving cycle within the battery range; determine the duration and frequency when the output torque of the historical driving cycle is greater than a preset torque value within a preset duration; determine the historical driving cycle as aggressive driving if at least one of the duration and frequency meets a preset condition; and correct the initial driving weight corresponding to the historical driving cycle within the battery range based on the influencing factor corresponding to aggressive driving to obtain the first driving weight corresponding to the historical driving cycle within the battery range.

[0156] In another possible implementation, the fourth determining module 505 is used to determine the product of the mileage weight and the first driving mileage to obtain a first product value; determine the difference between the preset value and the mileage weight; determine the product of the difference and the estimated driving mileage to obtain a second product value; and determine the sum of the first product value and the second product value to obtain a second driving range.

[0157] In another possible implementation, the third determining module 504 is used to obtain the motor power, compressor power, heating power and DC power consumed within the power range; integrate the motor power, compressor power, heating power and DC power consumed within the power range with the driving time to obtain the energy consumed within the power range; determine the average energy consumption based on the energy consumed within the power range and the first driving mileage; and perform low-pass filtering on the average energy consumption based on a preset filtering coefficient to obtain the vehicle energy consumption.

[0158] This application provides a driving range determination device. The device first divides the battery's State of Charge (SOC) into multiple charge intervals based on full charge. Then, it determines the actual driving range and estimated driving range corresponding to each charge interval. Based on the actual and estimated driving ranges, it determines the driving range for the current driving cycle in each charge interval. Finally, based on the driving range for the current driving cycle in each charge interval, it determines the total driving range for the current driving cycle. Therefore, this device combines the estimated and actual driving ranges when determining the driving range, considering not only the impact of remaining battery energy but also the impact of actual driving conditions. Thus, it can accurately determine the driving range, thereby improving the accuracy of driving range determination.

[0159] It should be noted that the driving range determination device provided in the above embodiments is only an example of the division of the above functional modules when the application is running. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the driving range determination device and the driving range determination method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0160] Figure 6 This is a schematic diagram of the structure of a vehicle controller provided according to an embodiment of this application.

[0161] Typically, the vehicle controller 600 includes: a main control module 601, a CAN interface 602, a hard-wired input interface 603, and a hard-wired output interface 604. The main control module 601 is connected to the CAN interface 602, the hard-wired input interface 603, and the hard-wired output interface 604, respectively.

[0162] The main control module 601 typically includes a processor and memory. The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor can be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the vehicle's screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning. The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, a non-transitory computer-readable storage medium in the memory is used to store at least one piece of program code, which is executed by a processor to implement the range determination method provided in the method embodiments of this application.

[0163] The CAN interface 602 may include a powertrain CAN interface, a motor CAN interface, and a diagnostic CAN interface. The powertrain CAN interface is used to communicate with the vehicle's powertrain module, the motor CAN interface is used to communicate with the vehicle's motor controller, and the diagnostic CAN interface is used to communicate with diagnostic equipment.

[0164] The hard-wired input interface 603 is used to receive hard-wired control signals. The hard-wired output interface 604 is used to send control commands to the vehicle's electronic control components, causing them to perform corresponding actions. These electronic control components include a power management system, a motor controller, an on-board charger, and a body control system.

[0165] The main control module 601 can communicate with the vehicle's powertrain module, motor controller, and diagnostic equipment via the CAN interface 602, and generate control commands based on the hard-wired control signals received by the hard-wired input interface 603, so as to send the control commands to the vehicle's electronic control components via the hard-wired output interface 604.

[0166] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on the vehicle controller 600, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0167] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one piece of program code that is loaded and executed by a processor to implement the driving range determination method in the above embodiments.

[0168] In an exemplary embodiment, a computer program product is also provided, which stores at least one piece of program code, which is loaded and executed by a processor to implement the driving range determination method in the above embodiments.

[0169] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0170] The above description is only for the purpose of enabling those skilled in the art to understand the technical solution of this application, and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method of determining a range, characterized by, The method comprises: dividing a state of charge SOC of a battery in a vehicle into a plurality of charge intervals according to full charge; for each charge interval, determining a first driving range corresponding to the charge interval based on corresponding vehicle speed and driving time in the charge interval, the driving time being used to represent the time for the SOC of the battery to decrease from a start value of the charge interval to an end value; obtaining motor power, compressor power, heating power and direct current power consumed in the charge interval; integrating the motor power, compressor power, heating power and direct current power consumed in the charge interval with the driving time to obtain energy consumed in the charge interval; determining average energy consumption based on the energy consumed in the charge interval and the first driving range; obtaining historical vehicle energy consumption of a previous historical driving cycle of a current driving cycle in the charge interval, and determining an energy consumption difference between the historical vehicle energy consumption and the average energy consumption; determining a third product value by multiplying a preset filter coefficient and the energy consumption difference; determining a sum value of the historical vehicle energy consumption and the third product value to obtain vehicle energy consumption corresponding to the charge interval; determining a first SOE value corresponding to the start value of the charge interval and a second SOE value corresponding to the decrease of the charge interval from the start value to the end value; determining a difference value between the first SOE value and the second SOE value to obtain a change value of SOE corresponding to the charge interval; obtaining a state of health SOH of the battery, and determining a fifth product value by multiplying the change value of SOE and the SOH of the battery; determining a ratio between the fifth product value and the vehicle energy consumption to obtain an estimated driving range corresponding to the charge interval; weighting the first driving range and the estimated driving range based on a preset mileage weight to obtain a first endurance range corresponding to the charge interval in the current driving cycle; obtaining a configuration code sent by an electrical detection device, and configuring a standard endurance range of the vehicle based on the configuration code, the standard endurance range being equally divided into a plurality of mileage intervals, the plurality of mileage intervals corresponding to the plurality of charge intervals one by one; determining a mileage value of the mileage interval corresponding to the charge interval; determining a fourth product value by multiplying a preset mileage coefficient and the mileage value, determining a sum value of the mileage value and the fourth product value to obtain a maximum value of a mileage range, and determining a difference value between the mileage value and the fourth product value to obtain a minimum value of the mileage range, the minimum value and the maximum value of the mileage range forming the mileage range; if the first endurance range corresponding to the charge interval is within the mileage range, it is determined that the first endurance range corresponding to the charge interval satisfies a mileage limit condition. If the first endurance mileage corresponding to the power interval is not within the mileage range, it is determined that the first endurance mileage corresponding to the power interval does not satisfy the mileage limit condition, in which case, if the first endurance mileage corresponding to the power interval is less than the minimum value of the mileage range, the minimum value of the mileage range is determined as the first endurance mileage corresponding to the power interval; if the first endurance mileage corresponding to the power interval is greater than the maximum value of the mileage range, the maximum value of the mileage range is determined as the first endurance mileage corresponding to the power interval; The first endurance mileage corresponding to each power interval is summed up to obtain a total endurance mileage.

2. The method of claim 1, wherein, The first driving mileage and the estimated driving mileage are weighted based on the preset mileage weight to obtain the first endurance mileage corresponding to the current driving cycle in the power interval, including: The first driving mileage and the estimated driving mileage are weighted based on the mileage weight to obtain the second endurance mileage corresponding to the current driving cycle in the power interval; The historical endurance mileage corresponding to each historical driving cycle in the power interval and a first driving weight are obtained. The historical endurance mileage corresponding to the plurality of historical driving cycles in the power interval is weighted and summed based on the first driving weight corresponding to each historical driving cycle in the power interval to obtain a third endurance mileage. The second endurance mileage is corrected based on the third endurance mileage to obtain the first endurance mileage corresponding to the current driving cycle in the power interval.

3. The method of claim 2, wherein, The process of obtaining the first driving weight corresponding to each historical driving cycle in the power interval includes: For each historical driving cycle, an initial driving weight corresponding to the historical driving cycle in the power interval and a historical battery temperature are obtained. A current battery temperature corresponding to the current driving cycle in the power interval is determined. If the difference between the historical battery temperature and the current battery temperature is greater than a preset difference, a driving weight corresponding to the current battery temperature is determined based on a first correspondence relationship, the first correspondence relationship being used to represent a correspondence relationship between a battery temperature and a driving weight or a correspondence relationship between a temperature difference range and a driving weight. The initial driving weight corresponding to the historical driving cycle is corrected based on the driving weight corresponding to the current battery temperature to obtain the first driving weight corresponding to the historical driving cycle in the power interval.

4. The method of claim 2, wherein, The process of obtaining the first driving weight corresponding to each historical driving cycle in the power interval includes: For each historical driving cycle, an initial driving weight corresponding to the historical driving cycle in the power interval is obtained. The duration and frequency of the historical driving cycle in which the output torque is greater than a preset torque value within a preset time period are determined. If at least one of the duration and the frequency satisfies a preset condition, it is determined that the historical driving cycle is a violent driving. The initial driving weight corresponding to the historical driving cycle in the electricity interval is corrected based on an impact factor corresponding to violent driving, to obtain a first driving weight corresponding to the historical driving cycle in the electricity interval.

5. The method of claim 2, wherein, The first driving range and the estimated driving range are weighted based on the mileage weight, to obtain a second endurance mileage corresponding to the current driving cycle in the electricity interval, including: A first product value is obtained by determining a product of the mileage weight and the first driving range; A difference value is obtained by determining a difference between a preset value and the mileage weight; A second product value is obtained by determining a product of the difference value and the estimated driving range; The second endurance mileage is obtained by determining a sum value of the first product value and the second product value.

6. A range determination apparatus characterized by comprising: The device includes: The SOC of the battery in the vehicle is divided into a plurality of electricity intervals according to full electricity by the division module; The first determination module is configured to determine a first driving range corresponding to each electricity interval based on a vehicle speed and a driving time in the electricity interval, wherein the driving time represents a time for the SOC of the battery to decrease from a starting point value to an ending point value of the electricity interval. The second determination module is configured to obtain motor power, compressor power, heating power and direct current power consumed in the electricity interval; integrate the motor power, compressor power, heating power and direct current power consumed in the electricity interval with the driving time to obtain energy consumed in the electricity interval; determine an average energy consumption based on the energy consumed in the electricity interval and the first driving range; obtain a historical vehicle energy consumption of a previous historical driving cycle of a current driving cycle in the electricity interval, determine an energy consumption difference between the historical vehicle energy consumption and the average energy consumption; determine a third product value by multiplying a preset filter coefficient and the energy consumption difference; and determine a sum value of the historical vehicle energy consumption and the third product value to obtain a vehicle energy consumption corresponding to the electricity interval. The third determination module is configured to obtain a state of health (SOH) of the battery, determine a fifth product value by multiplying the change value of the SOE and the SOH of the battery, and determine an estimated driving range corresponding to the electricity interval by dividing the fifth product value by the vehicle energy consumption. The fourth determination module is configured to weight the first driving range and the estimated driving range based on a preset mileage weight, to obtain a first endurance mileage corresponding to the current driving cycle in the electricity interval. The fifth determining module is configured to acquire a configuration code sent by the electric detection equipment, configure a standard cruising range of the vehicle based on the configuration code, divide the standard cruising range into a plurality of mileage intervals at equal parts, the plurality of mileage intervals corresponding to the plurality of electric quantity intervals one by one, determine a mileage value of the mileage interval corresponding to the electric quantity interval, determine a product of a preset mileage coefficient and the mileage value to obtain a fourth product value, determine a sum of the mileage value and the fourth product value to obtain a maximum value of a mileage range, determine a difference between the mileage value and the fourth product value to obtain a minimum value of the mileage range, and compose the minimum value and the maximum value of the mileage range to obtain the mileage range. If the first cruising range corresponding to the electric quantity interval is within the mileage range, it is determined that the first cruising range corresponding to the electric quantity interval satisfies a mileage limit condition. If the first cruising range corresponding to the electric quantity interval is not within the mileage range, it is determined that the first cruising range corresponding to the electric quantity interval does not satisfy the mileage limit condition. In this case, if the first cruising range corresponding to the electric quantity interval is less than the minimum value of the mileage range, the minimum value of the mileage range is determined as the first cruising range corresponding to the electric quantity interval. If the first cruising range corresponding to the electric quantity interval is greater than the maximum value of the mileage range, the maximum value of the mileage range is determined as the first cruising range corresponding to the electric quantity interval. The first cruising ranges corresponding to the electric quantity intervals are summed to obtain a total cruising range.

7. A control device characterized by comprising: The control device comprises a master control module, the master control module comprising a processor and a memory, at least one program code being stored in the memory, the at least one program code being loaded and executed by the processor to implement the cruising range determining method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores at least one program code, the at least one program code being loaded and executed by the processor to implement the cruising range determining method according to any one of claims 1 to 5.

9. A computer program product, characterised in that, The computer program product stores at least one program code, the at least one program code being loaded and executed by the processor to implement the cruising range determining method according to any one of claims 1 to 5.

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