Method and device for determining cruising range of hybrid vehicle

Abstract

The present application relates to the field of intelligent vehicles, and provides a method and device for determining the cruising range of a hybrid vehicle. The method includes: determining a current short-distance average energy consumption value, a current medium-distance average energy consumption value, and a current long-distance average energy consumption value according to the current cumulative travel recorded up to the current cycle; determining a historical medium-distance average energy consumption value according to the historical cumulative travel recorded up to the previous cycle; determining a cruising range correction factor based on the basic average energy consumption value, the current medium-distance average energy consumption value, and the historical medium-distance average energy consumption value; determining the current displayed cruising range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value, and the cruising range correction factor, and displaying the current displayed cruising range. The present application can improve the accuracy of cruising range calculation, and can intuitively show users the cruising range differences caused by different working conditions during vehicle driving.

Description

Technical Field

[0001] The present application relates to the field of intelligent vehicles, and particularly to a method and device for determining the cruising range of a hybrid vehicle. Background Art

[0002] The cruising range problem of hybrid vehicles has always been the focus of attention of vehicle manufacturing enterprises and consumers.

[0003] In the related art, usually, based on the initial fuel quantity, the real-time fuel injection quantity of the engine, and the fuel consumption rate within a certain mileage that has been traveled, as the reference value of the future fuel consumption rate, the cruising range of the hybrid vehicle is calculated. However, the cruising range calculated in this way has a large deviation from the actual cruising range in use, low accuracy, and cannot intuitively reflect the cruising range difference caused by different working conditions during the driving process of the hybrid vehicle. Summary of the Invention

[0004] In view of this, the embodiments of the present application provide a method and device for determining the cruising range of a hybrid vehicle, so as to solve the problems that the cruising range calculated by the traditional cruising range calculation scheme has a large deviation from the actual cruising range in use, low accuracy, and cannot intuitively reflect the cruising range difference caused by different working conditions during the driving process of the hybrid vehicle.

[0005] In the first aspect of the embodiments of the present application, a method for determining the cruising range of a hybrid vehicle is provided, including:

[0006] Determine the basic average energy consumption value of the hybrid vehicle under the Worldwide Harmonized Light Vehicles Test Cycle (WLTC) working condition, the current cumulative travel recorded by the hybrid vehicle up to the current cycle, and the historical cumulative travel recorded up to the previous cycle;

[0007] According to the current cumulative travel, determine the current short-distance average energy consumption value, the current medium-distance average energy consumption value, and the current long-distance average energy consumption value, and according to the historical cumulative travel, determine the historical medium-distance average energy consumption value;

[0008] Based on the basic average energy consumption value, the current medium-distance average energy consumption value, and the historical medium-distance average energy consumption value, determine the cruising range correction factor;

[0009] Based on the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value, and the cruising range correction factor, determine the current displayed cruising range of the hybrid vehicle, and display the current displayed cruising range.

[0010] In the second aspect of the embodiments of the present application, a device for determining the cruising range of a hybrid vehicle is provided, including:

[0011] A travel determination module, configured to determine a basic average energy consumption value of a hybrid vehicle under the Worldwide Harmonized Light Vehicles Test Cycle (WLTC), a current cumulative travel of the hybrid vehicle recorded up to the current cycle, and a historical cumulative travel recorded up to the previous cycle;

[0012] An energy consumption determination module, configured to determine a current short-distance average energy consumption value, a current medium-distance average energy consumption value, and a current long-distance average energy consumption value according to the current cumulative travel, and determine a historical medium-distance average energy consumption value according to the historical cumulative travel;

[0013] A correction factor determination module, configured to determine a driving range correction factor based on the basic average energy consumption value, the current medium-distance average energy consumption value, and the historical medium-distance average energy consumption value;

[0014] A driving range determination module, configured to determine a current displayed driving range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value, and the driving range correction factor, and display the current displayed driving range.

[0015] In a third aspect of the embodiments of the present application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above method are implemented.

[0016] In a fourth aspect of the embodiments of the present application, a computer-readable storage medium is provided. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0017] Compared with the prior art, the beneficial effects of the embodiments of the present application at least include: By determining the driving range correction factor based on the basic average energy consumption value of the hybrid vehicle, the current medium-distance average energy consumption value recorded up to the current cycle, and the historical medium-distance average energy consumption value recorded up to the previous cycle; and combining the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value, and the driving range correction factor of the hybrid vehicle to determine the current displayed driving range of the hybrid vehicle. The current displayed driving range calculated in this way is very close to the actual driving range during the actual use of the vehicle, with high accuracy, and can intuitively display the current displayed driving range to the user, facilitating the user to understand the driving range difference caused by different working conditions during the driving process of the hybrid vehicle, and is beneficial to reducing the problem of driving range anxiety caused by excessive driving range deviation. Description of the Drawings

[0018] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 is a schematic flowchart of a method for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application;

[0020] Figure 2 is a schematic diagram of the way to cumulatively record the cumulative travel of the vehicle in the method for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application;

[0021] Figure 3 is a membership function graph corresponding to the first fuzzy input variable in the method for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application;

[0022] Figure 4 is a membership function graph corresponding to the fuzzy output variable in the method for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application;

[0023] Figure 5 is a schematic diagram of the final output result corresponding to rule24 in the method for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application;

[0024] Figure 6 is a schematic diagram of the final output result corresponding to rule1 in the method for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application;

[0025] Figure 7 is a schematic overall flowchart of the method for determining the cruising range of a hybrid vehicle in an application example of the present application;

[0026] Figure 8 is a schematic structural diagram of a device for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application;

[0027] Figure 9 is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0028] In the following description, for the purpose of illustration rather than limitation, specific details such as specific system structures and technologies are presented to thoroughly understand the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from interfering with the description of the present application.

[0029] The method and device for determining the cruising range of a hybrid vehicle according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0030] During the driving process of a vehicle, accurately judging the cruising ability of the vehicle and improving the cruising performance are important issues that users generally care about.

[0031] In the related art, usually, based on the initial fuel quantity, the real-time fuel injection quantity of the engine, and the fuel consumption rate within a certain mileage that has been traveled, as the reference value of the future fuel consumption rate, the cruising range of the hybrid vehicle is calculated. However, the cruising range calculated in this way has a large deviation from the actual cruising range in actual use, low accuracy, and cannot intuitively and accurately reflect the cruising differences caused by different working conditions during the driving process of the hybrid vehicle.

[0032] In view of this, the embodiment of the present application provides a method for determining the cruising range of a hybrid vehicle. This method determines a cruising range correction factor based on the basic average energy consumption value of the hybrid vehicle, the current medium-distance average energy consumption value recorded in the current cycle, and the historical medium-distance average energy consumption value recorded in the previous cycle, and based on the cruising range correction factor, the basic average energy consumption value of the hybrid vehicle under the Worldwide Harmonized Light Vehicles Test Cycle (WLTC) working condition, as well as the current short-distance average energy consumption value and the current long-distance average energy consumption value, to determine the current displayed cruising range of the vehicle. The calculated cruising range is very close to the actual cruising range during the actual use of the vehicle, with high accuracy, and can intuitively display the current displayed cruising range to the user, facilitating the user to understand the cruising differences caused by different working conditions during the driving process of the hybrid vehicle, which is beneficial to reducing the problem of cruising anxiety caused by excessive cruising deviation for the user.

[0033] Figure 1 is a schematic flowchart of a method for determining the cruising range of a hybrid vehicle provided by an embodiment of the present application. The method for determining the cruising range of this hybrid vehicle can be executed by a vehicle control unit (which can be simply referred to as "VCU" for short). Please refer to Figure 1 , the method for determining the cruising range of the hybrid vehicle in the embodiment of the present application may include the following steps:

[0034] Step S101, determine the basic average energy consumption value of the hybrid vehicle under the Worldwide Harmonized Light Vehicles Test Cycle working condition, the current cumulative mileage recorded as of the current cycle of the hybrid vehicle, and the historical cumulative mileage recorded as of the previous cycle.

[0035] A hybrid vehicle (or a compound power vehicle) refers to a vehicle equipped with more than two on-vehicle power sources. Currently, a compound power vehicle generally refers to a vehicle with an internal combustion engine generator plus a battery. The on-vehicle power sources include batteries, fuel cells, solar cells, internal combustion engines, etc.

[0036] The basic average energy consumption value refers to the weighted fuel consumption per 100 kilometers of a hybrid vehicle on urban roads, highways, and at different speeds.

[0037] The current cumulative mileage is the cumulative driving mileage of the hybrid vehicle recorded as of the most recent (i.e., the current cycle) (that is, the total cumulative number of kilometers driven as of the current cycle). For example, if the cumulative driving mileage of the hybrid vehicle recorded as of the current cycle is 5 km (kilometers), then the current cumulative mileage as of the current cycle is 5 km.

[0038] The historical cumulative mileage is the cumulative driving mileage of the hybrid vehicle recorded as of the previous (i.e., the previous cycle) (that is, the total cumulative number of kilometers driven as of the previous cycle). For example, if the cumulative driving mileage of the hybrid vehicle recorded as of the previous cycle is 4 km (kilometers), then the historical cumulative mileage as of the previous cycle is 4 km.

[0039] The recording period (update period) of the current cumulative mileage can be flexibly set according to the actual situation. For example, the current cumulative mileage can be recorded and updated every 1 km the hybrid vehicle travels. That is to say, every time the hybrid vehicle travels 1 km, an operation to record and update the current cumulative mileage is triggered.

[0040] As an example, the basic average energy consumption value of a hybrid vehicle under the WLTC (World Light Vehicle Test Cycle) working conditions, denoted as P, can be calculated by collecting the fuel consumption per 100 kilometers of the hybrid vehicle on urban roads, highways, and at different speeds, and then based on the fuel consumption per 100 kilometers data. WLTC 。

[0041] Exemplarily, the basic average energy consumption value P of a hybrid vehicle under the WLTC working conditions can be calculated according to Equation (1). WLTC 。

[0042] (1);

[0043] In Equation (1), represents the fuel consumption per 100 kilometers of the hybrid vehicle on urban roads; represents the fuel consumption per 100 kilometers of the hybrid vehicle on highways; represents the fuel consumption per 100 kilometers of the hybrid vehicle at different speeds; represents the total driving mileage; , , respectively represent the urban weight, highway weight, and other weights; among them, the urban weight, highway weight, and other weights respectively represent the proportions of various driving conditions in the total driving mileage.

[0044] Step S102, determine the current short - distance average energy consumption value, current medium - distance average energy consumption value, and current long - distance average energy consumption value according to the current cumulative travel; determine the historical medium - distance average energy consumption value according to the historical cumulative travel.

[0045] In the embodiments of the present application, "short - distance", "medium - distance", and "long - distance" can be custom - set by the user or the manufacturer. Among them, "short - distance" is less than "medium - distance", and "medium - distance" is less than "long - distance". For example, the manufacturer can pre - set "short - distance" as 1 km, "medium - distance" as 5 km, and "long - distance" as 10 km when the vehicle leaves the factory.

[0046] The current short - distance average energy consumption value refers to the average energy consumption value required for the hybrid vehicle to travel a short distance (also known as a short - distance instantaneous travel) per unit distance in the current cumulative travel. For example, if the short - distance instantaneous travel is set to 1 km, when the hybrid vehicle travels each short - distance instantaneous travel (i.e., travels 1 km), record and update the short - distance travel times and the current short - distance travel cumulative mileage, and at the same time record and update the current cumulative mileage. If the current cumulative mileage is 10 km, then the hybrid vehicle has currently traveled a total of 10 1 - km distances. At this time, the short - distance travel times is 10 times, and the current short - distance travel cumulative mileage is 1×10 = 10 km. Then the current short - distance average energy consumption value can be understood as the average energy consumption value required for the hybrid vehicle to travel 1 km in the most recent cumulative 10 - km travel.

[0047] The current medium - distance average energy consumption value refers to the average energy consumption value required for the hybrid vehicle to travel a medium distance (also known as a medium - distance instantaneous travel) per unit distance in the current cumulative travel. For example, if the medium - distance instantaneous travel is set to 5 km, when the hybrid vehicle travels each medium - distance instantaneous travel (i.e., travels 5 km), record and update the medium - distance travel times and the current medium - distance travel cumulative mileage, and at the same time record and update the current cumulative mileage. If the current cumulative mileage is 10 km, then the hybrid vehicle has currently traveled a total of 2 5 - km distances. At this time, the medium - distance travel times is 2 times, and the current medium - distance travel cumulative mileage is 5×2 = 10 km. Then the current medium - distance average energy consumption value can be understood as the average energy consumption value required for the hybrid vehicle to travel 5 km in the most recent cumulative 10 - km travel.

[0048] The historical medium-distance average energy consumption value refers to the average energy consumption value required for a hybrid vehicle to travel one medium distance (also known as the medium-distance instantaneous travel) in the historical cumulative travel recorded up to the previous cycle. For example, if the medium distance is set to 5 km and the historical cumulative travel recorded in the previous cycle is 9 km, then the hybrid vehicle has cumulatively traveled 1 medium distance of 5 km up to the previous cycle. At this time, the number of historical medium-distance travels is 1 time, and the historical cumulative medium-distance travel is 5×1 = 5 km. Then, the historical medium-distance average energy consumption value can be understood as the average energy consumption value required for the hybrid vehicle to travel 5 km for every 5 km of the cumulative 9 km traveled up to the previous cycle.

[0049] The current long-distance average energy consumption value refers to the average energy consumption value required for a hybrid vehicle to travel one long distance (also known as the long-distance instantaneous travel) in the current cumulative travel. For example, if the long-distance instantaneous travel is set to 10 km, when the hybrid vehicle travels one long-distance instantaneous travel (i.e., every 10 km), the number of long-distance travels and the current cumulative long-distance travel are recorded and updated once, and the current cumulative travel is also recorded and updated once. If the current cumulative travel is 10 km, then the hybrid vehicle has currently cumulatively traveled 1 long distance of 10 km. At this time, the number of long-distance travels is 1 time, and the current cumulative long-distance travel is 10×1 = 10 km. Then, the current long-distance average energy consumption value can be understood as the average energy consumption value required for the hybrid vehicle to travel 10 km for every 10 km of the most recently cumulative 10 km traveled.

[0050] Step S103: Determine a driving range correction factor based on the basic average energy consumption value, the current medium-distance average energy consumption value, and the historical medium-distance average energy consumption value.

[0051] The driving range correction factor is used to correct the deviation between the calculated driving range value and the actual driving range value of the vehicle during actual driving, so that the calculated driving range value is closer to the driving range value during actual vehicle use, thereby improving the accuracy of the calculation result.

[0052] Since the average energy consumption of the vehicle fluctuates greatly during short-distance driving, and the update cycle of the average energy consumption during long-distance driving is relatively long, it is therefore chosen to use the current medium-distance average energy consumption value and the historical medium-distance average energy consumption value of the vehicle during medium-distance driving to determine the driving range correction factor, and correct the subsequent displayed driving range value based on this driving range correction factor. In this way, not only can the calculation accuracy of the driving range value be improved, but also the timely update of the driving range value can be ensured, preventing abnormal increases / decreases in the driving range value.

[0053] Step S104: Determine the current displayed driving range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value, and the driving range correction factor, and display the current displayed driving range.

[0054] The current displayed cruising range refers to the cruising range displayed on the display device of a hybrid vehicle at the current moment (current cycle).

[0055] The display device can be at least one of a dashboard display screen, a central control display screen, or a head-up display device mounted on the hybrid vehicle.

[0056] The technical solution provided by the embodiments of the present application determines a cruising range correction factor based on the basic average energy consumption value, the current medium-distance average energy consumption value, and the historical medium-distance average energy consumption value of the hybrid vehicle; and combines the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value, and the cruising range correction factor of the hybrid vehicle to determine the current displayed cruising range of the hybrid vehicle. The current displayed cruising range calculated in this way is very close to the actual cruising range during the actual use of the vehicle, has high accuracy, and can intuitively display the current displayed cruising range to the user, facilitating the user to understand the cruising range difference caused by different working conditions during the driving of the hybrid vehicle, which is beneficial to reducing the problem of cruising anxiety caused by excessive cruising deviation.

[0057] In some embodiments, determining the current short-distance average energy consumption value according to the current cumulative travel includes:

[0058] Determining the number of short-distance driving times of the hybrid vehicle in the current cumulative travel according to the current cumulative travel and the preset short-distance instantaneous travel;

[0059] Determining the short-distance instantaneous energy consumption value corresponding to each short-distance instantaneous travel of the hybrid vehicle in the current cumulative travel;

[0060] If the number of short-distance driving times is less than the preset number threshold, then determining the current short-distance average energy consumption value according to each short-distance instantaneous energy consumption value and the basic average energy consumption value of the hybrid vehicle in the current cumulative travel;

[0061] If the number of short-distance driving times is equal to or greater than the preset number threshold, then determining the current short-distance average energy consumption value according to each short-distance instantaneous energy consumption value of the hybrid vehicle in the current cumulative travel.

[0062] As an example, please refer to Figure 2 , Figure 2 in which the abscissa S represents the cumulative travel, and the ordinate W 瞬 represents the instantaneous energy consumption (such as instantaneous power consumption). A 1n represents that in the current cumulative travel, the hybrid vehicle has traveled n short-distance instantaneous travels in total. At this time, the number of short-distance driving times is n, and the current short-distance cumulative travel = short-distance instantaneous travel × number of short-distance driving times. When n = 1 and the short-distance instantaneous travel is 1 km, A 11It means that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 1 one-kilometer, and the current short-distance cumulative travel is 1×1 = 1 km; when n = 2 and the short-distance instantaneous travel is 1 km, A 12 It means that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 2 one-kilometers, and the current short-distance cumulative travel is 1×2 = 2 km; when n = 3 and the short-distance instantaneous travel is 1 km, A 13 It means that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 3 one-kilometers, and the current short-distance cumulative travel is 1×3 = 3 km, and so on. When n = 10 and the short-distance instantaneous travel is 1 km, A 110 It means that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 10 one-kilometers, and the current short-distance cumulative travel is 1×10 = 10 km.

[0063] Exemplarily, it can be calculated according to Equation (2) .

[0064] (2);

[0065] In Equation (2), It means that in the current cumulative travel, the hybrid vehicle has cumulatively traveled n short-distance instantaneous travels, represents the i th short-distance instantaneous travel, i represents the summation index, i takes values of 1, 2, 3,..., n.

[0066] When n = 1, = , that is, in the current cumulative travel, the hybrid vehicle has cumulatively traveled 1 short-distance instantaneous travel; when n = 2, = + , that is, in the current cumulative travel, the hybrid vehicle has cumulatively traveled 2 short-distance instantaneous travels; and so on, = + +...+ .

[0067] Exemplarily, the i th short-distance instantaneous travel can be calculated according to Equation (3) .

[0068] (3);

[0069] In Equation (3), represents the current vehicle speed of the hybrid vehicle, with the unit of km / h; It represents the running period, which can be set according to the actual situation and is generally set to 0.01 seconds.

[0070] Exemplarily, the short - distance instantaneous energy consumption value corresponding to each short - distance instantaneous travel in the current cumulative travel of the hybrid vehicle can be calculated according to Equation (4).

[0071] (4);

[0072] In Equation (4), represents the i th short - distance instantaneous travel corresponding i th short - distance instantaneous energy consumption value, with the unit of kw·h (kilowatt - hour); represents the engine power of the hybrid vehicle, with the unit of kw (kilowatt); represents the battery power of the hybrid vehicle, with the unit of kw (kilowatt); It represents the running period, which can be set according to the actual situation and is generally set to 0.01 seconds.

[0073] Exemplarily, the current short - distance cumulative energy consumption value of the hybrid vehicle in the current cumulative travel can be calculated according to Equation (5).

[0074] (5);

[0075] In Equation (5), represents the current short - distance cumulative travel in the current cumulative travel of the hybrid vehicle corresponding current short - distance cumulative energy consumption value, that is, the total energy consumption value corresponding to the hybrid vehicle having traveled a total of n short - distance instantaneous travels in the current cumulative travel; represents the i th short - distance instantaneous travel corresponding i th short - distance instantaneous energy consumption value, i represents the summation index, i and the value of

[0076] When n = 1, in the current cumulative travel, the hybrid vehicle has traveled 1 short - distance instantaneous travel, then the current short - distance cumulative travel is = , and the corresponding current short - distance cumulative energy consumption value is = ; when n = 2, in the current cumulative travel, the hybrid vehicle has traveled 2 short - distance instantaneous travels, then the current short - distance cumulative travel is = + , The corresponding current short - distance cumulative energy consumption value is = + ; and so on. If the hybrid vehicle has traveled n short - distance instantaneous trips in the current cumulative trip, then the current short - distance cumulative trip is , The corresponding current short - distance cumulative energy consumption value is = + +... 。

[0077] The preset number threshold can be flexibly set according to the actual situation. For example, it can be set to 10 times, 15 times, etc. The embodiments of the present application do not make specific limitations on this.

[0078] In the first case, the short - distance driving times is equal to the preset number threshold. For example, the current cumulative trip is 10 km, the preset number threshold is 10 times, and the preset short - distance instantaneous trip is 1 km. Then the short - distance driving times of the hybrid vehicle in the current cumulative trip is 10 km÷1 km = 10 times. At this time, the short - distance driving times is equal to the preset number threshold. In this case, the current short - distance average energy consumption value of the hybrid vehicle in the current cumulative trip can be calculated according to Equation (6).

[0079] (6);

[0080] In Equation (6), represents the current short - distance average energy consumption value; represents the j - th current short - distance cumulative trip The corresponding j - th current short - distance cumulative energy consumption value, represents that the hybrid vehicle has traveled j short - distance instantaneous trips in the current cumulative trip. j represents the summation index, and the value of j is 1, 2, 3,..., n; n represents the short - distance driving times.

[0081] In the above example, in the current cumulative trip of 10 km, the hybrid vehicle has traveled 10 short - distance instantaneous trips (1 km). The current short - distance cumulative trip is 1×10 = 10 km, and the short - distance driving times n = 10. At this time, the current short - distance average energy consumption value is ;The to in the formula can be calculated according to the above Equation (5).

[0082] In the second case, the number of short - distance trips is greater than the preset number threshold. For example, the current cumulative travel distance is 11 km, the preset number threshold is 10 times, and the preset short - distance instantaneous travel distance is 1 km. Then, the number of short - distance trips of the hybrid vehicle in the current cumulative travel distance is 11 km÷1 km = 11 times. At this time, the number of short - distance trips is greater than the preset number threshold. In this case, the short - distance instantaneous energy consumption value corresponding to the previous short - distance instantaneous trip of the hybrid vehicle can be assigned to the short - distance instantaneous energy consumption value corresponding to the current short - distance instantaneous trip for alternating update. For example, when the hybrid vehicle has cumulatively traveled to the 10th short - distance instantaneous trip (1 km), the short - distance instantaneous energy consumption value is assigned to the short - distance instantaneous energy consumption value corresponding to the 11th short - distance instantaneous trip (1 km) of the hybrid vehicle , that is = ; the short - distance instantaneous energy consumption value corresponding to the 9th short - distance instantaneous trip (1 km) of the hybrid vehicle is assigned to the short - distance instantaneous energy consumption value corresponding to the 10th short - distance instantaneous trip (1 km) of the hybrid vehicle , that is = , and so on. The short - distance instantaneous energy consumption value corresponding to the 2nd short - distance instantaneous trip (1 km) of the hybrid vehicle is assigned to the short - distance instantaneous energy consumption value corresponding to the 1st short - distance instantaneous trip (1 km) of the hybrid vehicle , that is = . Then, the current short - distance average energy consumption value is calculated according to the above formula (6).

[0083] That is to say, when the number of short - distance trips is greater than the preset number threshold, the short - distance instantaneous energy consumption value corresponding to the previous short - distance instantaneous trip of the hybrid vehicle is assigned to the short - distance instantaneous energy consumption value corresponding to the most recent short - distance instantaneous trip, and thus, alternating update is performed.

[0084] In the third case, the number of short - distance trips is less than the preset number threshold. For example, the current cumulative travel distance is 8 km, the preset number threshold is 10 times, and the preset short - distance instantaneous travel distance is 1 km. Then, the number of short - distance trips of the hybrid vehicle in the current cumulative travel distance is 8 km÷1 km = 8 times. At this time, the number of short - distance trips is less than the preset number threshold. In this case, for the first to eighth short - distance instantaneous trips to that the hybrid vehicle has already cumulatively traveled to It can be calculated according to the above formula (5). For the next 2 short-distance instantaneous trips that the hybrid vehicle has not traveled , The corresponding current short-distance cumulative energy consumption value , can be calculated based on the basic average energy consumption value P WLTC and the current short-distance cumulative travel; among them, ; . After that, the current short-distance average energy consumption value can be calculated according to the above formula (6).

[0085] Please continue to refer to Figure 2 , B 5m represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled m medium-distance instantaneous trips. At this time, the medium-distance travel times is m, and the current medium-distance cumulative travel = medium-distance instantaneous travel × medium-distance travel times. When m = 1 and the medium-distance instantaneous travel is 5 km, B 51 represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 1 5-km trip, and the current medium-distance cumulative travel is 5×1 = 5 km; when m = 2 and the medium-distance instantaneous travel is 5 km, B 52 represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 2 5-km trips, and the current medium-distance cumulative travel is 5×2 = 10 km; when m = 3 and the medium-distance instantaneous travel is 5 km, B 53 represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 3 5-km trips, and the current medium-distance cumulative travel is 5×3 = 15 km, and so on. When m = 10 and the medium-distance instantaneous travel is 5 km, B 510 represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 10 5-km trips, and the current medium-distance cumulative travel is 5×10 = 50 km.

[0086] C 10w represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled w long-distance instantaneous trips. At this time, the long-distance travel times is w, and the current long-distance cumulative travel = long-distance instantaneous travel × long-distance travel times. When w = 1 and the long-distance instantaneous travel is 10 km, C 101 represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 1 10-km trip, and the current long-distance cumulative travel is 10×1 = 10 km; when w = 2 and the long-distance instantaneous travel is 10 km, C 102 represents that in the current cumulative travel, the hybrid vehicle has cumulatively traveled 2 10-km trips, and the current long-distance cumulative travel is 10×2 = 20 km; when w = 3 and the long-distance instantaneous travel is 10 km, C 103It means that in the current cumulative driving distance, the hybrid vehicle has cumulatively traveled 3 times of 10 km, and the current long-distance cumulative driving distance is 10×3 = 30 km. And so on, when w = 10 and the long-distance instantaneous driving distance is 10 km, C 1010 It means that in the most recent cumulative record, the hybrid vehicle has cumulatively traveled 10 times of 10 km, and the current long-distance cumulative driving distance is 10×10 = 100 km.

[0087] Similarly, the method for determining the current short-distance average energy consumption value can be referred to above to determine the current medium-distance average energy consumption value P according to the current cumulative driving distance AVG2 , and determine the historical medium-distance average energy consumption value P' according to the historical cumulative driving distance AVG2 , and determine the current long-distance average energy consumption value P according to the current cumulative driving distance AVG3 , which will not be elaborated here.

[0088] In some embodiments, based on the current medium-distance average energy consumption value and the historical medium-distance average energy consumption value, a driving range correction factor is determined, including:

[0089] Determine the first average energy consumption jump coefficient according to the current medium-distance average energy consumption value and the basic average energy consumption value;

[0090] Determine the second average energy consumption jump coefficient according to the historical medium-distance average energy consumption value and the basic average energy consumption value;

[0091] Based on the first average energy consumption jump coefficient and the second average energy consumption jump coefficient, determine the driving range correction factor.

[0092] As an example, the first average energy consumption jump coefficient can be calculated according to Equation (7).

[0093] (7);

[0094] In Equation (7), represents the first average energy consumption jump coefficient; represents the current medium-distance average energy consumption value; represents the basic average energy consumption value.

[0095] The second average energy consumption jump coefficient can be calculated according to Equation (8).

[0096] (8);

[0097] In Equation (8), represents the second average energy consumption jump coefficient; represents the historical medium-distance average energy consumption value.

[0098] It can be seen from equations (7) and (8) that the first average energy consumption jump coefficient and the second average energy consumption jump coefficient are coefficients related to the basic average energy consumption value of a hybrid vehicle.

[0099] To avoid the excessive or too low average energy consumption value resulting in an overly high or too low endurance value, thereby reducing the accuracy of subsequent calculation results, the value ranges of both the first average energy consumption jump coefficient and the second average energy consumption jump coefficient are [-0.4, 0.4].

[0100] The value ranges of the first average energy consumption jump coefficient and the second average energy consumption jump coefficient can be adjusted according to the average energy consumption of the hybrid vehicle during actual use, so that the subsequently calculated displayed endurance mileage is closer to the true value.

[0101] In some embodiments, based on the first average energy consumption jump coefficient and the second average energy consumption jump coefficient, determining the endurance mileage correction factor includes:

[0102] Performing fuzzification processing on the first average energy consumption jump coefficient to obtain a first fuzzy input variable, and performing fuzzification processing on the second average energy consumption jump coefficient to obtain a second fuzzy input variable;

[0103] Based on the first fuzzy input variable, the second fuzzy input variable, and a preset fuzzy rule, determining a fuzzy output variable;

[0104] Performing defuzzification processing on the fuzzy output variable to obtain the endurance mileage correction factor.

[0105] As an example, according to a preset fuzzy control strategy (for example, the Fuzzy Logic Designer in MATLAB), the first fuzzy input variable rule, the second fuzzy input variable rule, the fuzzy output variable rule, and the fuzzy rule can be established. Among them, the first fuzzy input variable rule, the second fuzzy input variable rule, and the fuzzy output variable rule can be set according to the actual situation. The fuzzy rule can be determined by a simulation test method. For example, the first average energy consumption jump coefficient and the second average energy consumption jump coefficient can be used as inputs, and the endurance mileage correction factor can be used as the output for multiple simulation tests, so as to establish a rule for the change in the endurance decline rate caused by the changes in the first average energy consumption jump coefficient and the second average energy consumption jump coefficient.

[0106] The first fuzzy input variable rule is used to describe the mapping relationship between the first average energy consumption jump coefficient and multiple pre-established fuzzy sets (determined according to the value range of the first average energy consumption jump coefficient).

[0107] The second fuzzy input variable rule is used to describe the mapping relationship between the second average energy consumption jump coefficient and multiple pre-established fuzzy sets (determined according to the value range of the second average energy consumption jump coefficient).

[0108] The fuzzy output variable rule is used to describe the mapping relationship between the driving range correction factor and multiple pre-established fuzzy sets (determined according to the value range of the driving range correction factor).

[0109] The fuzzy rule is used to describe the mapping relationship between the changes of the first average energy consumption jump coefficient and the second average energy consumption jump coefficient and the change of the driving range decrease rate.

[0110] As an example, after the vehicle control unit calculates the first average energy consumption jump coefficient and the second average energy consumption jump coefficient based on the above embodiments, according to the pre-established first fuzzy input variable rule, it determines the first fuzzy input variable corresponding to the first average energy consumption jump coefficient; according to the pre-established second fuzzy input variable rule, it determines the second fuzzy input variable corresponding to the second average energy consumption jump coefficient.

[0111] As an example, multiple fuzzy sets (such as fuzzy sets RH, RL, RD, DL, DH) can be pre-constructed based on the value range of the first average energy consumption jump coefficient Then, using membership functions (such as triangular membership functions, etc.), calculate the membership degrees of the first average energy consumption jump coefficient belonging to each fuzzy set (such as RH, RL, RD, DL, DH), so as to map the first average energy consumption jump coefficient into these fuzzy sets (such as RH, RL, RD, DL, DH) to obtain the first fuzzy input variable. Among them, the membership function graph of the first fuzzy input variable corresponding to the first average energy consumption jump coefficient is as shown in Figure 3 shown.

[0112] As an example, the first fuzzy input variable rule is shown in Table 1 below.

[0113] Table 1 First Fuzzy Input Variable Rule

[0114]

[0115] Among them, the meanings of the fuzzy sets in the first fuzzy input variable rule are as follows:

[0116] The fuzzy set RH indicates that the energy consumption ratio with the first average energy consumption jump coefficient less than 0 is much lower than the basic average energy consumption of the vehicle under the WLTC driving cycle; the fuzzy set RL indicates that the energy consumption ratio with the first average energy consumption jump coefficient less than 0 is lower than the basic average energy consumption of the vehicle under the WLTC driving cycle; the fuzzy set RD indicates that the energy consumption ratio with the first average energy consumption jump coefficient less than 0 is close to the basic average energy consumption of the vehicle under the WLTC driving cycle; the fuzzy set DL indicates that the energy consumption ratio with the first average energy consumption jump coefficient less than 0 is higher than the basic average energy consumption of the vehicle under the WLTC driving cycle; the fuzzy set DH indicates that the energy consumption ratio with the first average energy consumption jump coefficient less than 0 is much higher than the basic average energy consumption of the vehicle under the WLTC driving cycle.

[0117] As an example, refer to Figure 3 and Table 1 above. The value range of can be divided into: [-0.4, -0.25, -0.1], [-0.18, -0.08, -0.05], [-0.08, 0, 0.08], [0.05, 0.08, 0.18], [0.1, 0.25, 0.4], a total of five value intervals. Then, five fuzzy sets are constructed within these five value intervals, namely RH (corresponding to the value interval [-0.4, -0.25, -0.1]), RL (corresponding to the value interval [-0.18, -0.08, -0.05]), RD (corresponding to the value interval [-0.08, 0, 0.08]), DL (corresponding to the value interval [0.05, 0.08, 0.18]), and DH (corresponding to the value interval [0.1, 0.25, 0.4]). After that, the membership degree of the first average energy consumption jump coefficient belonging to the above five fuzzy sets can be calculated using a membership function (such as a triangular membership function, etc.), so as to convert the precise first average energy consumption jump coefficient into the first fuzzy input variable.

[0118] In Table 1 the value range [-0.4, -0.25, -0.1] contains three elements, namely -0.4, -0.25, and -0.1. The closed interval [-0.4, -0.25, -0.1] containing three elements can be understood as the union of the closed interval [-0.4, -0.25] and the closed interval [-0.25, -0.1], and its values can be -0.4, -0.25, -0.1, and all the values between them. Similarly, the other value ranges of

[0119] In some embodiments, the rule of the second fuzzy input variable is the same as the above rule of the first fuzzy input variable.

[0120] In some embodiments, the fuzzy output variable rules can be determined according to the change in the rate of decrease in battery life caused by the change in the first average energy consumption jump coefficient and the second average energy consumption jump coefficient. For example, according to the first average energy consumption jump coefficient and the second average energy consumption jump coefficient to determine the result range (value range) of the cruising range correction factor . This result range should be slightly larger than the value range of the first average energy consumption jump coefficient and the second average energy consumption jump coefficient to ensure that the subsequent calculation of the battery life value can cover the cases of too high and too low energy consumption, thereby avoiding abnormal follow-up of the decrease in battery life due to the value range limitation of the first average energy consumption jump coefficient and the second average energy consumption jump coefficient . Exemplarily, assuming the standard value of the cruising range correction factor is 1, then the value range of the cruising range correction factor can be [0.5, 1.5].

[0121] As an example, the fuzzy output variable rules are shown in Table 2 and Figure 4 .

[0122] Table 2 Fuzzy Output Variable Rules

[0123]

[0124] Among them, the meanings of the fuzzy sets in the fuzzy output variable rules are as follows:

[0125] The fuzzy set LL means that the decrease rate of the battery life value needs to be significantly slowed down; the fuzzy set LH means that the decrease rate of the battery life value needs to be slightly slowed down; the fuzzy set 0 means that the decrease rate remains basically unchanged; the fuzzy set HL means that the decrease rate of the battery life value needs to be slightly accelerated; the fuzzy set HH means that the decrease rate of the battery life value needs to be significantly accelerated.

[0126] In Table 2, the value range [0.5, 0.65, 0.8] contains three elements, namely 0.5, 0.65, and 0.8. The closed interval [0.5, 0.65, 0.8] containing three elements can be understood as the union of the closed interval [0.5, 0.65] and the closed interval [0.65, 0.8], and its value can be 0.5, 0.65, 0.8, and all the values between them. Similarly, the other value ranges can also be understood in the above way.

[0127] As an example, it can be pre-based on the cruising range correction factor The value range is used to construct multiple fuzzy sets (such as fuzzy sets LL, LH, 0, HL, and HH) according to the simulation results of different custom gradients. Then, the membership function (such as triangular membership function, etc.) is used to calculate the driving range correction factor. The degree of membership belonging to each fuzzy set (such as LL, LH, 0, HL, and HH), so that the driving range correction factor is mapped into these fuzzy sets (such as LL, LH, 0, HL, and HH) to obtain the fuzzy output variable. Among them, the membership function graph of the fuzzy output variable corresponding to the driving range correction factor is as Figure 4 shown.

[0128] In some embodiments, the fuzzy rules can be jointly set according to the first and second fuzzy input variables and the fuzzy output variable.

[0129] As an example, the fuzzy rules are shown in Table 3.

[0130] Table 3 Fuzzy Rules

[0131]

[0132] Table 3 (continued)

[0133]

[0134] Table 3 (continued)

[0135]

[0136] In some cases where it is difficult to distinguish the results of input / output variables (i.e., fuzzy), calculations can be performed based on the fuzzy sets of the above-set input / output variables, thereby improving the accuracy of the calculation results of subsequent driving range values. The following takes the fuzzy rule rule1 in Table 3 above as an example for illustration. Fuzzy rule 1 (rule1) is: If the first average energy consumption jump coefficient (input1) belongs to the fuzzy set RH, and the second average energy consumption jump coefficient (input2) belongs to the fuzzy set RH, then the driving range correction factor (output) belongs to the fuzzy set LL (if input1 is RH and input2 is RH then output is LL). This rule1 means that if the first average energy consumption jump coefficient corresponding to the first fuzzy input variable belongs to the fuzzy set RH (i.e., input1 is RH), and the second average energy consumption jump coefficient corresponding to the second fuzzy input variable belongs to the fuzzy set RH (i.e., input2 is RH), then the fuzzy output variable corresponding to the driving range correction factor α belongs to the fuzzy set LL (i.e., output is LL).

[0137] Figure 5 Shows the input and output results corresponding to rule24 in Table 3 above. Figure 6 Shows the input and output results corresponding to rule1 in Table 3 above. Figure 5 And Figure 6 The X in represents the input value (input result) of the first average energy consumption jump coefficient (input1), Y represents the input value (input result) of the second average energy consumption jump coefficient (input2), and Z represents the output value (output result) of the driving range correction factor α (output).

[0138] In some embodiments, based on the basic average energy consumption value, the current short - distance average energy consumption value, the current long - distance average energy consumption value, and the driving range correction factor, determining the current displayed driving range of the hybrid vehicle includes:

[0139] Based on the basic average energy consumption value, the current short - distance average energy consumption value, and the current long - distance average energy consumption value, determining the current true driving range of the hybrid vehicle;

[0140] Based on the current true driving range and the driving range correction factor, determining the current displayed driving range of the hybrid vehicle.

[0141] In some embodiments, based on the basic average energy consumption value, the current short - distance average energy consumption value, and the current long - distance average energy consumption value, determining the current true driving range of the hybrid vehicle includes:

[0142] Obtaining the current remaining fuel quantity and the fuel - electricity conversion coefficient of the hybrid vehicle;

[0143] Based on the basic average energy consumption value, the current short - distance average energy consumption value, and the current long - distance average energy consumption value, determining the comprehensive average energy consumption value of the hybrid vehicle;

[0144] According to the current remaining fuel quantity, the fuel - electricity conversion coefficient, and the comprehensive average energy consumption value, determining the current true driving range of the hybrid vehicle.

[0145] The fuel - electricity conversion coefficient refers to the amount of electricity that can be converted per unit of fuel quantity, that is, the conversion efficiency between fuel and electricity.

[0146] The current remaining fuel quantity refers to the remaining fuel quantity in the fuel tank of the hybrid vehicle at the current moment.

[0147] As an example, first, the fixed energy consumption distribution coefficient can be determined according to the actual vehicle test driving range change situation of the hybrid vehicle, where the fixed energy consumption distribution coefficient includes the first distribution coefficient δ corresponding to the basic average energy consumption value 1 , the second distribution coefficient δ corresponding to the current short - distance average energy consumption value 2, the third distribution coefficient δ corresponding to the current long-distance average energy consumption value 3 .

[0148] Exemplarily, the comprehensive average energy consumption value of a hybrid vehicle can be calculated according to Equation (9).

[0149] (9);

[0150] In Equation (9), represents the comprehensive average energy consumption value of the hybrid vehicle; represents the basic average energy consumption value of the hybrid vehicle under the WLTC condition; represents the current short-distance average energy consumption value; represents the current long-distance average energy consumption value; , , represent the first, second, and third distribution coefficients respectively.

[0151] Generally, if is greater than and , then the calculated endurance value is closer to the endurance value under the WLTC condition. For example, , , can be set to 0.7, 0.1, and 0.2 respectively. If is less than and / or , then the calculated endurance value is closer to the endurance value of the actual vehicle use situation of the user. In practical applications, , , can be determined according to the actual vehicle test endurance change situation and endurance emphasis of the hybrid vehicle, as long as is satisfied.

[0152] As an example, the current true endurance mileage can be calculated according to Equation (10).

[0153] (10);

[0154] In Equation (10), represents the current true endurance mileage; represents the current remaining fuel quantity; represents the fuel-electricity conversion coefficient; represents the comprehensive average energy consumption value.

[0155] Since the current short-distance average energy consumption value of the hybrid vehicle is updated every time it accumulatively travels 1 km, and the endurance value calculation has the same update frequency as the current short-distance average energy consumption value, the current displayed endurance mileage can be calculated according to Equation (11).

[0156] (11);

[0157] In formula (11), represents the current displayed cruising range; represents the historical displayed cruising range of the previous cycle; represents the cruising range correction factor, where 1 represents 1 km (kilometer).

[0158] When a hybrid vehicle has just refueled, its initial current displayed cruising range is the current actual cruising range calculated by formula (10) , and this initial current displayed cruising range is stored for the vehicle to read the cruising range value when it powers on next time. The subsequent current displayed cruising range can be calculated based on the previous displayed cruising range of the previous cycle and the cruising range correction factor, that is, calculated according to formula (11).

[0159] For example, when a hybrid vehicle has just refueled, in the first cycle, the current displayed cruising range is , represents the current displayed cruising range in the first cycle, represents the current actual cruising range in the first cycle; in the second cycle, the current displayed cruising range is , represents the current displayed cruising range in the second cycle; in the third cycle, the current displayed cruising range is , represents the current displayed cruising range in the third cycle; and so on. In the nth cycle, the current displayed cruising range is , represents the current displayed cruising range in the nth cycle, represents the current displayed cruising range in the tth cycle; n represents the nth cycle, n is an integer greater than or equal to 1, and t = n - 1.

[0160] In some embodiments, determining the current displayed cruising range of a hybrid vehicle based on the current actual cruising range and the cruising range correction factor includes:

[0161] Determining the current cruising range difference between the current actual cruising range of the hybrid vehicle in the current cycle and the historical displayed cruising range of the previous cycle;

[0162] If the current cruising range difference is less than the first preset difference threshold or greater than the second preset difference threshold, an energy consumption deviation prompt message is output.

[0163] The first preset difference threshold and the second preset difference threshold can be flexibly set according to the actual situation. Generally, the first preset difference threshold can be any value less than -10, and the second preset difference threshold can be any value greater than 15.

[0164] The energy consumption deviation prompt information can be voice information or text information used to prompt the user that the energy consumption of the past journey is too high or too low.

[0165] As an example, the current driving range difference between the current actual driving range of the hybrid vehicle and the historical odometer driving range of the previous cycle can be calculated according to Equation (12).

[0166] (12);

[0167] In Equation (12), represents the current driving range difference, represents the current actual driving range, represents the historical odometer driving range of the previous cycle.

[0168] For example, when the hybrid vehicle has just refueled, in the first cycle, the current driving range difference is , represents the current driving range difference in the first cycle; in the second cycle, , represents the current driving range difference in the second cycle, represents the current actual driving range in the second cycle, represents the current odometer driving range in the first cycle; in the third cycle, , represents the current driving range difference in the third cycle, represents the current actual driving range in the third cycle, represents the current odometer driving range in the second cycle, and so on. In the nth cycle, the current driving range difference is , represents the current driving range difference in the nth cycle, represents the current actual driving range in the nth cycle, represents the current odometer driving range in the tth cycle; n represents the nth cycle, n is an integer greater than or equal to 1, and t = n - 1.

[0169] By calculating the difference in driving range between the current actual driving range of a hybrid vehicle and the historical odometer driving range in the previous cycle, and when the difference in driving range is greater than a preset difference threshold, an energy consumption deviation prompt message is output, so as to improve the user's perception of the vehicle's energy consumption, which is beneficial to reducing the user's anxiety about the driving range and the bad experience caused by the driving range deviation, etc.

[0170] Any combination of the above optional technical solutions can form an optional embodiment of the present application, which will not be elaborated here one by one.

[0171] Figure 7 It is a schematic diagram of the overall process of a method for determining the driving range of a hybrid vehicle in an application example of the present application.

[0172] Please refer to Figure 7 , first, according to the 1km cumulative energy consumption (i.e., the current short-distance cumulative energy consumption value) of the hybrid vehicle for every 1km of cumulative driving (short-distance instantaneous trip), calculate the average energy consumption of the recent 10km of cumulative driving up to the most recent (current cycle) (i.e., the current short-distance average energy consumption value). According to the 10km cumulative energy consumption (i.e., the current long-distance cumulative energy consumption value) of the hybrid vehicle for every 10km of cumulative driving (long-distance instantaneous trip), calculate the average energy consumption of the recent 100km of cumulative driving up to the most recent time (i.e., the current long-distance average energy consumption value). Then, calculate the comprehensive average energy consumption value according to the basic average energy consumption, the recent 10km average energy consumption, and the recent 100km average energy consumption of the hybrid vehicle under the WLTC working condition. Next, calculate the current actual driving range of the hybrid vehicle according to the comprehensive average energy consumption value, the fuel-electric conversion coefficient, and the current remaining fuel. Calculate the first average energy consumption jump coefficient K according to the average energy consumption of the hybrid vehicle for every 50km of cumulative driving up to the most recent time (i.e., the current medium-distance average energy consumption value). 1 , calculate the second average energy consumption jump coefficient K according to the average energy consumption of every 50km of cumulative driving up to the previous (previous cycle) (i.e., the historical medium-distance average energy consumption value). 2 ; Calculate the driving range correction factor α according to the first and second average energy consumption jump coefficients K 1 、K 2 . Finally, correct the current actual driving range according to the driving range correction factor to obtain the current odometer driving range.

[0173] The following is an apparatus embodiment of the present application, which can be used to execute the method embodiment of the present application. For the details not disclosed in the apparatus embodiment of the present application, please refer to the method embodiment of the present application.

[0174] Figure 8 It is a schematic structural diagram of a device for determining the driving range of a hybrid vehicle provided by an embodiment of the present application. As Figure 8As shown, the driving range determination device 800 of the hybrid vehicle includes:

[0175] A trip determination module 801, configured to determine a basic average energy consumption value of the hybrid vehicle under the Worldwide Harmonized Light Vehicles Test Cycle (WLTC), a current cumulative trip recorded by the hybrid vehicle up to the current cycle, and a historical cumulative trip recorded up to the previous cycle;

[0176] An energy consumption determination module 802, configured to determine a current short - distance average energy consumption value, a current medium - distance average energy consumption value, and a current long - distance average energy consumption value according to the current cumulative trip; and determine a historical medium - distance average energy consumption value according to the historical cumulative trip;

[0177] A correction factor determination module 803, configured to determine a driving range correction factor based on the basic average energy consumption value, the current medium - distance average energy consumption value, and the historical medium - distance average energy consumption value;

[0178] A driving range determination module 804, configured to determine a current displayed driving range of the hybrid vehicle based on the basic average energy consumption value, the current short - distance average energy consumption value, the current long - distance average energy consumption value, and the driving range correction factor, and display the current displayed driving range.

[0179] In some embodiments, the above - mentioned correction factor determination module 803 includes:

[0180] A first coefficient determination unit, configured to determine a first average energy consumption jump coefficient according to the current medium - distance average energy consumption value and the basic average energy consumption value;

[0181] A second coefficient determination unit, configured to determine a second average energy consumption jump coefficient according to the historical medium - distance average energy consumption value and the basic average energy consumption value;

[0182] A correction factor determination unit, configured to determine a driving range correction factor based on the first average energy consumption jump coefficient and the second average energy consumption jump coefficient.

[0183] In some embodiments, the above - mentioned correction factor determination unit includes:

[0184] A fuzzy processing component, configured to perform fuzzy processing on the first average energy consumption jump coefficient to obtain a first fuzzy input variable, and perform fuzzy processing on the second average energy consumption jump coefficient to obtain a second fuzzy input variable;

[0185] A determination component, configured to determine a fuzzy output variable based on the first fuzzy input variable, the second fuzzy input variable, and a preset fuzzy rule;

[0186] A defuzzification component, configured to perform defuzzification processing on the fuzzy output variable to obtain a driving range correction factor.

[0187] In some embodiments, the above-mentioned cruising range determination module 804 includes:

[0188] An actual mileage determination unit, configured to determine the current actual cruising range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, and the current long-distance average energy consumption value;

[0189] An odometer mileage determination unit, configured to determine the current odometer cruising range of the hybrid vehicle based on the current actual cruising range and the cruising range correction factor.

[0190] In some embodiments, the above-mentioned actual mileage determination unit includes:

[0191] An acquisition component, configured to acquire the current remaining fuel quantity and the fuel-electricity conversion coefficient of the hybrid vehicle;

[0192] An energy consumption determination component, configured to determine the comprehensive average energy consumption value of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, and the current long-distance average energy consumption value;

[0193] An actual mileage determination component, configured to determine the current actual cruising range of the hybrid vehicle according to the current remaining fuel quantity, the fuel-electricity conversion coefficient, and the comprehensive average energy consumption value.

[0194] In some embodiments, the above-mentioned odometer mileage determination unit includes:

[0195] A mileage difference determination component, configured to determine the current cruising range difference between the current actual cruising range of the hybrid vehicle in the current cycle and the historical odometer cruising range in the previous cycle;

[0196] An output component, configured to output energy consumption deviation prompt information if the current cruising range difference is less than the first preset difference threshold or greater than the second preset difference threshold, where the first preset difference threshold is less than the second preset difference threshold.

[0197] In some embodiments, the above-mentioned energy consumption determination module 802 includes an energy consumption determination unit, and the energy consumption determination unit is configured to: determine the current short-distance average energy consumption value according to the current cumulative travel distance.

[0198] The energy consumption determination unit may be specifically configured to:

[0199] Determine the number of short-distance trips of the hybrid vehicle in the current cumulative travel distance according to the current cumulative travel distance and the preset short-distance instantaneous travel distance;

[0200] Determine the short-distance instantaneous energy consumption value corresponding to each short-distance instantaneous travel distance of the hybrid vehicle in the current cumulative travel distance;

[0201] If the number of short-distance trips is less than the preset number threshold, determine the current short-distance average energy consumption value based on each short-distance instantaneous energy consumption value and the basic average energy consumption value in the current cumulative trip of the hybrid vehicle;

[0202] If the number of short-distance trips is equal to or greater than the preset number threshold, determine the current short-distance average energy consumption value based on each short-distance instantaneous energy consumption value in the current cumulative trip of the hybrid vehicle.

[0203] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The order of execution of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0204] Figure 9 is a schematic diagram of the electronic device 900 provided by the embodiment of the present application. As Figure 9 shown, the electronic device 900 of this embodiment includes: a processor 901, a memory 902, and a computer program 903 stored in the memory 902 and executable on the processor 901. When the processor 901 executes the computer program 903, the steps in the above various method embodiments are implemented. Alternatively, when the processor 901 executes the computer program 903, the functions of each module / unit in the above various device embodiments are implemented.

[0205] The electronic device 900 may be a desktop computer, a notebook, a palm computer, a cloud server, and other electronic devices. The electronic device 900 may include, but is not limited to, the processor 901 and the memory 902. Those skilled in the art can understand that Figure 9 merely examples of the electronic device 900, do not constitute a limitation to the electronic device 900, and may include more or fewer components than those shown in the figure, or different components.

[0206] The processor 901 may be a central processing unit (CPU), or may be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0207] The memory 902 can be an internal storage unit of the electronic device 900, for example, the hard disk or memory of the electronic device 900. The memory 902 can also be an external storage device of the electronic device 900, for example, a plug-in hard disk equipped on the electronic device 900, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. The memory 902 can also include both the internal storage unit of the electronic device 900 and the external storage device. The memory 902 is used to store computer programs and other programs and data required by the electronic device.

[0208] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the above-mentioned division of each functional unit and module is used as an example. In actual applications, the above-mentioned functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiments can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0209] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, to implement all or part of the processes in the above-mentioned embodiment methods of the present application, it can also be completed by instructing relevant hardware through a computer program. The computer program can be stored in the readable storage medium. When the computer program is executed by a processor, the steps of the above-mentioned various method embodiments can be implemented. The computer program can include computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form, etc. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0210] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included within the protection scope of the present application.

Claims

1. A method for determining the cruising range of a hybrid vehicle, characterized in that: include: Determine a basic average energy consumption value of a hybrid vehicle under a global light vehicle test cycle, the current total cumulative mileage of the hybrid vehicle recorded up to the current cycle, and the historical total cumulative mileage recorded up to the previous cycle; Determine the current short-distance average energy consumption value, the current medium-distance average energy consumption value, and the current long-distance average energy consumption value according to the current total accumulated travel distance; Determine the average energy consumption value of the historical mid-distance according to the historical total accumulated travel distance; Determining a cruising range correction factor based on the basic average energy consumption value, the current medium-distance average energy consumption value, and the historical medium-distance average energy consumption value; Based on the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value and the cruising range correction factor, the current displayed cruising range of the hybrid vehicle is determined, and the current displayed cruising range is displayed.

2. The method according to claim 1, characterized in that Based on the basic average energy consumption value, the current medium-distance average energy consumption value and the historical medium-distance average energy consumption value, a cruising range correction factor is determined, including: Determining a first average energy consumption jump coefficient according to the current mid-range average energy consumption value and the basic average energy consumption value; Determining a second average energy consumption jump coefficient according to the historical mid-distance average energy consumption value and the basic average energy consumption value; A cruising range correction factor is determined based on the first average energy consumption jump coefficient and the second average energy consumption jump coefficient.

3. The method according to claim 2, characterized in that Determining a cruising range correction factor based on the first average energy consumption jump coefficient and the second average energy consumption jump coefficient includes: Performing fuzzy processing on the first average energy consumption jump coefficient to obtain a first fuzzy input variable, and performing fuzzy processing on the second average energy consumption jump coefficient to obtain a second fuzzy input variable; Determining a fuzzy output variable based on the first fuzzy input variable, the second fuzzy input variable and a preset fuzzy rule; The fuzzy output variable is defuzzified to obtain a cruising range correction factor.

4. The method according to claim 1, characterized in that: Determining a current displayed cruising range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value, and the cruising range correction factor includes: Determining a current actual cruising range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, and the current long-distance average energy consumption value; Based on the current actual cruising range and the cruising range correction factor, a current displayed cruising range of the hybrid vehicle is determined.

5. The method according to claim 4, characterized in that Determining a current real cruising range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, and the current long-distance average energy consumption value includes: Obtaining a current remaining fuel amount and a fuel-to-electricity conversion coefficient of the hybrid vehicle; Determining a comprehensive average energy consumption value of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, and the current long-distance average energy consumption value; The current actual cruising range of the hybrid vehicle is determined according to the current remaining fuel amount, the fuel-to-electricity conversion coefficient and the comprehensive average energy consumption value.

6. The method according to claim 4 or 5, characterized in that: Determining a current displayed cruising range of the hybrid vehicle based on the current actual cruising range and the cruising range correction factor includes: Determine a current cruising range difference between a current real cruising range of the hybrid vehicle in a current cycle and a historical displayed cruising range in a previous cycle; If the current cruising range difference is less than a first preset difference threshold or greater than a second preset difference threshold, energy consumption deviation prompt information is output, wherein the first preset difference threshold is less than the second preset difference threshold.

7. The method according to claim 1, characterized in that Determine the current short-distance average energy consumption value according to the current total accumulated travel distance, including: Determining the number of short-distance driving times of the hybrid vehicle in the current total accumulated travel according to the current total accumulated travel and the preset short-distance instantaneous travel; Determining a short-distance instantaneous energy consumption value corresponding to each short-distance instantaneous trip of the hybrid vehicle in the current total accumulated trip; If the number of short-distance driving times is less than a preset number threshold, determining a current short-distance average energy consumption value according to each short-distance instantaneous energy consumption value and a basic average energy consumption value in the current total accumulated travel of the hybrid vehicle; If the number of short-distance driving times is equal to or greater than a preset number threshold, the current short-distance average energy consumption value is determined according to each short-distance instantaneous energy consumption value of the hybrid vehicle in the current total accumulated travel.

8. A device for determining the cruising range of a hybrid vehicle, characterized in that: include: a travel determination module configured to determine a basic average energy consumption value of a hybrid vehicle under a global light vehicle test cycle, based on a current total cumulative travel of the hybrid vehicle recorded up to a current cycle and a historical total cumulative travel recorded up to a previous cycle; an energy consumption determination module, configured to determine a current short-distance average energy consumption value, a current medium-distance average energy consumption value, and a current long-distance average energy consumption value according to the current total accumulated travel; Determine the average energy consumption value of the historical mid-distance according to the historical total accumulated travel distance; a correction factor determination module configured to determine a cruising range correction factor based on the basic average energy consumption value, the current medium-distance average energy consumption value, and the historical medium-distance average energy consumption value; The cruising range determination module is configured to determine the current displayed cruising range of the hybrid vehicle based on the basic average energy consumption value, the current short-distance average energy consumption value, the current long-distance average energy consumption value and the cruising range correction factor, and display the current displayed cruising range.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

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

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