Vehicle driving range display method and device and vehicle-mounted equipment

Abstract

The invention relates to a vehicle driving range display method and device and vehicle-mounted equipment. When the vehicle starts to be charged, the first charge state of the vehicle and the displayed first driving mileage are obtained, the target charge state of the vehicle is determined based on the charging strategy information of the vehicle, and the target driving mileage of the vehicle is determined according to the target charge state and the whole vehicle average energy consumption. And determining a first mileage adjustment value according to the target driving mileage, the first driving mileage, the target charge state and the first charge state, thereby correcting and displaying the first driving mileage according to the first mileage adjustment value in the vehicle charging process. The driving mileage is corrected and displayed in real time, so that the display accuracy of the driving mileage is improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly to a method and device for displaying the remaining driving range of a vehicle, and an in-vehicle device. Background Art

[0002] The remaining driving range of a vehicle refers to the expected driving mileage of the vehicle calculated under the current state of the vehicle, which is used to guide the vehicle owner to charge or arrange a driving plan.

[0003] In traditional technologies, new energy pure electric vehicles generally calculate and display the remaining driving range based on the battery pack power and a fixed energy consumption when not charging. To improve the accuracy of the remaining driving range, the true remaining driving range is generally calculated when the battery is fully charged and the displayed remaining driving range is corrected.

[0004] However, the traditional method of only correcting the displayed remaining driving range when the battery is fully charged is likely to result in a large error between the displayed remaining driving range and the actual value. Especially in the case of multiple small charging operations, the display accuracy of the remaining driving range is low. Summary of the Invention

[0005] Based on this, in view of the above technical problems, it is necessary to provide a method and device for displaying the remaining driving range of a vehicle, an in-vehicle device, a computer-readable storage medium, and a computer program product that can improve the display accuracy of the remaining driving range.

[0006] In a first aspect, this application provides a method for displaying the remaining driving range of a vehicle, the method including:

[0007] When the vehicle starts charging, obtain the first state of charge and the first displayed remaining driving range of the vehicle;

[0008] Determine the target state of charge of the vehicle based on the charging strategy information of the vehicle;

[0009] Determine the target remaining driving range of the vehicle according to the target state of charge and the average vehicle energy consumption, where the average vehicle energy consumption is determined based on the historical energy consumption of the vehicle;

[0010] Determine a first mileage adjustment value according to the target remaining driving range, the first remaining driving range, the target state of charge, and the first state of charge;

[0011] During the charging process of the vehicle, correct and display the first remaining driving range according to the first mileage adjustment value.

[0012] In one embodiment, the determining the target state of charge of the vehicle based on the charging strategy information of the vehicle includes:

[0013] When it is recognized that the charging method of the vehicle is the pre-charging method and the configured target charging information is obtained, determine the target state of charge of the vehicle based on the target charging information;

[0014] When it is recognized that the charging method of the vehicle is the pre-charging method and the configured target charging information is not obtained, determine the target state of charge of the vehicle according to the full charge capacity of the vehicle.

[0015] In one embodiment, the determining the target state of charge of the vehicle based on the charging strategy information of the vehicle includes:

[0016] When it is recognized that the charging method of the vehicle is the post-charging method and the configured target charging information is obtained, obtain the estimated rechargeable power based on the remaining charging resources and the average consumption resources;

[0017] Determine the target state of charge of the vehicle according to the estimated rechargeable power, the target charging information, and the first state of charge.

[0018] In one embodiment, the determining the target state of charge of the vehicle according to the estimated rechargeable power, the target charging information, and the first state of charge includes:

[0019] Obtain the state of charge difference according to the target charging information and the first state of charge;

[0020] Determine the power to be charged based on the state of charge difference and the rated capacity of the vehicle's battery;

[0021] When the estimated rechargeable power is greater than or equal to the power to be charged, determine the target state of charge of the vehicle based on the target charging information.

[0022] In one embodiment, the method further includes:

[0023] When the estimated rechargeable power is less than the power to be charged, determine the charging power and the power consumption of this charge;

[0024] Obtain the target rechargeable power based on the estimated rechargeable power, the charging power, and the power consumption;

[0025] Determine the target state of charge of the vehicle based on the target rechargeable power, the battery rated capacity, and the first state of charge.

[0026] In one embodiment, the method further includes:

[0027] When it is recognized that the charging method of the vehicle is the post-charging method and the configured target charging information is not obtained, the full charge of the vehicle is used as the target charging information.

[0028] In one embodiment, the method further includes:

[0029] Obtaining a first average energy consumption corresponding to the vehicle model based on user big data;

[0030] Obtaining a plurality of second average energy consumptions of the vehicle within a plurality of different mileage ranges recently;

[0031] Performing weighted processing on the first average energy consumption and the plurality of second average energy consumptions to obtain the overall vehicle average energy consumption.

[0032] In one embodiment, the performing weighted processing on the first average energy consumption and the plurality of second average energy consumptions to obtain the overall vehicle average energy consumption includes:

[0033] Determining a first weighting coefficient of the first average energy consumption;

[0034] Determining second weighting coefficients respectively corresponding to the plurality of second average energy consumptions according to at least one of the time interval between the last two charges of the vehicle and the driving mileage of the vehicle within the time interval; the first weighting coefficient is greater than the second weighting coefficient;

[0035] Performing weighted processing based on the first average energy consumption and the corresponding first weighting coefficient, and the plurality of second average energy consumptions and the respectively corresponding second weighting coefficients to obtain the overall vehicle average energy consumption.

[0036] In one embodiment, the plurality of different mileage ranges at least include a first mileage range and a second mileage range, and the first mileage range is less than the second mileage range;

[0037] The determining second weighting coefficients respectively corresponding to the plurality of second average energy consumptions according to at least one of the time interval between the last two charges of the vehicle and the driving mileage of the vehicle within the time interval includes:

[0038] When it is determined that the time interval between the last two charges of the vehicle is less than a preset duration threshold, determining that the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the first mileage range is greater than the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range;

[0039] When it is determined that the time interval between the vehicle's last two charges is greater than or equal to a preset duration threshold and the driving mileage is less than a preset mileage threshold, it is determined that the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the first mileage range is greater than the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range;

[0040] When it is determined that the time interval between the vehicle's last two charges is greater than or equal to a preset duration threshold and the driving mileage is greater than or equal to a preset mileage threshold, it is determined that the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the first mileage range is less than the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range.

[0041] In one embodiment, the obtaining of the multiple second average energy consumptions of the vehicle within multiple different mileage ranges includes:

[0042] Obtain the instantaneous output power of the vehicle's battery, and obtain the energy consumption according to the integration of the instantaneous output power of the battery;

[0043] Obtain the vehicle speed, and obtain the driving distance of the vehicle according to the integration of the vehicle speed;

[0044] Obtain the energy consumption at different mileage ranges of the driving distance as the cumulative energy consumption corresponding to the mileage range, and determine the second average energy consumption corresponding to the mileage range according to the cumulative energy consumption.

[0045] In one embodiment, the determining of the first mileage adjustment value according to the target cruising range, the first cruising range, the target state of charge, and the first state of charge includes:

[0046] Obtain the state of charge difference between the target state of charge and the first state of charge;

[0047] Obtain the mileage difference between the target cruising range and the first cruising range;

[0048] According to the mileage difference and the state of charge difference, determine the first mileage adjustment value of the first cruising range when the first state of charge changes by a preset gradient.

[0049] In one embodiment, the method further includes:

[0050] When the vehicle finishes charging, obtain the second state of charge of the vehicle and the displayed second cruising range;

[0051] According to the second state of charge and the second cruising range, determine the second mileage adjustment value of the second cruising range when the second state of charge changes by a preset gradient;

[0052] During the driving of the vehicle, correct the second remaining driving range according to the second mileage adjustment value and display it.

[0053] In a second aspect, the present application further provides a device for displaying the remaining driving range of a vehicle, the device comprising:

[0054] A data acquisition module, configured to acquire the first state of charge and the first remaining driving range displayed by the vehicle when the vehicle starts charging;

[0055] A target determination module, configured to determine the target state of charge of the vehicle based on the charging strategy information of the vehicle; determine the target remaining driving range of the vehicle according to the target state of charge and the average energy consumption of the whole vehicle, and the average energy consumption of the whole vehicle is determined according to the historical energy consumption of the vehicle;

[0056] An adjustment value determination module, configured to determine a first mileage adjustment value according to the target remaining driving range, the first remaining driving range, the target state of charge, and the first state of charge;

[0057] A display correction module, configured to correct the first remaining driving range according to the first mileage adjustment value and display it during the charging process of the vehicle.

[0058] In a third aspect, the present application further provides an in-vehicle device, comprising a memory and a processor, where the memory stores a computer program, and when the processor executes the computer program, the steps of the above method are implemented.

[0059] In a fourth aspect, the present application further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0060] In a fifth aspect, the present application further provides a computer program product, comprising a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0061] The above vehicle remaining driving range display method, device, in-vehicle device, computer-readable storage medium, and computer program product obtain the first state of charge and the first remaining driving range displayed by the vehicle when the vehicle starts charging, and determine the target state of charge of the vehicle based on the charging strategy information of the vehicle, determine the target remaining driving range of the vehicle according to the target state of charge and the average energy consumption of the whole vehicle, and determine the first mileage adjustment value according to the target remaining driving range, the first remaining driving range, the target state of charge, and the first state of charge, so as to correct and display the first remaining driving range according to the first mileage adjustment value during the charging process of the vehicle. To achieve real-time correction and display of the remaining driving range, thereby improving the display accuracy of the remaining driving range. Description of the Drawings

[0062] To more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following will briefly introduce the drawings required for use in the description of the embodiments of the present application or related technologies. Obviously, the drawings described below are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0063] Figure 1 It is a schematic flowchart of a method for displaying the cruising range of a vehicle in an embodiment;

[0064] Figure 2 It is a schematic flowchart of the steps for determining the first mileage adjustment value in an embodiment;

[0065] Figure 3 It is a schematic flowchart of the steps for determining the target state of charge in an embodiment;

[0066] Figure 4 It is a schematic flowchart of the steps for determining the average energy consumption of the whole vehicle in an embodiment;

[0067] Figure 5 It is a schematic flowchart of a method for displaying the cruising range of a vehicle in another embodiment;

[0068] Figure 6 It is a structural block diagram of a device for displaying the cruising range of a vehicle in an embodiment;

[0069] Figure 7 It is an internal structure diagram of an in-vehicle device in an embodiment. Detailed implementation manners

[0070] In order to make the purpose, technical solutions and advantages of the present application more clear and understandable, the following further details the present application in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0071] In traditional technologies, the method of only correcting the displayed cruising range when the battery is fully charged is likely to result in a large error between the displayed cruising range and the actual situation, especially in the case of multiple small charging operations (such as the situation of multiple small charging operations during a user's long-distance trip, the situation where the user sets the charging to end at 90%-95% to protect the battery, the situation of frequent small charging operations for range-extended vehicles, etc.), making the display accuracy of the cruising range relatively low. As a result, users cannot accurately judge the cruising range, and even the problem that the remaining power cannot ensure the vehicle reaches the destination may occur, which not only reduces the practicality and applicability of the vehicle, but also reduces the user experience.

[0072] Based on this, the present application provides a method for displaying the remaining driving range of a vehicle. When the vehicle starts charging, the first state of charge (SOC) of the vehicle and the first displayed remaining driving range are obtained; the target SOC of the vehicle is determined based on the charging strategy information of the vehicle; the target remaining driving range of the vehicle is determined according to the target SOC and the average energy consumption of the whole vehicle, where the average energy consumption of the whole vehicle is determined based on the historical energy consumption of the vehicle; the first mileage adjustment value is determined according to the target remaining driving range, the first remaining driving range, the target SOC, and the first SOC; thus, during the charging process of the vehicle, the first remaining driving range is corrected and displayed according to the first mileage adjustment value. To achieve real-time correction and display of the remaining driving range, not only the display accuracy of the remaining driving range is improved, but also the practicability and applicability of the vehicle are enhanced to adapt to the user's driving and charging habits and improve the user experience.

[0073] In one embodiment, as Figure 1 shown, a method for displaying the remaining driving range of a vehicle is provided. In this embodiment, this method is exemplified by being applied to an in-vehicle device. In this embodiment, the method may include the following steps:

[0074] Step 102, when the vehicle starts charging, obtain the first SOC of the vehicle and the first displayed remaining driving range.

[0075] Wherein, the vehicle may be a pure electric vehicle. The first SOC and the first remaining driving range correspond to the state information at the moment when the vehicle starts charging. Specifically, the first remaining driving range is the maximum distance that the vehicle can travel as displayed at the moment when the vehicle starts charging. The first SOC is the SOC at the moment when the vehicle starts charging. SOC is also referred to as the state of remaining power and is usually expressed as the ratio of the remaining battery power to the total battery capacity. When the SOC is 100%, it means the battery is fully charged; when the SOC is 0, it means the battery is fully discharged.

[0076] In this embodiment, when the vehicle starts charging, the first SOC of the vehicle at the current moment and the first displayed remaining driving range are obtained, and then the first displayed remaining driving range is corrected in real time based on the subsequent steps to improve the display accuracy of the remaining driving range.

[0077] Step 104, determine the target SOC of the vehicle based on the charging strategy information of the vehicle.

[0078] Among them, the charging strategy information may be the charging plan information for this charging, including but not limited to charging methods, charging targets, etc. The target state of charge is the estimated state of charge that the vehicle battery can reach after charging the vehicle battery based on the charging strategy information. For example, if the SOC when the vehicle starts charging is 20%, and it is estimated that the SOC can reach 80% after charging the vehicle battery based on the charging strategy information, then 80% is the target state of charge, and 20% is the first state of charge.

[0079] Step 106: Determine the target cruising range of the vehicle according to the target state of charge and the average energy consumption of the whole vehicle.

[0080] Among them, the average energy consumption of the whole vehicle can be determined according to the historical energy consumption of the vehicle. The historical energy consumption of the vehicle can be calculated in real time according to the user big data of the corresponding vehicle model of the vehicle and the recent driving mileage and the consumed power, and is related to various factors such as the driving habits of the user, road conditions, and the vehicle itself.

[0081] The target cruising range refers to the maximum distance that the vehicle can travel based on the average energy consumption of the whole vehicle under the target state of charge. In this embodiment, the target cruising range of the vehicle can be determined according to the target state of charge and the average energy consumption of the whole vehicle. For example, the quotient between the target state of charge and the average energy consumption of the vehicle can be calculated to obtain the target cruising range of the vehicle.

[0082] Step 108: Determine the first mileage adjustment value according to the target cruising range, the first cruising range, the target state of charge, and the first state of charge.

[0083] Among them, the first mileage adjustment value is used to correct the displayed cruising range in real time during the vehicle charging process. Specifically, the first mileage adjustment value can be determined by calculation according to the obtained target cruising range, the first cruising range, the target state of charge, and the first state of charge.

[0084] Step 110: During the vehicle charging process, correct the first cruising range according to the first mileage adjustment value and display it.

[0085] Specifically, during the vehicle charging process, as the first state of charge of the vehicle increases, the first cruising range of the vehicle can be corrected according to the first mileage adjustment value and displayed, so as to realize the real-time correction of the cruising range displayed by the vehicle during the vehicle charging process and improve the display accuracy of the cruising range.

[0086] In the above method for displaying the remaining driving range of a vehicle, when the vehicle starts charging, the first state of charge of the vehicle and the first remaining driving range displayed are obtained, the target state of charge of the vehicle is determined based on the charging strategy information of the vehicle, the target remaining driving range of the vehicle is determined according to the target state of charge and the average energy consumption of the whole vehicle, and the first mileage adjustment value is determined according to the target remaining driving range, the first remaining driving range, the target state of charge and the first state of charge. Thus, during the charging process of the vehicle, the first remaining driving range is corrected and displayed according to the first mileage adjustment value, so as to realize the real-time correction and display of the remaining driving range, thereby improving the display accuracy of the remaining driving range.

[0087] In an exemplary embodiment, as Figure 2 shown, in step 108, according to the target remaining driving range, the first remaining driving range, the target state of charge and the first state of charge, determining the first mileage adjustment value may specifically include:

[0088] Step 202, obtaining the state of charge difference between the target state of charge and the first state of charge.

[0089] Wherein, the state of charge difference is used to characterize the increased value of the state of charge of the vehicle battery from the start time of charging to after charging the vehicle battery based on the charging strategy information. For example, if the first state of charge of the vehicle battery obtained at the start time of charging is k1, and the target state of charge of the vehicle battery determined based on the charging strategy information is k2, then the state of charge difference L=(k2 - k1).

[0090] Step 204, obtaining the mileage difference between the target remaining driving range and the first remaining driving range.

[0091] Wherein, the mileage difference is used to characterize the increased value of the remaining driving range of the vehicle from the start time of charging to after charging the vehicle battery based on the charging strategy information. For example, if the first state of charge of the vehicle battery obtained at the start time of charging is k1, the corresponding first remaining driving range displayed is h1, the target state of charge of the vehicle battery determined based on the charging strategy information is k2, and the corresponding target remaining driving range determined is h2, then the mileage difference J=(h2 - h1).

[0092] Step 206, according to the mileage difference and the state of charge difference, when determining the preset gradient of the change of the first state of charge, determining the first mileage adjustment value of the first remaining driving range.

[0093] Wherein, the preset gradient can be a preset fixed gradient value. The smaller the gradient value is set, the more gradient numbers there are, the more times the remaining driving range is corrected accordingly, and the smaller the correction mutation is; the larger the gradient value is set, the fewer gradient numbers there are, the fewer times the remaining driving range is corrected accordingly, and the larger the correction mutation is. Based on this, the size of the preset gradient can be set according to the actual scenario, and this embodiment does not limit this.

[0094] The first mileage adjustment value corresponds to a preset gradient and is used to correct the displayed cruising range when the first state of charge rises by the preset gradient during the vehicle charging process.

[0095] Exemplarily, the preset gradient can be determined based on the state of charge. Taking the current state of charge difference of 60% as an example, if the preset gradient is 0.1%, then during the charging process, the displayed cruising range needs to be corrected once when the SOC rises by 0.1%. That is, based on the current state of charge difference, it is expected to be adjusted 600 times to eliminate the corresponding mileage difference.

[0096] In this embodiment, the first mileage adjustment value of the first cruising range can be determined according to the mileage difference and the state of charge difference when the first state of charge changes by the preset gradient. For example, taking the current state of charge difference as L, the preset gradient as 0.1%, and the mileage difference as J, then the first mileage adjustment value M = J / (L × 10). During the vehicle charging process, the displayed first cruising range rises as the vehicle's SOC rises. That is, when the vehicle's SCO rises by the preset gradient such as 0.1%, the displayed cruising range rises by M, thereby realizing real-time correction of the displayed cruising range and improving the accuracy of the displayed cruising range.

[0097] In an exemplary embodiment, in step 104, determining the target state of charge of the vehicle based on the vehicle's charging strategy information may specifically include: when it is recognized that the vehicle's charging method is the pre-charging method and the configured target charging information is obtained, determining the target state of charge of the vehicle based on the target charging information. Among them, the pre-charging method may be a method of charging first and paying later. The target charging information may be the target charging power, the target charging duration, or the target charging amount, etc.

[0098] Exemplarily, taking the target charging information as the target charging power, that is, the power that this charging hopes to reach. Then, when it is recognized that the vehicle's charging method is the pre-charging method and the configured target charging power is obtained, the target state of charge of the vehicle can be determined based on the target charging power.

[0099] Exemplarily, taking the target charging information as the target charging duration. Then, when it is recognized that the vehicle's charging method is the pre-charging method and the configured target charging duration is obtained, the current chargeable power can be calculated based on the target charging duration and the current charging power, and then the target state of charge of the vehicle can be determined. For example, if the target charging duration is t1 and the current charging power is u1, then the current chargeable power X = u1 × t1. If the rated capacity of the vehicle's battery is Z and the first state of charge of the vehicle battery obtained at the start of charging is k1, then the vehicle's target state of charge k2 = (k1 + X / Z).

[0100] In a scenario, when it is recognized that the charging mode of the vehicle is the pre-charging mode but the configured target charging information is not obtained, the target state of charge of the vehicle can be determined according to the full charge of the vehicle. For example, the SOC of the vehicle when it is fully charged can be used as the target state of charge of the vehicle, that is, the target charging information is defaulted to the full charge of the vehicle at this time.

[0101] In one embodiment, if it is recognized that the charging mode of the vehicle is the post-charging mode, it can further be recognized whether the vehicle is configured with target charging information. If it is recognized that the target charging information is configured for this charging, the target state of charge of the vehicle is determined based on the following steps. If it is recognized that the target charging information is not configured for this charging, the full charge of the vehicle is used as the target charging information, and the target state of charge of the vehicle is determined based on the following steps.

[0102] In an exemplary embodiment, as Figure 3 shown, in step 104, determining the target state of charge of the vehicle based on the charging strategy information of the vehicle may specifically further include:

[0103] Step 302, when it is recognized that the charging mode of the vehicle is the post-charging mode and the configured target charging information is obtained, based on the remaining charging resources and the average consumption resources, obtain the estimated rechargeable power.

[0104] Among them, the post-charging mode may be a mode of prepaying first and then charging. The remaining charging resources may be the available resources for this charging. For example, it may be the balance of the digital wallet associated with the charging, or the account balance of the user's corresponding charging account, etc. The average consumption resources may be the resource consumption per unit quantity during the charging process. For example, it may be the charging cost per unit of electricity, or the charging cost per unit of time, etc. The estimated rechargeable power may be the estimated power that can be increased during this charging process based on the remaining charging resources and the average consumption resources.

[0105] Exemplarily, if it is recognized that the charging mode of the vehicle is the post-charging mode, in this embodiment, taking the charging cost C per unit of electricity as the average consumption resource, if the current remaining charging resource P is obtained, the estimated rechargeable power Q = P / C can be determined.

[0106] Step 304, according to the estimated rechargeable power, the target charging information, and the first state of charge, determine the target state of charge of the vehicle.

[0107] Since the target state of charge is the state of charge that the vehicle battery can reach after being charged based on the charging strategy information. In this embodiment, when it is recognized that the target charging information is configured during this charging, the target state of charge of the vehicle can be determined according to the estimated rechargeable power, the target charging information, and the first state of charge obtained above.

[0108] In an exemplary embodiment, the state of charge difference can be obtained according to the target charging information and the first state of charge; and the charge to be charged can be determined based on the state of charge difference and the rated capacity of the vehicle battery; and when the estimated rechargeable power is greater than or equal to the charge to be charged, the target state of charge of the vehicle can be determined based on the target charging information. Among them, the charge to be charged is the charge that is desired to be charged during this charging process determined based on the current state of the vehicle and the target charging information.

[0109] Exemplarily, if it is recognized that the target charging information is configured during this charging, in this embodiment, taking the configured target charging information as the target charging power R (such as the power desired to be reached during this charging) as an example, the state of charge difference can be obtained by calculation based on the target charging power R and the first state of charge k1 of the vehicle obtained during charging. For example, based on the target charging power R and the rated capacity Z of the battery, the state of charge k at the target charging power R can be calculated as k = R / Z × 100%, then the state of charge difference S = (k - k1). And the charge to be charged T is determined based on the state of charge difference S and the rated capacity Z of the battery, that is, T = Z × S.

[0110] Furthermore, the target state of charge of the vehicle can be determined based on the magnitude relationship between the estimated rechargeable power Q and the charge to be charged T. Specifically, when it is determined that the estimated rechargeable power Q is greater than or equal to the charge to be charged T, it means that the remaining charging resources can meet the charging requirements of this time. Therefore, the target state of charge of the vehicle can be determined based on the target charging information. For example, if the target charging information is the target charging power R, the calculated state of charge k at the target charging power R is determined as the target state of charge of the vehicle.

[0111] In one scenario, when the estimated rechargeable power Q is less than the charge to be charged T, the charging power and the power consumption of this charging are further obtained. Among them, the charging power can be determined based on the real-time charging current and voltage, and the power consumption can be determined based on the discharge current and voltage of the vehicle. And based on the estimated rechargeable power, the charging power, and the power consumption, the target rechargeable power is obtained, where the target rechargeable power is the actual power that can be increased during this charging process determined based on the remaining charging resources and the average consumed resources, and combined with the charging state information of the vehicle. Furthermore, the target state of charge of the vehicle is determined based on the target rechargeable power, the rated capacity of the battery, and the first state of charge.

[0112] Exemplarily, if the estimated rechargeable power Q is less than the power to be charged T, it indicates that the remaining charging resources cannot meet the current charging demand. Therefore, the target rechargeable power can be further determined to calculate the target state of charge of the vehicle. For example, if the charging power for this charging is U and the power consumption is V, the rechargeable time W = Q / (U - V) can be calculated based on the estimated rechargeable power Q, and the target rechargeable power X = U × W can be determined from the rechargeable time W and the charging power U. If the rated capacity of the battery is Z and the first state of charge obtained during charging is k1, then the target state of charge of the vehicle at this time is (k1 + X / Z).

[0113] It can be understood that if it is recognized that the target charging information is not configured during this charging, the full charge power of the vehicle can be used as the target charging information, and the target state of charge of the vehicle can be determined based on the calculation in step 304 above.

[0114] The above embodiments determine the target state of charge of the vehicle based on charging strategies such as the charging method and the target charging information set by the user, that is, determine the state of charge SOC when each driving range correction is completed, so as to be able to perform driving range correction during each charging process (such as when charging ends at any time, in the case of multiple small-scale chargings, etc.), ensuring the accuracy of the driving range display during subsequent driving.

[0115] In an exemplary embodiment, as Figure 4 shown, the average vehicle energy consumption in step 106 can be determined based on the following steps:

[0116] Step 402, obtain the first average energy consumption of the vehicle model corresponding to the vehicle based on user big data.

[0117] Among them, user big data refers to the driving data of relevant users of the vehicle model corresponding to the current vehicle. For example, it can include the total driving mileage and total energy consumption of each relevant user driving the vehicle of the corresponding model. Exemplarily, the driving data of each relevant user of the vehicle model corresponding to the current vehicle can be obtained based on the vehicle networking.

[0118] The first average energy consumption is used to characterize the historical average energy consumption per unit mileage when each relevant user drives this model, and it can be statistically calculated based on user big data. For example, the average energy consumption of each relevant user (average energy consumption = total energy consumption / total driving mileage) can be calculated based on the obtained total driving mileage and total energy consumption of each relevant user, and then the first average energy consumption of the corresponding vehicle model can be calculated based on the average energy consumption of each relevant user and the number of relevant users. For example, by summing up the average energy consumption of each relevant user and then averaging, the first average energy consumption of the corresponding vehicle model is obtained.

[0119] In this embodiment, by analyzing the driving data of a large number of users of the corresponding vehicle models, a real driving condition curve of the users can be constructed, so as to more accurately reflect the actual energy consumption of the vehicle.

[0120] Step 404, obtain multiple second average energy consumptions of the vehicle within multiple different mileage ranges recently.

[0121] Among them, the different mileage ranges can be different mileage lengths. The second average energy consumption refers to the average energy consumption per unit mileage of the current vehicle within the corresponding mileage range.

[0122] Exemplarily, taking two mileage ranges, namely the first mileage range and the second mileage range, as an example, where the first mileage range is less than the second mileage range. For example, if the first mileage range is the 100 km that the vehicle has recently traveled, and the second mileage range is the 500 km that the vehicle has recently traveled, then the second average energy consumption includes the average energy consumption A1 of the vehicle within the recently traveled 100 km and the average energy consumption A2 of the vehicle within the recently traveled 500 km.

[0123] In one embodiment, the second average energy consumption within any of the above mileage ranges can be obtained based on the following method:

[0124] The instantaneous output power of the vehicle's battery can be obtained, and by integrating the instantaneous output power of the battery, the energy consumption of the vehicle within a certain period of time can be obtained. And the vehicle speed is obtained, and by integrating the vehicle speed, the driving distance of the vehicle can be obtained. Then, the energy consumption when the driving distance is within any mileage range (such as 100 km or 500 km, etc.) is used as the cumulative energy consumption of the corresponding mileage range, and further, the second average energy consumption of the corresponding mileage range is determined according to the cumulative energy consumption.

[0125] Step 406, perform weighted processing on the first average energy consumption and multiple second average energy consumptions to obtain the overall vehicle average energy consumption.

[0126] Among them, the overall vehicle average energy consumption is a comprehensive index that reflects the energy efficiency of the vehicle during actual use. In this embodiment, by performing weighted processing on the first average energy consumption and multiple second average energy consumptions to obtain the overall vehicle average energy consumption, the accuracy of the overall vehicle average energy consumption can be improved, and the fluctuation of a single energy consumption during real-time calculation can be avoided.

[0127] In one embodiment, based on at least one of the time interval and driving mileage between the vehicle's last two charges, weighted processing can be performed on the above first average energy consumption and multiple second average energy consumptions to further improve the accuracy of the overall vehicle average energy consumption.

[0128] Specifically, a first weighting coefficient of the first average energy consumption can be determined; according to at least one of the time interval between the vehicle's last two charges and the driving mileage of the vehicle during this time interval, determine the second weighting coefficients corresponding to multiple second average energy consumptions respectively; wherein, the first weighting coefficient is greater than the second weighting coefficients, and the sum of the first weighting coefficient and each second weighting coefficient is 1. Furthermore, weighted processing can be performed based on the first average energy consumption and the corresponding first weighting coefficient, as well as multiple second average energy consumptions and the respectively corresponding second weighting coefficients, to obtain the overall vehicle average energy consumption. That is, the sum of the product of the first average energy consumption and the first weighting coefficient, and the products of multiple second average energy consumptions and the corresponding second weighting coefficients is used as the overall vehicle average energy consumption.

[0129] Exemplarily, the first weighting coefficient and multiple second weighting coefficients can be preset. In this embodiment, taking multiple second average energy consumptions including the average energy consumption A1 of the vehicle in the most recent 100 km of driving and the average energy consumption A2 of the vehicle in the most recent 500 km of driving as an example. If the first average energy consumption is A3, and the first weighting coefficient configured for it is 0.6, and the two second weighting coefficients are 0.3 and 0.1 respectively, then the weighting coefficients of the two second average energy consumptions A1 and A2 can be determined in the following way:

[0130] When it is determined that the time interval between the vehicle's last two charges is less than the preset duration threshold, it is determined that the second weighting coefficient corresponding to the second average energy consumption A1 of the vehicle within the first mileage range of 100 km is greater than the second weighting coefficient corresponding to the second average energy consumption A2 of the vehicle within the second mileage range of 500 km. That is, it can be determined that the second weighting coefficient corresponding to the second average energy consumption A1 is 0.3, and the second weighting coefficient corresponding to the second average energy consumption A2 is 0.1, then the weighting coefficient of A3 > the weighting coefficient of A1 > the weighting coefficient of A2. Among them, the preset duration threshold can be a preset charging time interval. For example, the preset duration threshold can be 12 hours.

[0131] When it is determined that the time interval between the vehicle's last two charges is greater than or equal to the preset duration threshold and the driving mileage is less than the preset mileage threshold, it is determined that the second weighting coefficient corresponding to the second average energy consumption A1 of the vehicle within the first mileage range of 100 km is greater than the second weighting coefficient corresponding to the second average energy consumption A2 of the vehicle within the second mileage range of 500 km. That is, it can be determined that the second weighting coefficient corresponding to the second average energy consumption A1 is 0.3, and the second weighting coefficient corresponding to the second average energy consumption A2 is 0.1, then the weighting coefficient of A3 > the weighting coefficient of A1 > the weighting coefficient of A2. Among them, the preset mileage threshold can be a preset mileage length, which can be determined based on the standard cruising range of the vehicle. For example, the preset mileage threshold can be 80% of the standard cruising range. The standard cruising range can be the cruising range displayed when the vehicle is fully charged.

[0132] When it is determined that the time interval between the vehicle's last two charges is greater than or equal to a preset duration threshold and the driving mileage is greater than or equal to a preset mileage threshold, it is determined that the second weighting coefficient corresponding to the second average energy consumption A1 within the first mileage range of 100 km of the vehicle is less than the second weighting coefficient corresponding to the second average energy consumption A2 within the second mileage range of 500 km. That is, it can be determined that the second weighting coefficient corresponding to the second average energy consumption A1 is 0.1, and the second weighting coefficient corresponding to the second average energy consumption A2 is 0.3. Then, the weighting coefficient of A3 > the weighting coefficient of A2 > the weighting coefficient of A1.

[0133] In the above embodiments, the weighting coefficients of the second average energy consumption in different mileage ranges are adjusted based on the time interval between the vehicle's last two charges and the driving mileage within this interval. In scenarios where the user frequently charges or charges for short-distance driving, the weighting coefficient corresponding to the average energy consumption in a smaller mileage range is increased, and the weighting coefficient corresponding to the average energy consumption in a larger mileage range is decreased; while when the user drives long distances and charges, the weighting coefficient corresponding to the average energy consumption in a larger mileage range is increased, and the weighting coefficient corresponding to the average energy consumption in a smaller mileage range is decreased. This is beneficial for reducing the instantaneous fluctuations of energy consumption in weighted calculations to match the user's driving habits, making the calculated overall vehicle average energy consumption more accurate, and further improving the accuracy of the remaining driving mileage.

[0134] It can be understood that the parameters listed in the above embodiments are only used to understand the solution of this application and do not constitute a limitation to the solution of this application.

[0135] In an exemplary embodiment, as Figure 5 shown, the above method for displaying the remaining driving mileage of a vehicle may further include the following steps:

[0136] Step 502, when the vehicle finishes charging, obtain the second state of charge and the displayed second remaining driving mileage of the vehicle.

[0137] Among them, the second state of charge and the second remaining driving mileage correspond to the state information at the moment when the vehicle finishes charging. Specifically, the second remaining driving mileage is the maximum distance that the vehicle can travel as displayed at the moment when the vehicle finishes charging. The second state of charge is the state of charge SOC at the moment when the vehicle finishes charging.

[0138] Step 504, according to the second state of charge and the second remaining driving mileage, determine the second mileage adjustment value of the second remaining driving mileage when the second state of charge changes by a preset gradient.

[0139] Among them, the preset gradient can be determined based on the state of charge. For example, if the current state of charge is 90% and the preset gradient is 0.1%, it means that the displayed remaining driving mileage needs to be corrected once every time the SOC drops by 0.1% during the vehicle's driving process.

[0140] The second mileage adjustment value is used to correct the displayed remaining mileage in real time based on the decrease in SOC during vehicle driving. Specifically, it can be determined according to the second state of charge, the second remaining mileage, and a preset gradient. Exemplarily, if the preset gradient is 0.1%, the second state of charge obtained when the vehicle ends charging is N, and the displayed second remaining mileage is I, then the second mileage adjustment value Y = I / (N × 10).

[0141] Step 506, during vehicle driving, correct the second remaining mileage according to the second mileage adjustment value and display it.

[0142] Specifically, during vehicle driving, as the second state of charge of the vehicle decreases, the second remaining mileage of the vehicle can be corrected according to the second mileage adjustment value and displayed. That is, during vehicle driving, the displayed second remaining mileage decreases as the SOC of the vehicle decreases. For example, when the SCO of the vehicle decreases by a preset gradient such as 0.1%, the displayed remaining mileage decreases by Y, thereby realizing real-time correction of the remaining mileage displayed by the vehicle during vehicle driving.

[0143] In this embodiment, the second mileage adjustment value is calculated based on the state information when the vehicle ends charging, and during vehicle driving, the displayed remaining mileage is corrected in real time according to the second mileage adjustment value based on the decrease in SOC, thereby improving the display accuracy of the remaining mileage.

[0144] It should be understood that although the steps in the flowcharts involved in the above-described embodiments are sequentially shown according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear description in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-described embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be executed alternately or alternately with at least a part of other steps or steps in other steps.

[0145] Based on the same inventive concept, an embodiment of the present application further provides a vehicle remaining mileage display device for implementing the vehicle remaining mileage display method described above. The solution provided by this device to solve the problem is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the vehicle remaining mileage display device provided below can refer to the limitations on the vehicle remaining mileage display method in the above text, and will not be repeated here.

[0146] In an exemplary embodiment, such as Figure 6As shown, a vehicle cruising range display device is provided, including: a data acquisition module 602, a target determination module 604, an adjustment value determination module 606, and a display correction module 608, where:

[0147] The data acquisition module 602 is configured to obtain the first state of charge and the first cruising range displayed by the vehicle when the vehicle starts charging;

[0148] The target determination module 604 is configured to determine the target state of charge of the vehicle based on the charging strategy information of the vehicle; determine the target cruising range of the vehicle according to the target state of charge and the average energy consumption of the whole vehicle, and the average energy consumption of the whole vehicle is determined according to the historical energy consumption of the vehicle;

[0149] The adjustment value determination module 606 is configured to determine a first mileage adjustment value according to the target cruising range, the first cruising range, the target state of charge, and the first state of charge;

[0150] The display correction module 608 is configured to correct the first cruising range according to the first mileage adjustment value and display it during the charging process of the vehicle.

[0151] In an exemplary embodiment, the target determination module is further configured to: when it is recognized that the charging method of the vehicle is the pre-charging method and the configured target charging information is obtained, determine the target state of charge of the vehicle based on the target charging information; when it is recognized that the charging method of the vehicle is the pre-charging method and the configured target charging information is not obtained, determine the target state of charge of the vehicle according to the full charge of the vehicle.

[0152] In an exemplary embodiment, the target determination module is further configured to: when it is recognized that the charging method of the vehicle is the post-charging method and the configured target charging information is obtained, obtain the estimated rechargeable power according to the remaining charging resources and the average consumption resources; determine the target state of charge of the vehicle according to the estimated rechargeable power, the target charging information, and the first state of charge.

[0153] In an exemplary embodiment, the target determination module is further configured to: obtain the difference in the state of charge according to the target charging information and the first state of charge; determine the power to be charged based on the difference in the state of charge and the rated capacity of the battery of the vehicle; when the estimated rechargeable power is greater than or equal to the power to be charged, determine the target state of charge of the vehicle based on the target charging information.

[0154] In an exemplary embodiment, the target determination module is further configured to: when the estimated rechargeable power is less than the power to be charged, determine the charging power and power consumption of this charging; based on the estimated rechargeable power, the charging power and the power consumption, obtain the target rechargeable power; based on the target rechargeable power, the rated battery capacity and the first state of charge, determine the target state of charge of the vehicle.

[0155] In an exemplary embodiment, the target determination module is further configured to: when it is recognized that the charging method of the vehicle is the post-charging method and the configured target charging information is not obtained, use the full charge of the vehicle as the target charging information.

[0156] In an exemplary embodiment, the device further includes an energy consumption acquisition module, configured to: obtain the first average energy consumption corresponding to the vehicle model based on user big data; obtain multiple second average energy consumptions of the vehicle within multiple different mileage ranges recently; perform weighted processing on the first average energy consumption and the multiple second average energy consumptions to obtain the overall vehicle average energy consumption.

[0157] In an exemplary embodiment, the energy consumption acquisition module is further configured to: determine the first weighting coefficient of the first average energy consumption; determine the second weighting coefficients corresponding to the multiple second average energy consumptions respectively according to at least one of the time interval between the last two charges of the vehicle and the driving mileage of the vehicle within the time interval; the first weighting coefficient is greater than the second weighting coefficient; perform weighted processing based on the first average energy consumption and the corresponding first weighting coefficient, and the multiple second average energy consumptions and the respectively corresponding second weighting coefficients to obtain the overall vehicle average energy consumption.

[0158] In an exemplary embodiment, the multiple different mileage ranges at least include a first mileage range and a second mileage range, and the first mileage range is less than the second mileage range; then the energy consumption acquisition module is further configured to:

[0159] When it is determined that the time interval between the last two charges of the vehicle is less than the preset duration threshold, determine that the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the first mileage range is greater than the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range;

[0160] When it is determined that the time interval between the last two charges of the vehicle is greater than or equal to the preset duration threshold and the driving mileage is less than the preset mileage threshold, determine that the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the first mileage range is greater than the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range;

[0161] When it is determined that the time interval between the last two charges of the vehicle is greater than or equal to a preset duration threshold and the driving mileage is greater than or equal to a preset mileage threshold, it is determined that the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the first mileage range is less than the second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range.

[0162] In an exemplary embodiment, the energy consumption acquisition module is further configured to: acquire the instantaneous output power of the vehicle's battery, and obtain the energy consumption according to the integration of the instantaneous output power of the battery; acquire the vehicle speed, and obtain the driving distance of the vehicle according to the integration of the vehicle speed; acquire the energy consumption when the driving distance is within different mileage ranges as the cumulative energy consumption corresponding to the mileage ranges, and determine the second average energy consumption corresponding to the mileage ranges according to the cumulative energy consumption.

[0163] In an exemplary embodiment, the adjustment value determination module is further configured to: acquire the state-of-charge difference between the target state of charge and the first state of charge; acquire the mileage difference between the target cruising range and the first cruising range; and determine the first mileage adjustment value of the first cruising range when the first state of charge changes by a preset gradient according to the mileage difference and the state-of-charge difference.

[0164] In an exemplary embodiment, the adjustment value determination module is further configured to: when the vehicle finishes charging, acquire the second state of charge and the displayed second cruising range of the vehicle; determine the second mileage adjustment value of the second cruising range when the second state of charge changes by a preset gradient according to the second state of charge and the second cruising range; and the display correction module is further configured to: during the driving process of the vehicle, correct and display the second cruising range according to the second mileage adjustment value.

[0165] In the above exemplary embodiment, each module in the device can be implemented in whole or in part by software, hardware, and their combination. Each of the above modules can be embedded in the processor in the computer device in the form of hardware or be independent of it, or can be stored in the memory in the computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0166] In an exemplary embodiment, a vehicle-mounted device is provided, and its internal structure diagram can be as Figure 7As shown in the figure. The in-vehicle device includes a processor, a memory, an input / output interface, a communication interface, a display unit, and an input device. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface, the display unit, and the input device are connected to the system bus through the input / output interface. Among them, the processor of the in-vehicle device is used to provide computing and control capabilities. The memory of the in-vehicle device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the in-vehicle device is used to exchange information between the processor and external devices. The communication interface of the in-vehicle device is used to communicate with an external terminal in a wired or wireless manner. The wireless manner can be implemented through WIFI, a mobile cellular network, near field communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a method for displaying the remaining driving range of a vehicle. The display unit of the in-vehicle device is used to form a visually visible picture, which can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the in-vehicle device can be a touch layer covering the display screen, or a button, a trackball, or a touchpad provided on the housing of the in-vehicle device, or an external keyboard, touchpad, or mouse, etc.

[0167] Those skilled in the art can understand that Figure 7 the structure shown in the figure is only a block diagram of some structures related to the solution of this application, and does not constitute a limitation on the in-vehicle device to which the solution of this application is applied. The specific in-vehicle device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0168] In an exemplary embodiment, an in-vehicle device is provided, including a memory and a processor. A computer program is stored in the memory. When the processor executes the computer program, the steps in the above method embodiments are implemented.

[0169] In an embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0170] In an embodiment, a computer program product is provided, including a computer program. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0171] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this application are all information and data that have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with relevant regulations.

[0172] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The databases involved in the embodiments provided in this application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in this application can be general-purpose processors, central processors, graphics processors, digital signal processors, programmable logic devices, data processing logics based on quantum computing, artificial intelligence (AI) processors, etc., without limitation.

[0173] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this application.

[0174] The above-described embodiments merely represent several implementation manners of this application. The description thereof is relatively specific and detailed, but it should not be construed as a limitation on the patent scope of this application. It should be noted that for those of ordinary skill in the art, without departing from the concept of this application, several modifications and improvements can still be made, and these all belong to the protection scope of this application. Therefore, the protection scope of this application shall be subject to the appended claims.

Claims

1. A method for displaying vehicle driving range, characterized in that: The method comprises: When the vehicle starts to be charged, obtaining a first state of charge and a first displayed driving range of the vehicle; Determining a target state of charge of the vehicle based on charging strategy information of the vehicle; Determining a target driving range of the vehicle according to the target state of charge and an average energy consumption of the whole vehicle, wherein the average energy consumption of the whole vehicle is determined according to the historical energy consumption of the vehicle; determining a first mileage adjustment value according to the target driving range, the first driving range, the target state of charge, and the first state of charge; During the vehicle charging process, the first driving range is corrected and displayed according to the first range adjustment value.

2. The method according to claim 1, characterized in that The determining the target state of charge of the vehicle based on the charging strategy information of the vehicle includes: When it is identified that the charging mode of the vehicle is a pre-charging mode and the configured target charging information is obtained, determining a target state of charge of the vehicle based on the target charging information; When it is identified that the charging mode of the vehicle is the pre-charging mode and the configured target charging information is not obtained, the target state of charge of the vehicle is determined according to the full charge of the vehicle.

3. The method according to claim 1, characterized in that The determining the target state of charge of the vehicle based on the charging strategy information of the vehicle includes: When it is identified that the charging mode of the vehicle is the post-charging mode and the configured target charging information is obtained, an estimated chargeable power is obtained based on the remaining charging resources and the average consumed resources; a target state of charge of the vehicle is determined according to the estimated chargeable power, the target charging information and the first state of charge; or, When it is identified that the charging mode of the vehicle is the post-charging mode and the configured target charging information is not obtained, the full charge of the vehicle is used as the target charging information to determine the target state of charge of the vehicle.

4. The method according to claim 3, characterized in that The step of determining a target state of charge of the vehicle according to the estimated chargeable power, the target charging information, and the first state of charge includes: Acquire a state of charge difference according to the target charging information and the first state of charge; Determining the amount of electricity to be charged based on the state of charge difference and the rated capacity of the battery of the vehicle; When the estimated chargeable amount of electricity is greater than or equal to the amount of electricity to be charged, a target state of charge of the vehicle is determined based on the target charging information.

5. The method according to claim 4, characterized in that The method further comprises: When the estimated chargeable amount of electricity is less than the amount of electricity to be charged, determining the charging power and power consumption of this charging; Based on the estimated chargeable power, the charging power and the power consumption, obtaining a target chargeable power; A target state of charge of the vehicle is determined based on the target chargeable power, the battery rated capacity, and the first state of charge.

6. The method according to claim 1, characterized in that The method further comprises: Acquire a first average energy consumption of a vehicle type corresponding to the vehicle based on user big data; Obtaining a plurality of second average energy consumptions of the vehicle within a plurality of recent different mileage ranges; The first average energy consumption and multiple second average energy consumptions are weighted to obtain the vehicle average energy consumption.

7. The method according to claim 6, characterized in that The weighted processing of the first average energy consumption and the plurality of the second average energy consumptions to obtain the vehicle average energy consumption includes: determining a first weighting coefficient of the first average energy consumption; Determine, according to at least one of a time interval between two most recent charges of the vehicle and a mileage of the vehicle within the time interval, a plurality of second weighting coefficients corresponding to the second average energy consumptions; the first weighting coefficient is greater than the second weighting coefficient; The average energy consumption of the whole vehicle is obtained by performing weighted processing based on the first average energy consumption and the corresponding first weighting coefficient, and multiple second average energy consumptions and the corresponding second weighting coefficients.

8. The method according to claim 7, characterized in that The plurality of different mileage ranges include at least a first mileage range and a second mileage range, wherein the first mileage range is smaller than the second mileage range; The determining, based on at least one of the time interval between the last two chargings of the vehicle and the mileage of the vehicle within the time interval, a plurality of second weighting coefficients respectively corresponding to the second average energy consumptions includes: When it is determined that the time interval between the two most recent charges of the vehicle is less than a preset time threshold, determining that a second weighting coefficient corresponding to a second average energy consumption of the vehicle within the first mileage range is greater than a second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range; When it is determined that the time interval between the two most recent charges of the vehicle is greater than or equal to a preset time threshold, and the mileage is less than a preset mileage threshold, determining that a second weighting coefficient corresponding to a second average energy consumption of the vehicle within the first mileage range is greater than a second weighting coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range; When it is determined that the time interval between the two most recent charges of the vehicle is greater than or equal to a preset duration threshold, and the mileage is greater than or equal to a preset mileage threshold, a second weighted coefficient corresponding to the second average energy consumption of the vehicle within the first mileage range is determined to be smaller than the second weighted coefficient corresponding to the second average energy consumption of the vehicle within the second mileage range.

9. The method according to claim 6, characterized in that The obtaining of a plurality of second average energy consumptions of the vehicle within a plurality of recent different mileage ranges comprises: Acquiring the instantaneous output power of the battery of the vehicle, and obtaining the energy consumption according to the integration of the instantaneous output power of the battery; Acquiring the speed of the vehicle, and obtaining the travel distance of the vehicle according to the integration of the speed; The energy consumption of the driving distance in different mileage ranges is obtained as the cumulative energy consumption of the corresponding mileage range, and the second average energy consumption of the corresponding mileage range is determined according to the cumulative energy consumption.

10. The method according to any one of claims 1 to 9, characterized in that The method further comprises: When the vehicle finishes charging, obtaining a second state of charge of the vehicle and a second displayed driving range; determining, according to the second state of charge and the second driving range, a second mileage adjustment value of the second driving range when the second state of charge changes by a preset gradient; During the driving of the vehicle, the second driving range is corrected and displayed according to the second range adjustment value.

11. A vehicle driving range display device, characterized in that: The device comprises: A data acquisition module, used for acquiring a first state of charge and a first displayed driving range of the vehicle when the vehicle starts to be charged; a target determination module, configured to determine a target state of charge of the vehicle based on the charging strategy information of the vehicle; determine a target driving range of the vehicle based on the target state of charge and an average energy consumption of the whole vehicle, wherein the average energy consumption of the whole vehicle is determined based on the historical energy consumption of the vehicle; an adjustment value determination module, configured to determine a first mileage adjustment value according to the target driving range, the first driving range, the target state of charge, and the first state of charge; A display correction module is used to correct and display the first driving range according to the first range adjustment value during the vehicle charging process.

12. A vehicle-mounted device, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 10 are implemented.

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