A method, apparatus, electric vehicle, medium, and product for determining remaining mileage.

Abstract

This invention discloses a method, apparatus, electric vehicle, medium, and product for determining remaining mileage, relating to the field of electric vehicle technology. The method includes: determining the current operating state of the electric vehicle; obtaining the current remaining battery percentage of the electric vehicle; after the remaining battery percentage decreases by a set percentage, determining a target parameter based on the operating state; and determining the remaining mileage of the electric vehicle based on the target parameter. This invention solves the problems of low accuracy in existing electric vehicle range estimation, unstable display, and inability to adapt to vehicle usage conditions and battery aging, achieving beneficial effects such as improved accuracy and stability of remaining mileage estimation, adaptation to changes in battery performance throughout its entire life cycle, and effective improvement of the user's riding experience.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and in particular to a method, apparatus, electric vehicle, medium, and product for determining remaining mileage. Background Technology

[0002] Electric vehicles have become the mainstream mode of transportation for daily short-distance travel. The remaining range is a key parameter that users pay close attention to during use, and the accuracy of the range estimation and the display effect directly affect the user's riding experience.

[0003] Currently, most electric vehicles on the market use a linear calculation method to determine the remaining driving range based on a fixed full-charge range: directly converting the factory-calibrated total full-charge range to a simple percentage of the remaining battery charge. This results in low accuracy in range estimation. Summary of the Invention

[0004] This invention provides a method, apparatus, electric vehicle, medium, and product for determining remaining mileage, in order to solve the problem of low accuracy in existing electric vehicle range estimation.

[0005] According to one aspect of the present invention, a method for determining remaining mileage is provided, comprising: Determine the current operating state of the electric vehicle, which includes a driving state or a stationary state; Obtain the current remaining battery percentage of the electric vehicle; After the remaining battery percentage drops by a set percentage, a target parameter is determined based on the operating state. The target parameter is the parameter required to determine the remaining mileage of the electric vehicle. The target parameter includes data determined based on mileage data in multiple storage units. The mileage data is used to represent the mileage traveled by the electric vehicle after the battery percentage drops by a set percentage. The mileage data is updated when the electric vehicle is in the driving state or the charging state. Based on the target parameters, the remaining mileage of the electric vehicle is determined.

[0006] According to another aspect of the present invention, a remaining mileage determination device is provided, comprising: The first determining module is used to determine the current working state of the electric vehicle, which includes a driving state or a stationary state. The acquisition module is used to acquire the current remaining battery percentage of the electric vehicle; The second determining module is used to determine a target parameter based on the working state after the remaining battery percentage decreases by a set percentage. The target parameter is a parameter required to determine the remaining mileage of the electric vehicle. The target parameter includes data determined based on mileage data in multiple storage units. The mileage data is used to represent the mileage traveled by the electric vehicle after the battery percentage decreases by a set percentage. The mileage data is updated when the electric vehicle is in the driving state or the charging state. The third determining module is used to determine the remaining mileage of the electric vehicle based on the target parameters.

[0007] According to another aspect of the present invention, an electric vehicle is provided, comprising: At least one processor; and A memory, storage unit, output unit, and acquisition unit that are communicatively connected to the at least one processor; in, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the method described in any embodiment of the present invention; the storage unit is used to store mileage data; the output unit is used to display the remaining mileage; and the acquisition unit is used to acquire target parameters for determining the remaining mileage.

[0008] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the method described in any embodiment of the present invention.

[0009] According to another aspect of the present invention, a computer program product is provided, the computer program product comprising a computer program that, when executed by a processor, implements the method described in any embodiment of the present invention.

[0010] The technical solution of this invention identifies the vehicle's operating state. When the vehicle is in a driving or charging state, the mileage data in the storage unit is updated every time the battery level drops by a set percentage. Based on the mileage data in multiple storage units, target parameters are determined to calculate the remaining mileage. This solves the problem of low accuracy in estimating the range of existing electric vehicles and achieves the beneficial effect of improving the accuracy of remaining mileage estimation.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart illustrating a method for determining remaining mileage provided in an embodiment of the present invention.

[0014] Figure 2 This is a flowchart illustrating another method for determining remaining mileage provided in an embodiment of the present invention.

[0015] Figure 3 This is an algorithm control flowchart of a method for determining remaining mileage provided in an embodiment of the present invention.

[0016] Figure 4 This is a schematic diagram of a remaining mileage determination device provided in an embodiment of the present invention.

[0017] Figure 5 This is a structural block diagram of an electric vehicle provided in an embodiment of the present invention.

[0018] Figure 6 This is a functional logic block diagram of an electric vehicle provided in an embodiment of the present invention. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0020] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0021] Currently, the remaining range on the dashboards of electric vehicles (such as electric two-wheelers) generally uses a linear conversion algorithm based on a fixed full-charge range: the total range set at the factory is directly converted according to the percentage of remaining battery charge.

[0022] Current technologies fail to differentiate between standby power consumption and riding power consumption, using the same conversion factor to account for both standby self-discharge and actual riding power consumption, resulting in significant overestimation of range. They cannot adapt to real-world power consumption changes caused by load, road conditions, temperature, and battery degradation, lacking a real-time data learning and update mechanism. Furthermore, they lack long-term charge / discharge statistical calibration, relying only on single static calibrations, leading to a continuous increase in range deviation over long-term use. The absence of segmented power averaging optimization means that sudden power consumption or short-distance riding can cause fluctuations in remaining range and display instability. In summary, current electric vehicle range estimations suffer from low accuracy, unstable display, and an inability to adapt to vehicle usage conditions and battery aging characteristics, resulting in a poor user experience.

[0023] This invention addresses the shortcomings of existing technologies by providing a range calculation scheme that incorporates multi-condition identification, 16-level register sliding mean filtering, independent correction during rest, real-time adaptive cycling, and global baseline calibration during charging cycles. It achieves: no interference from power consumption during rest with actual cycling range; smoothing of mileage through dynamic averaging under cycling conditions; automatic correction of the initial range benchmark after charging; stable display of remaining mileage throughout the entire journey; high estimation accuracy; and adaptability to changes in battery degradation, load, road conditions, and ambient temperature.

[0024] In one embodiment, Figure 1 This is a flowchart of a method for determining remaining mileage provided in an embodiment of the present invention. This embodiment is applicable to application scenarios where electric vehicles can calculate and display their remaining driving range in real time. The method can be executed by a device for determining remaining mileage, which can be implemented in hardware and / or software and can be configured in an electric vehicle. Figure 1 As shown, the method includes: S110. Determine the current operating status of the electric vehicle.

[0025] The operating states include a driving state and a stationary state. A driving state indicates that the electric vehicle is in motion. A stationary state can be a standby state where the vehicle speed is zero and the charger is not connected. This invention distinguishes between driving and stationary states, selecting different methods for determining the remaining range according to each condition to improve the accuracy of the remaining range determination.

[0026] In this invention, a vehicle status determination unit on the vehicle can determine the current operating state of the electric vehicle by using vehicle speed signals and charger connection signals. For example, when the vehicle speed signal is greater than 0, it is determined to be in a driving state; when the vehicle speed signal is equal to 0 and there is no charger connection signal, it is determined to be in a stationary state. The vehicle status determination unit can be a functional unit integrated into a processor, which can determine the current operating state of the electric vehicle based on the vehicle speed signal and charger connection signal.

[0027] S120: Obtain the current remaining battery percentage of the electric vehicle.

[0028] The remaining battery percentage can be the percentage of the electric vehicle's current remaining battery power relative to its total battery capacity, ranging from 0% to 100%. This data can be detected in real time by the battery power acquisition unit on the electric vehicle, and the remaining battery percentage can determine whether to trigger the calculation of remaining range. The battery power acquisition unit refers to a functional unit used to detect the current remaining battery power percentage of the electric vehicle in real time.

[0029] Electric vehicles can collect the remaining battery percentage in real time to continuously monitor changes in battery level. When the remaining battery percentage drops by a set percentage, the remaining range can be determined and displayed on the electric vehicle.

[0030] S130. After the remaining battery percentage decreases by a set percentage, determine the target parameter based on the operating status.

[0031] The target parameter is the parameter required to determine the remaining mileage of the electric vehicle. The target parameter includes data determined based on mileage data in multiple storage units. The mileage data is used to represent the mileage traveled by the electric vehicle after the battery level drops by a set percentage. The mileage data is updated when the electric vehicle is in the driving state or the charging state.

[0032] The set percentage can be a pre-defined percentage used to trigger the calculation of whether to update the remaining range. The value of the set percentage can be set according to the actual situation, such as 1%. When it is detected that the remaining battery percentage has decreased by 1% compared to the last trigger time (such as the last time the set percentage decreased), the target parameter determination process under the current operating condition is triggered, that is, the target parameter is determined according to the working status.

[0033] The target parameters can be various computational parameters required to calculate the remaining mileage of an electric vehicle. Different operating states correspond to different target parameters, and no limitation is made here on the target parameters corresponding to different operating states. In this embodiment, when the electric vehicle is stationary, the target parameters can be the currently displayed remaining mileage and the baseline mileage in the mileage data; when the electric vehicle is in motion, the target parameters can be the comprehensive mileage calculated after reading mileage data from multiple storage units and the current remaining battery percentage.

[0034] Multiple storage units can be register units used to cache mileage data. In this embodiment, 16 registers (Reg1-Reg16) can be selected. Each register stores the mileage data collected after the battery drops by a set percentage in a time-sequential cycle. The registers always retain the mileage data corresponding to the vehicle's most recent 16 rides. Reg1 stores the oldest set of mileage data, and Reg16 stores the newest set of mileage data. Newly collected mileage data is written in a cycle, and the oldest data is replaced and overwritten. This retains multiple sets of mileage data to provide a data foundation for subsequent statistical calculations.

[0035] Mileage data can be the distance traveled by an electric vehicle after its battery level has decreased by a set percentage. Mileage data includes a baseline mileage and actual mileage, which is updated during both driving and charging states. The actual mileage can be the measured value of the distance traveled per unit of battery power during actual riding, while the baseline mileage can be a preset baseline value for the distance traveled per unit of battery power, or the distance traveled per unit of battery power determined during charging. In this embodiment, the baseline mileage can be... or The actual mileage can be The baseline mileage is based on an initial 1% battery charge. The corrected mileage is calculated and updated based on the total power consumption and total mileage between two consecutive charging sessions. The measured value represents the actual riding distance corresponding to each 1% of battery charge.

[0036] By monitoring the vehicle's remaining battery power in real time, and after the remaining battery percentage drops to a set percentage, the system reads and calculates mileage data from multiple storage units while the vehicle is in motion, obtaining a comprehensive mileage as the target parameter. When the vehicle is stationary, a preset baseline mileage is directly used as the target parameter. This process ensures the accuracy and relevance of the target parameters under different operating conditions, providing crucial data support for the precise calculation of subsequent remaining mileage.

[0037] S140. Based on the target parameters, determine the remaining mileage of the electric vehicle.

[0038] The remaining mileage can be the distance the electric vehicle can continue to travel, calculated based on target parameters. The calculation result is output to the vehicle's instrument panel for display, intuitively showing the user the current remaining driving range of the electric vehicle. In this embodiment, the remaining mileage can be the remaining driving range, also known as the remaining range.

[0039] When the electric vehicle is in motion, the remaining range is calculated by multiplying the current remaining battery percentage in the target parameters by the total mileage in the target parameters. When the electric vehicle is stationary, the baseline mileage in the target parameters is extracted when the remaining battery decreases by a set percentage. The remaining range is then obtained by subtracting the baseline mileage from the currently displayed remaining range.

[0040] The technical solution of this invention identifies the vehicle's operating state. When the vehicle is in a driving or charging state, the mileage data in the storage unit is updated every time the battery level drops by a set percentage. Based on the mileage data in multiple storage units, target parameters are determined to calculate the remaining mileage. This solves the problem of low accuracy in estimating the range of existing electric vehicles and achieves the beneficial effect of improving the accuracy of remaining mileage estimation.

[0041] Based on the above embodiments, modified embodiments of the above embodiments are proposed. It should be noted that, in order to keep the description brief, only the differences from the above embodiments are described in the modified embodiments.

[0042] In one embodiment, determining the target parameter based on the working state includes: When the working state is stationary, the remaining mileage currently displayed by the electric vehicle and the reference mileage in the mileage data are obtained. The reference mileage is a reference value for the mileage traveled by the electric vehicle based on a set percentage of the electric vehicle's power consumption.

[0043] After identifying that the vehicle is currently stationary, the system reads the currently displayed remaining mileage and a preset baseline mileage to form target parameters suitable for calculating the remaining mileage in a stationary scenario. The difference between the remaining mileage and the baseline mileage is then used as the updated remaining mileage.

[0044] In this embodiment, when the vehicle is identified as stationary (i.e., the speed is zero and the charger is not connected), the remaining mileage currently displayed on the instrument panel and a preset baseline mileage are obtained to form the target parameters for the stationary condition. These target parameters are used to subsequently deduct and update the remaining mileage, thereby avoiding the incorrect introduction of stationary power consumption into the riding energy consumption model and ensuring that the mileage display in the stationary state is stable and accurate.

[0045] In one embodiment, determining the target parameter based on the working state includes: When the operating state is driving state, determine the actual mileage traveled by the vehicle after the remaining battery percentage decreases by the set percentage; Select the target storage unit to be covered from multiple storage units; The mileage data in the target storage unit is updated based on the actual mileage and the reference mileage; The total mileage is determined based on the data stored in each of the aforementioned storage units.

[0046] The driving state can be when the vehicle speed is greater than zero and the charger is not connected, in which case the electric vehicle is in a power-consuming operating condition. In this state, the power consumption is monitored in real time and the actual mileage data is collected to update the mileage data in the storage unit.

[0047] When the current working state is identified as driving state, the actual mileage after the battery drops by a set percentage is determined, and the storage unit is updated accordingly. Finally, the comprehensive mileage is calculated as the target parameter.

[0048] According to the preset rule of time-series cyclic overwriting, the target storage unit for writing new mileage data is determined from multiple storage units. In this embodiment, 16 registers are selected as target storage units in a time-series cyclical manner, and new data sequentially overwrites the oldest historical data to ensure that the storage unit always retains the mileage data collected most recently in the last 16 times.

[0049] In one embodiment, updating the mileage data in the target storage unit based on the actual mileage and the reference mileage includes: Determine whether the actual mileage is greater than the reference mileage by a set multiple; If not, store the actual mileage in the target storage unit; If so, the reference mileage is stored in the target storage unit.

[0050] The set multiplier can be a comparison coefficient used to determine whether the actual mileage exceeds a reasonable range. In this embodiment, the set multiplier can be 4 times, that is, the actual mileage is compared with 4 times the benchmark mileage: if the actual mileage is greater than 4 times the benchmark mileage, the data is determined to be abnormal and the benchmark mileage is used instead for storage; if the actual mileage is less than or equal to 4 times the benchmark mileage, the data is determined to be valid and the actual mileage is stored in the storage unit.

[0051] In one embodiment, the storage unit is cyclically selected as the target storage unit.

[0052] The system selects different storage units sequentially as target storage units in a fixed order. In this invention, after determining the actual mileage, it can be determined whether to update the storage units with the actual mileage or the base mileage. The stored storage units can be selected sequentially from among the existing storage units; that is, after sorting the storage units, they are selected as target storage units in turn. Each update selects one storage unit as the target storage unit, and different storage units are selected as target storage units in different updates. For example, the first update uses the first storage unit as the target storage unit, the second update uses the second storage unit as the target storage unit, and so on.

[0053] In this embodiment, outliers are filtered before the actual mileage data is written to the storage unit. The actual mileage is compared with a baseline mileage that is a multiple of a set threshold: if the actual mileage does not exceed the threshold, the data is considered valid and is stored in the target storage unit; if the actual mileage exceeds the threshold, the mileage data is considered abnormal, such as data jumps caused by downhill coasting or GPS signal drift, and the baseline mileage is used instead. This mechanism effectively filters out sudden abnormal energy consumption data, avoids contaminating the historical mileage database, and ensures the accuracy and stability of subsequent comprehensive mileage calculations.

[0054] The composite mileage can be obtained by calculating the mileage value after processing historical mileage data stored in multiple storage units, such as by weighted average, median calculation, or arithmetic mean after removing the maximum and minimum values. In this embodiment, to simplify the calculation and ensure data stability, the arithmetic mean method can be used to calculate the composite mileage.

[0055] In this embodiment, when the vehicle is identified as being in motion, the actual mileage is determined for each percentage point decrease in battery power. After filtering out abnormal data through threshold comparison, the mileage data in multiple storage units is updated in a time-series cyclical overlay manner. An arithmetic average is then performed on the historical mileage data in each storage unit to obtain a comprehensive mileage as the target parameter. This embodiment achieves real-time acquisition of energy consumption data under riding conditions, anomaly filtering, and moving average filtering. It effectively suppresses interference from sudden anomalies such as rapid acceleration, short-distance riding, and downhill coasting on mileage estimation, ensuring a smooth and stable display of remaining mileage and providing accurate and reliable target parameters for calculating remaining mileage while in motion.

[0056] In one embodiment, Figure 2 This is a flowchart illustrating another method for determining remaining mileage provided by an embodiment of the present invention. This embodiment is a further refinement of the above embodiments. It should be noted that technical details not described in detail in this embodiment can be found in any of the above scenarios. Figure 2 As shown, the method includes: S210. Determine the current operating status of the electric vehicle.

[0057] The operating state includes either driving or stationary.

[0058] Identifying whether an electric vehicle is currently in motion or stationary provides a basis for differentiated processing under various operating conditions.

[0059] S220. Obtain the current remaining battery percentage of the electric vehicle.

[0060] The remaining battery percentage of the electric vehicle is acquired in real time through the battery acquisition unit, and this value is a component of the target parameters. When the remaining battery percentage decreases by a set percentage, the final remaining range is calculated by determining the complete target parameters.

[0061] S230. After the remaining battery percentage decreases by a set percentage, determine the target parameter based on the operating status.

[0062] The target parameter is the parameter required to determine the remaining mileage of the electric vehicle. The target parameter includes data determined based on mileage data in multiple storage units. The mileage data is used to represent the mileage traveled by the electric vehicle after the battery level drops by a set percentage. The mileage data is updated when the electric vehicle is in the driving state or the charging state.

[0063] As the remaining battery percentage decreases by a set percentage, target parameters for estimating the remaining range are acquired or calculated based on the vehicle's current operating status. When the electric vehicle is stationary, the target parameters can be the currently displayed remaining range and the baseline range from the mileage data. When the electric vehicle is in motion, the target parameters can be the combined mileage calculated by reading mileage data from multiple storage units and the current remaining battery percentage. Mileage data is not updated when the vehicle is stationary, thus preventing incorrect data entry into the historical mileage database due to inactivity. This step ensures the accuracy and relevance of the target parameters under different operating conditions, providing core data support for the accurate calculation of the remaining range.

[0064] S240. Based on the target parameters, determine the remaining mileage of the electric vehicle.

[0065] When an electric vehicle is charging, the remaining range is calculated by multiplying the current remaining battery percentage by the updated baseline range data.

[0066] S250. When the working state is charging state, obtain the starting power percentage of this charging and the ending power percentage of the previous charging.

[0067] The charging state refers to the electric vehicle's charging operation when a charger signal is detected. It's important to note that the timing of entering the charging state is not fixed; it is triggered whenever the charger is connected, and doesn't necessarily occur after the vehicle is in motion or stationary—it can happen at any time. For example, a user might temporarily charge the vehicle while riding, or they might charge it after the vehicle has been sitting idle for several days.

[0068] The initial battery percentage during this charging can be the current remaining battery percentage reported by the battery acquisition unit at the moment the charger is connected, with a value ranging from 0% to 100%.

[0069] The percentage of battery remaining at the end of the last charge cycle is the percentage of battery remaining at the time of charging termination, as measured by the battery level sensor. Normally, this value is 100% when the battery is fully charged. If the user unplugs the charger before the battery is fully charged, this value represents the actual percentage of battery remaining when charging actually stops. When the system detects that the vehicle is charging, it reads two data points from the power acquisition unit: the initial power percentage at the moment the charger is connected, which serves as the starting power for this charging cycle; and the final power percentage at the end of the previous charging cycle, which is stored in the system. These two data points are used to calculate the power consumption during driving between two charging cycles.

[0070] S260. The difference between the termination battery percentage and the starting battery percentage is determined as the battery consumption percentage during driving.

[0071] The percentage of electricity consumed during driving can be calculated by subtracting the percentage of electricity consumed at the start of the current charge from the percentage of electricity consumed at the end of the previous charge.

[0072] S270, Determine the total driving mileage from the last charge to the current charge.

[0073] Total mileage can be the cumulative mileage actually driven by the vehicle from the end of the previous charging cycle to the start of the current charging cycle.

[0074] S280. The ratio of the total mileage to the percentage of electricity consumed during driving is determined as the actual mileage traveled by the vehicle based on the set percentage of electricity consumed.

[0075] The actual mileage can be a unit energy consumption value calculated based on the ratio of the total mileage traveled between two charges to the percentage of energy consumed during driving. This value reflects the actual mileage traveled by the vehicle for each set percentage of energy consumed, and is used to update the baseline mileage data. In this embodiment, the actual mileage can be... .

[0076] S290, Update the mileage data in the storage unit using the actual mileage.

[0077] The calculated actual mileage is used as the new baseline mileage data, replacing the mileage data in the storage unit. In this embodiment, the actual mileage can be... ,Will Write the data to the storage unit, overwriting the original mileage data. The mileage data includes the baseline mileage and the actual mileage. The initial baseline mileage can be... The actual mileage can be Therefore The mileage data in all 16 registers was reinitialized. Through the learning and correction of this charging cycle, the global range baseline was calibrated, making subsequent remaining range estimates more consistent with the vehicle's current actual energy consumption characteristics.

[0078] The technical solution of this invention identifies the vehicle's working state. When the vehicle is charging, it calculates the actual unit energy consumption and updates the baseline mileage data based on the total mileage and the percentage of electricity consumed between two charging cycles. This solves the problem that existing electric vehicles cannot adapt to battery aging, which leads to a decrease in the accuracy of range estimation. It achieves the beneficial effects of adapting to the performance changes of the battery throughout its entire life cycle, becoming more accurate with use, and effectively improving the user's riding experience.

[0079] In one embodiment, Figure 3 This is an algorithm control flowchart of a method for determining remaining mileage provided in an embodiment of the present invention. Figure 3 As shown, the complete algorithm control flowchart of this invention includes: power-on initialization, parameter calculation, register initialization, three-condition state judgment, static process, riding average process, charging cycle correction process, remaining mileage calculation, instrument output, and the entire loop return process.

[0080] I. Module Power-On Initialization 1. Set the estimated total range on a full charge via 4G or Bluetooth; 2. Calculate the initial single 1% battery charge baseline mileage: 3. Set the initial baseline value The baseline mileage is written to all 16 built-in range registers (i.e., storage units) (Reg1~Reg16) of the module, completing the register initialization.

[0081] II. Real-time Cyclic Operating Condition Overall Judgment The module detects the vehicle's current operating status in real time and operates independently in three categories: stationary state (i.e., stationary state), riding state (i.e., driving state), and charging state.

[0082] III. Logic of Operation in Static State 1. Determine that the vehicle is in a stationary standby state and has no driving output; 2. Real-time monitoring of the remaining battery power percentage (State of Charge, SOC), detecting every 1% decrease in power (i.e., the set percentage). 3. Use initial baseline values The remaining driving range (i.e., the remaining mileage) is directly and instantly deducted and updated. 4. Do not update register data or perform averaging calculations to avoid battery self-discharge interfering with the riding range benchmark.

[0083] IV. Cycling Status Operation Logic (Short-Term Adaptive Mean Algorithm) 1. Determine that the vehicle is in motion or being ridden; 2. Real-time collection of SOC power consumption, monitoring for every 1% decrease in power consumption; 3. Obtain the actual riding distance corresponding to each 1% of battery power. (i.e., actual mileage), and simultaneously perform data validity checks, if >4 Then filter according to Values; 4. Measure the values The timing cycle overwrites 16 registers, with new data overwriting the oldest cached data; 5. Calculate the arithmetic mean (i.e., the total mileage) of all data from the 16 registers: 6. Calculate the current remaining driving range in real time: Remaining range = × Current remaining battery power (%) (i.e., remaining battery percentage) V. Charging Status Operation Logic (Long-Cycle Baseline Self-Learning Correction) 1. Determine if the vehicle has entered charging mode; 2. Record the initial charge level (i.e., the initial charge percentage) and the final charge level (i.e., the final charge percentage) to lock the boundaries of this charge / discharge cycle; 3. Calculate the following during the two charging intervals: total riding distance and percentage of total electricity consumption (i.e., percentage of electricity consumed during riding). 4. Calculate the actual range correction factor (i.e., actual mileage) for the calculation period: 5. Use correction factors Update initial baseline mileage ; 6. Reflow to reinitialize all 16 registers and complete global battery life baseline calibration.

[0084] VI. Real-time output and closed-loop circulation After all operating conditions are calculated, the module outputs the latest remaining driving range to the vehicle's instrument panel for real-time display, and then continuously collects vehicle battery level and operating status data in a loop before entering the next round of loop testing.

[0085] Sixteen of these registers are sliding loop buffers, updated only with actual cycling test data, and remain unchanged when idle; Among them, the stationary state only deducts mileage, the riding state performs short-term mean smoothing, and the charging state performs long-term global benchmark correction. The three operating conditions are not coupled with each other. Among them, mean filtering effectively suppresses mileage jumps caused by single road conditions and rapid acceleration; The charging and discharging cycle learning adapts to battery aging and long-term driving habits, becoming more and more accurate with use.

[0086] In this embodiment, the collaborative algorithm logic of the supporting vehicle-mounted hardware unit, layered working condition recognition, multi-group data caching and filtering, and long and short cycle adaptive calibration achieves the following technical effects: 1. Multi-condition separation and identification to solve the problem of falsely advertised battery range. It distinguishes between three operating conditions: static self-discharge, power consumption during riding, and charging calibration. Static power consumption is calculated independently, without affecting the riding range data, thus solving the problem of erratic mileage fluctuations caused by static power consumption of the original vehicle.

[0087] 2.16-level register moving average filtering results in a smooth, jitter-free display. By averaging multiple sets of historical data, the system filters out interference from rapid acceleration, short-distance riding, and sudden power consumption, ensuring a smooth and stable remaining range on the instrument panel without any jumps or false displays.

[0088] 3. Dual-cycle adaptive learning continuously improves battery life accuracy. Short-term cycling real-time adaptive and long-term charge / discharge cycle baseline calibration automatically adapt to battery degradation, load changes, road conditions, and ambient temperature differences, without the need for manual recalibration.

[0089] 4. The hardware is easy to integrate and has low modification costs. The module can directly interface with existing electric vehicle battery management systems (BMS) and instrument panels without requiring any changes to the vehicle's hardware, and is compatible with various battery models, including lithium-ion and lead-acid batteries.

[0090] 5. The algorithm has simple logic and low computational load, making it suitable for microcontroller embedded operation. It also features low power consumption and fast response.

[0091] In one embodiment, Figure 4 This is a schematic diagram of a remaining mileage determination device provided in an embodiment of the present invention. Figure 4 As shown, the device includes: The first determining module 410 is used to determine the current working state of the electric vehicle, the working state including a driving state or a stationary state; The acquisition module 420 is used to acquire the current remaining battery percentage of the electric vehicle; The second determining module 430 is used to determine a target parameter based on the working state after the remaining battery percentage decreases by a set percentage. The target parameter is a parameter required to determine the remaining mileage of the electric vehicle. The target parameter includes data determined based on mileage data in multiple storage units. The mileage data is used to represent the mileage traveled by the electric vehicle after the battery percentage decreases by a set percentage. The mileage data is updated when the electric vehicle is in the driving state or the charging state. The third determining module 440 is used to determine the remaining mileage of the electric vehicle based on the target parameters.

[0092] In one embodiment, the second determining module 430 is specifically used for: When the working state is stationary, the remaining mileage currently displayed by the electric vehicle and the reference mileage in the mileage data are obtained. The reference mileage is a reference value for the mileage traveled by the electric vehicle based on a set percentage of the electric vehicle's power consumption.

[0093] In one embodiment, the second determining module 430 includes: The first determining unit is used to determine the actual mileage traveled by the vehicle after the remaining battery percentage drops by the set percentage when the working state is driving state. The selection unit is used to select the target storage unit to be covered from multiple storage units; An update unit is used to update the mileage data in the target storage unit based on the actual mileage and the reference mileage; The second determining unit determines the total mileage based on the data stored in each of the storage units.

[0094] In one embodiment, the updating unit is specifically used for: Determine whether the actual mileage is greater than the reference mileage by a set multiple; If not, store the actual mileage in the target storage unit; If so, the reference mileage is stored in the target storage unit.

[0095] In one embodiment, each of the storage cells is cyclically selected as the target storage cell.

[0096] In one embodiment, the device further includes a fourth determining module, configured to: When the working state is charging state, obtain the starting power percentage of this charging and the ending power percentage of the previous charging. The difference between the termination battery percentage and the initial battery percentage is determined as the battery consumption percentage during driving. Determine the total mileage driven between the last charge and the current charge; The ratio of the total mileage to the percentage of electricity consumed during driving is determined as the actual mileage traveled by the vehicle for the set percentage of electricity consumed. The mileage data in the storage unit is updated using the actual mileage.

[0097] The remaining mileage determination device provided in the embodiments of the present invention can execute the method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0098] In one embodiment, Figure 5 This is a structural block diagram of an electric vehicle provided in an embodiment of the present invention, such as... Figure 5 The diagram illustrates a structural schematic of an electric vehicle 10 that can be used to implement embodiments of the present invention. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0099] like Figure 5 As shown, the electric vehicle 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., which is communicatively connected to the at least one processor 11. The memory stores a computer program that can be executed by the at least one processor 11 to enable the at least one processor 11 to perform the method provided by the present invention.

[0100] The processor 11 can perform various appropriate actions and processes based on a computer program stored in the read-only memory (ROM) 12 or a computer program loaded from the storage unit 18 into the random access memory (RAM) 13. The processor 11 may include a status determination unit, an arithmetic control unit, etc. The RAM 13 may also store various programs and data required for the operation of the electric vehicle 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0101] Multiple components in the electric vehicle 10 are connected to the I / O interface 15, including: an input unit 16, such as a throttle, brake switch, vehicle speed sensor, charging detection terminal, etc.; an output unit 17, such as an instrument display, status indicator lights, buzzer alarm, etc.; a storage unit 18, such as a disk, optical disk, register, etc.; and a communication unit 19, such as a network card, modem, wireless transceiver, 4G or Bluetooth communication unit, etc. The communication unit 19 allows the electric vehicle 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks; and a data acquisition unit 20, such as a power acquisition unit and a mileage acquisition unit. The storage unit 18 is used to store mileage data. The output unit 17 is used to display the remaining mileage. The data acquisition unit 20 is used to acquire target parameters for determining the remaining mileage.

[0102] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the methods provided in this invention.

[0103] In some embodiments, the method provided by the present invention can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on the electric vehicle 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the method described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to execute the method by any other suitable means (e.g., by means of firmware).

[0104] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard parts (ASSPs), systems-on-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0105] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0106] Figure 6 This invention provides a functional logic block diagram of an electric vehicle, detailing the data transmission logic of the power acquisition unit, mileage acquisition unit, communication unit, storage unit, and the processor's built-in state discrimination unit and arithmetic control unit.

[0107] like Figure 6As shown, the acquisition unit 20 includes a battery power acquisition unit and a mileage acquisition unit. The battery power acquisition unit collects the remaining battery power percentage in real time and transmits it to the status judgment unit. The mileage acquisition unit collects the vehicle's riding mileage data in real time and synchronizes it to the status judgment unit. Both types of data are used as the basic input data for condition judgment and mileage calculation. The communication unit 19 is a 4G or Bluetooth communication unit, used to set the estimated total mileage on a full charge and transmit the data to the storage unit 18 for storage. The storage unit 18 is equipped with a storage area for the estimated total mileage on a full charge and 16 range data registers to store the estimated total mileage on a full charge and the range data, providing a data source for the calculation control unit built into the processor 11. The status judgment unit is integrated inside the processor 11, receives the battery power percentage output by the battery power acquisition unit and the riding mileage output by the mileage acquisition unit in the acquisition unit 20, completes the vehicle condition identification, and outputs a judgment signal. The calculation control unit is integrated inside the processor 11, calculates the remaining range based on the condition judgment result and the data in the storage unit 18. The instrument display unit 17 receives the range data output by the calculation control unit and displays the real-time remaining range.

[0108] In the context of this invention, a computer-readable storage medium stores computer instructions that are used to cause a processor to execute and implement the method provided by this invention.

[0109] The present invention also provides a computer program product comprising a computer program that, when executed by a processor, implements the method provided according to embodiments of the present invention. A computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, the computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0110] To provide interaction with the user, the systems and technologies described herein can be implemented in an electric vehicle having a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor for displaying information to the user. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0111] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0112] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0113] This invention also provides a computer program product, including a computer program that, when executed by a processor, can implement the methods provided in any embodiment of this invention.

[0114] In implementing the computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0115] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0116] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for determining remaining mileage, characterized in that, Applied to electric vehicles, including: Determine the current operating state of the electric vehicle, which includes a driving state or a stationary state; Obtain the current remaining battery percentage of the electric vehicle; After the remaining battery percentage drops by a set percentage, a target parameter is determined based on the operating state. The target parameter is the parameter required to determine the remaining mileage of the electric vehicle. The target parameter includes data determined based on mileage data in multiple storage units. The mileage data is used to represent the mileage traveled by the electric vehicle after the battery percentage drops by a set percentage. The mileage data is updated when the electric vehicle is in the driving state or the charging state. Based on the target parameters, the remaining mileage of the electric vehicle is determined.

2. The method according to claim 1, characterized in that, Determining the target parameters based on the working state includes: When the working state is stationary, the remaining mileage currently displayed by the electric vehicle and the reference mileage in the mileage data are obtained. The reference mileage is a reference value for the mileage traveled by the electric vehicle based on a set percentage of the electric vehicle's power consumption.

3. The method according to claim 1, characterized in that, Determining the target parameters based on the working state includes: When the operating state is driving state, determine the actual mileage traveled by the vehicle after the remaining battery percentage decreases by the set percentage; Select the target storage unit to be covered from multiple storage units; The mileage data in the target storage unit is updated based on the actual mileage and the reference mileage; The total mileage is determined based on the data stored in each of the aforementioned storage units.

4. The method according to claim 3, characterized in that, Updating the mileage data in the target storage unit based on the actual mileage and the reference mileage includes: Determine whether the actual mileage is greater than the reference mileage by a set multiple; If not, store the actual mileage in the target storage unit; If so, the reference mileage is stored in the target storage unit.

5. The method according to claim 3, characterized in that, Each of the aforementioned storage cells is cyclically selected as the target storage cell.

6. The method according to claim 1, characterized in that, The method further includes: When the working state is charging state, obtain the starting power percentage of this charging and the ending power percentage of the previous charging. The difference between the termination battery percentage and the initial battery percentage is determined as the battery consumption percentage during driving. Determine the total driving mileage between the last charge and the current charge; The ratio of the total mileage to the percentage of electricity consumed during driving is determined as the actual mileage traveled by the vehicle for the set percentage of electricity consumed. The mileage data in the storage unit is updated using the actual mileage.

7. A device for determining remaining mileage, characterized in that, Applied to electric vehicles, including: The first determining module is used to determine the current working state of the electric vehicle, which includes a driving state or a stationary state. The acquisition module is used to acquire the current remaining battery percentage of the electric vehicle; The second determining module is used to determine a target parameter based on the working state after the remaining battery percentage decreases by a set percentage. The target parameter is a parameter required to determine the remaining mileage of the electric vehicle. The target parameter includes data determined based on mileage data in multiple storage units. The mileage data is used to represent the mileage traveled by the electric vehicle after the battery percentage decreases by a set percentage. The mileage data is updated when the electric vehicle is in the driving state or the charging state. The third determining module is used to determine the remaining mileage of the electric vehicle based on the target parameters.

8. An electric vehicle, characterized in that, The electric vehicles include: At least one processor; and A memory, storage unit, output unit, and acquisition unit that are communicatively connected to the at least one processor; in, The memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1-6; the storage unit is used to store mileage data; the output unit is used to display the remaining mileage; and the acquisition unit is used to acquire target parameters for determining the remaining mileage.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the method of any one of claims 1-6.

10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method according to any one of claims 1-6.

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