A method and related apparatus for updating a range

Abstract

This application discloses a method and related apparatus for updating driving range, relating to the field of vehicle control. After the road type of a vehicle changes from a first road type to a second road type, a jump frequency correction coefficient is determined based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type. The jump frequency correction coefficient is used to correct the driving range jump frequency of the driving range display device, so that the corrected driving range jump frequency matches the energy consumption of the vehicle on the changed road type, which is more consistent with the actual driving state of the vehicle on the second road type. Therefore, when the driving range displayed by the driving range display device is controlled by the corrected driving range jump frequency, the accuracy of the driving range display can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method and related apparatus for updating driving range. Background Technology

[0002] The vehicle's instrument panel displays the remaining range, allowing users to know the vehicle's available mileage and providing important reference information for driving and trip planning.

[0003] When the type of road the vehicle is on changes, such as from a highway to a city road, the driving range displayed on the instrument panel will be inaccurate. Summary of the Invention

[0004] In view of the above problems, this application provides a method and related apparatus for updating driving range, so as to improve the accuracy of driving range display. The specific solution is as follows: The first aspect of this application provides a method for updating driving range, including: After the road type on which the vehicle travels changes from the first road type to the second road type, a jump frequency correction coefficient is determined based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type. The driving range jump frequency of the driving range display device is corrected using the jump frequency correction coefficient, wherein the driving range jump frequency is determined based on the energy consumption per unit mile of the preset mileage traveled by the vehicle at the current moment. The driving range displayed on the driving range display device is controlled by using the corrected driving range jump frequency.

[0005] In one possible implementation, the range update method further includes: Obtain the vehicle's current location while it is in motion; Based on the vehicle's current location, the type of road the vehicle is traveling on is obtained from the map data.

[0006] In one possible implementation, a jump frequency correction coefficient is determined based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type, including: Based on the energy consumption of the vehicle on the first road type and the energy consumption of the vehicle on the second road type, the initial value of the jump frequency correction coefficient is determined; Based on the ratio between the vehicle's mileage after the road type change and the preset mileage, the initial value of the jump frequency correction coefficient is adjusted to adjust the correction amount of the jump frequency correction coefficient.

[0007] In one possible implementation, determining an initial value for the jump frequency correction coefficient based on the vehicle's energy consumption on roads of the first road type and the vehicle's energy consumption on roads of the second road type includes: Based on the current parameter value of the energy consumption impact parameter of the vehicle, search for similar driving records in historical data. The difference between the parameter value of the energy consumption impact parameter in the similar driving records and the current parameter value is less than a preset value. The energy consumption per unit mileage in the similar driving records is obtained to obtain the first energy consumption. Based on the actual energy consumption of the vehicle on the first type of road and the actual energy consumption of the vehicle on the second type of road, the energy consumption per unit mileage of the preset mileage traveled before the current moment is determined to obtain the second energy consumption. Based on the ratio between the first energy consumption and the second energy consumption, the initial value of the switching frequency correction coefficient is obtained.

[0008] In one possible implementation, similar driving records are searched in historical data based on the current parameter value of the vehicle's energy consumption impact parameter, including: Historical parameter values ​​of energy consumption impact parameters are obtained from each driving record in the historical data. Candidate driving records are obtained by filtering out driving records in which the difference between the historical and current values ​​of energy consumption impact parameters is less than a preset value. When there are multiple candidate driving records, the comprehensive parameter difference is determined based on the parameter difference corresponding to the candidate driving records, and the candidate driving record with the smallest comprehensive parameter difference is taken as the similar driving record. Alternatively, if there are multiple candidate driving records, the candidate driving record with the latest generation time will be used as the similar driving record.

[0009] In one possible implementation, the initial value of the jump frequency correction coefficient is adjusted based on the ratio of the vehicle's mileage after the road type change to the preset mileage, in order to adjust the correction amount of the jump frequency correction coefficient, including: Calculate the difference between the preset mileage and the vehicle's mileage after the road type change, and adjust the initial value of the jump frequency correction coefficient using the ratio of the difference to the preset mileage.

[0010] In one possible implementation, the range update method further includes: If the vehicle's mileage after the road type change is greater than the preset mileage, the frequency correction coefficient will be stopped from correcting the mileage jump frequency of the range display device.

[0011] In one possible implementation, the process of determining the battery life switching frequency of the battery life display device includes: Determine the remaining driving range that the vehicle can actually travel when the vehicle energy is consumed according to the current actual energy consumption; the current actual energy consumption is determined based on the energy consumption per unit mile of the preset mileage traveled by the vehicle before the current moment; Obtain the mileage displayed on the instrument panel; The driving range switching frequency of the driving range display device is determined based on the deviation between the current state of charge, the remaining driving range, and the driving range displayed on the instrument.

[0012] In one possible implementation, the switching frequency correction coefficient is used to correct the switching frequency of the battery life display device, including: The product of the switching frequency correction coefficient and the battery life switching frequency of the battery life display device is used as the corrected battery life switching frequency.

[0013] A second aspect of this application provides a range update device, comprising: The coefficient determination module is used to determine the jump frequency correction coefficient based on the vehicle's mileage after the road type changes from the first road type to the second road type, the vehicle's energy consumption on the first road type road, and the vehicle's energy consumption on the second road type road after the road type change. The correction module is used to correct the range jump frequency of the range display device using the jump frequency correction coefficient, wherein the range jump frequency is determined based on the energy consumption per unit mile of the preset mileage traveled by the vehicle at the current moment. The mileage display module is used to control the mileage displayed by the mileage display device using the corrected mileage jump frequency.

[0014] A third aspect of this application provides a vehicle including an electronic device for performing the above-described range update method.

[0015] By employing the above technical solution, this application provides a method and related apparatus for updating driving range. After the road type of a vehicle changes from a first road type to a second road type, a jump frequency correction coefficient is determined based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type. The jump frequency correction coefficient is used to correct the driving range jump frequency of the driving range display device, so that the corrected driving range jump frequency matches the energy consumption of the vehicle on the changed road type, which is more consistent with the actual driving state of the vehicle on the second road type. Therefore, when the driving range displayed by the driving range display device is controlled by the corrected driving range jump frequency, the accuracy of the driving range display can be improved. Attached Figure Description

[0016] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0017] Figure 1 A flowchart of a method for updating driving range provided in this application; Figure 2 A flowchart of a method for determining the frequency jump correction coefficient provided in this application; Figure 3 A flowchart illustrating a method for determining the initial value of a frequency switching correction coefficient provided in this application; Figure 4 A flowchart of a method for determining the frequency of range jumps provided in this application; Figure 5 A schematic diagram illustrating a scenario for a driving range update method provided in this application; Figure 6 A schematic diagram of a range update device provided in this application; Figure 7 This is a schematic diagram of the structure of an electronic device provided in this application. Detailed Implementation

[0018] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0019] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0020] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0021] The vehicle's instrument panel displays the remaining driving range, allowing users to know the vehicle's available mileage and providing important reference information for driving and trip planning. The driving range of pure electric vehicles is affected by factors such as the driver's driving style, driving conditions, ambient temperature, and high-voltage accessory consumption, resulting in a large fluctuation range in energy consumption.

[0022] Currently, the range display update algorithm uses a linear mapping method based on SOC (State of Charge). Specifically, the displayed range value is determined based on the vehicle's maximum range and SOC. The maximum range is a fixed value, so range changes are only related to SOC and do not take into account actual energy consumption levels. As a result, the displayed range value is inaccurate. When SOC undergoes a brief change or rapid correction, the range will also change abnormally, causing the range value displayed on the instrument panel to deviate from the actual drivable range, resulting in a poor user experience.

[0023] To address this, a range jump frequency can be used to control the frequency of changes in the displayed range value. This frequency is determined based on the State of Charge (SOC) and the deviation between the displayed range and the actual remaining range. The actual remaining range refers to the remaining driving distance the vehicle can actually travel, calculated based on the average of multiple energy consumption data (i.e., average energy consumption). The range jump frequency is used to smoothly correct the displayed range value for the next stage. In this way, the range display is updated based on both SOC and energy consumption, better reflecting actual driving conditions and improving the accuracy of the range display. When the SOC experiences a brief sudden change or rapid correction, the displayed range can transition smoothly. This approach offers greater calibration flexibility and can meet diverse display requirements.

[0024] However, this range change frequency algorithm still has flaws during road type changes. When changing road types, the average energy consumption is calculated using driving data from a past mileage (e.g., the past 10 kilometers). This means that after a road type change (e.g., from highway to city roads), the average energy consumption still uses highway energy consumption data, not city road energy consumption data. This lag in average energy consumption updates leads to a lag in the calculated actual remaining range. If the actual remaining range calculation is flawed, the range change frequency determined based on the actual remaining range will be incorrect, resulting in an inaccurate range display frequency that is out of sync with the user's expected range change frequency. Specifically: if the calculated actual remaining range is too high, the determined range change frequency value is too low, and the range decrease update is slow, giving the user the illusion of increased range; conversely, if the calculated actual remaining range is too low, the determined range change frequency value is too high, and the range decrease update is fast, leading the user to perceive a significant range reduction.

[0025] For example, when a vehicle transitions from a highway to city roads, the average energy consumption over the past 10 kilometers remains high due to the higher energy consumption on highways. In contrast, energy consumption is lower on city roads. Calculating the actual remaining range based on this higher average energy consumption results in a lower actual remaining range. At this point, the deviation between the displayed range and the actual remaining range is positive and large, leading to more frequent range jumps and a faster rate of range reduction on the instrument panel. However, since actual energy consumption on city roads is lower than on highways, the range reduction should be slower. But due to the lag in average energy consumption updates, the displayed range decreases too quickly, misleading the user into believing there is a significant range reduction, which is inconsistent with their expectations.

[0026] Conversely, when a vehicle transitions from city roads to highways, the average energy consumption over the past 10 kilometers remains low due to lower energy consumption on city roads. However, highway driving consumes more energy, leading to a higher actual remaining range calculated based on the lower average energy consumption. In this case, the deviation between the displayed range and the actual remaining range is negative or smaller, resulting in a lower frequency of range changes and a slower decrease in the displayed range. However, while actual energy consumption is higher on highways, and the range should decrease more quickly, the slower update of the average energy consumption data causes the displayed range to decrease excessively, creating the illusion of a longer driving range for the user.

[0027] The root cause of the above problems is that the lag in updating the average energy consumption after the road type changes leads to a deviation in the calculation of the actual remaining driving range, which in turn causes the determined driving range to change at a frequency that deviates from expectations, making the driving range displayed on the instrument inaccurate.

[0028] In detail, when a vehicle's road type changes (e.g., from a highway to a city road), the lag in average energy consumption updates can lead to inaccurate determination of the vehicle's actual remaining range. This results in an inaccurate range deviation between the displayed range and the actual remaining range, causing the range jump frequency determined based on the range deviation value to deviate from expectations. This makes users perceive a significant decrease or increase in range, negatively impacting the user experience. To address this issue, this application intelligently determines the road type of the vehicle's current location based on a high-precision map and positioning information. Upon detecting a road type change, and considering the different energy consumption of different road types, a jump frequency correction coefficient is introduced during and after the road type change to correct the range jump frequency. The corrected range jump frequency is then smoothed using a filter, ensuring that the smoothed range jump frequency corresponds to the current road type change. This allows the displayed range line to transition smoothly during road type changes, improving the user experience.

[0029] Based on the above, in one embodiment, reference is made to... Figure 1 One method for updating driving range may include: S11. After the road type of the vehicle is changed from the first road type to the second road type, the jump frequency correction coefficient is determined based on the mileage of the vehicle after the road type change, the energy consumption of the vehicle on the first road type, and the energy consumption of the vehicle on the second road type.

[0030] The vehicles in question are all pure electric vehicles. Road type refers to the classification attribute of the roads on which the vehicles travel. One example of road type classification is categorizing roads according to their attributes, such as highways, urban roads, suburban roads, and mountain roads. Under different road types, the vehicle's operating conditions and energy consumption levels differ. In a more detailed example, road types can also be classified based on the difficulty of driving. For instance, based on whether the road is on an incline or slope, it can be classified as uphill, downhill, or flat. Similarly, based on whether the road is in congested areas, it can be classified as congested or uncongested. And based on whether the road is in a flooded area, it can be classified as a flooded or non-flooded road.

[0031] In this embodiment, a road type change refers to a change in the road type the vehicle travels on from a first road type to a second road type. The first road type is the road type before the change, and the second road type is the road type after the change. A change in road type is considered a change in the vehicle's energy consumption. For example, changing from a highway to an urban road, or vice versa. Vehicle energy consumption varies significantly under different road types; energy consumption on highways is generally higher than energy consumption on urban roads.

[0032] After the vehicle's road type changes from Road Type 1 to Road Type 2, the time of this road type change is recorded, and the vehicle's mileage after the road type change begins to accumulate. The mileage after the road type change can be obtained by integrating the vehicle's speed.

[0033] In addition, it is necessary to obtain the vehicle's energy consumption on roads of the first road type and the vehicle's energy consumption on roads of the second road type. The energy consumption on roads of the first road type can be the actual energy consumption of the vehicle when it traveled on roads of the first road type before the road type change, and the energy consumption on roads of the second road type can be the energy consumption of the vehicle when it traveled on roads of the second road type. Since the vehicle's travel distance on the second road type is zero at the time of the road type change, there is no energy consumption of the vehicle on the second road type at this time. The energy consumption of the vehicle on the second road type before the time of the road type change can be used as the energy consumption of the vehicle on the second road type. As the vehicle continues to travel, there is actual energy consumption of the vehicle on the second road type. At this time, the energy consumption of the vehicle on the second road type can be used, or the energy consumption of the vehicle's historical travel on the second road type can continue to be used. The specific choice can be made according to the actual configuration.

[0034] Then, based on the vehicle's mileage after the road type change, the energy consumption on the first road type, and the energy consumption on the second road type, a jump frequency correction coefficient is determined. This jump frequency correction coefficient is used to correct the jump frequency of the range display device and is related to the vehicle's energy consumption before and after the road type change.

[0035] In this embodiment, by determining the jump frequency correction coefficient, a basis is provided for subsequent correction of the range jump frequency, so that after the road type changes, the range display can be quickly adjusted to match the energy consumption level of the new road type.

[0036] S12. The switching frequency correction coefficient is used to correct the switching frequency of the battery life display device.

[0037] Among them, the range display device is the device used by the vehicle to display the remaining range. The range display device can be the instrument panel, and the range displayed by the instrument panel is called the instrument panel display range.

[0038] The range jump frequency represents the correspondence between the vehicle's actual mileage traveled after the current moment and the decreasing mileage displayed on the instrument panel, i.e., the rate at which the instrument panel's range decreases. For every mile the vehicle actually travels (1 / range jump frequency), the displayed range decreases by 1 km. A higher range jump frequency means a smaller actual mileage is required for the displayed range to decrease by 1 km, i.e., the faster the range decreases; conversely, a lower range jump frequency means a larger actual mileage is required for the displayed range to decrease by 1 km, i.e., the slower the range decreases.

[0039] For example, when the range jump frequency is 1.2, the vehicle actually travels 1 / 1.2km, and the range displayed on the instrument panel decreases by 1km. When the range jump frequency is 0.8, it means that the vehicle actually travels 1 / 0.8km, and the range displayed on the instrument panel decreases by 1km.

[0040] The range adjustment frequency is determined based on the energy consumption per unit mile of the vehicle's most recent (specifically, before the current moment) preset mileage. The preset mileage is a statistical mileage window used to calculate average energy consumption, such as the most recent 10 kilometers. This preset mileage can be set according to actual needs. Energy consumption per unit mile refers to the battery energy consumed by the vehicle per unit mile, usually expressed as the amount of electricity consumed per kilometer. The energy consumption per unit mile of the preset mileage refers to the average energy consumption per unit mile when the vehicle travels that preset mileage. The range adjustment frequency is then determined using the energy consumption per unit mile of the vehicle's most recent preset mileage. When the instrument display shows a range greater than the actual remaining range (positive range deviation), the range adjustment frequency is greater than 1, causing the displayed range to decrease at a faster rate, thus quickly correcting the inflated display. When the instrument display shows a range less than the actual remaining range (negative range deviation), the range adjustment frequency is less than 1, causing the displayed range to decrease at a slower rate, thus waiting for the actual remaining range to catch up with the displayed range.

[0041] After determining the frequency jump correction coefficient and the remaining range jump frequency of the remaining range display device, the remaining range jump frequency of the remaining range display device is corrected using the frequency jump correction coefficient to obtain the corrected remaining range jump frequency. The corrected remaining range jump frequency is used to control the change of the remaining range displayed on the instrument, so that the remaining range display can quickly adjust to the level matching the new road type after the road type changes. This avoids the problem of the remaining range jump frequency not matching the user's expectations due to the lag in average energy consumption updates, and makes the remaining range displayed on the instrument continuously close to the actual remaining remaining range.

[0042] S13. The driving range displayed by the driving range display device is controlled by the modified driving range jump frequency.

[0043] Specifically, based on the corrected range jump frequency, the actual mileage of the vehicle required to reduce the range displayed on the instrument panel by one unit mile (i.e., 1km) is determined. When the actual mileage of the vehicle reaches the required actual mileage, the range displayed on the instrument panel is controlled to decrease by the unit mileage.

[0044] The formula for calculating the actual mileage required for the vehicle to reduce the displayed driving range by a preset unit mileage is as follows: The actual mileage (km) required for a 1km range update = 1 / the corrected range jump frequency.

[0045] The actual mileage required for the displayed driving range to decrease by 1km is inversely proportional to the corrected driving range adjustment frequency. A higher corrected driving range adjustment frequency results in a faster decrease in the displayed driving range, while a lower frequency results in a slower decrease. When the actual driving range reaches the required value, the displayed driving range is reduced by a preset unit mileage. That is, the actual driving range required to decrease by 1km is determined based on the corrected driving range adjustment frequency. When the actual driving range reaches this value, the displayed driving range is reduced by 1km, and the actual driving range for the next unit mileage is recalculated, continuously cycling through this process. For example, when the corrected driving range adjustment frequency is 1.2, the actual driving range required to decrease by 1km is approximately 1 / 1.2 ≈ 0.83km. This means that after driving 0.83km, the displayed driving range decreases by 1km. This implies that the displayed driving range decreases slightly faster than the actual driving distance, thus gradually correcting any inflated readings on the instrument panel.

[0046] In this step, the "actual vehicle mileage required to reduce the instrument range by a preset unit mileage (1km)" is used as the control parameter. The range display value is updated in stages in units of mileage (1km). The range update is broken down into multiple incremental updates instead of a one-time overall correction. Through staged incremental updates, users see the range number decrease steadily in units of 1km, avoiding sudden changes in the range value and significantly improving the user experience.

[0047] In this step, the range display is controlled by adjusting the range jump frequency, so that the rate of change of the range displayed on the instrument matches the actual driving status of the vehicle, and the range display value on the instrument continuously approaches the real remaining range value. This achieves precise control of the rate of change of the range display value and improves the user experience.

[0048] In one possible implementation, when a vehicle enters a new road type and travels less than the preset mileage, a road type change may occur again. For example, after changing from the first road type to the second road type, if the actual mileage traveled on the second road type has not yet reached the preset mileage (e.g., 10 kilometers), the vehicle may change to the third road type. In this case, the corrected range jump frequency needs to be determined again according to the new road type, following the method described above.

[0049] In this embodiment, after the vehicle's road type changes from the first road type to the second road type, a jump frequency correction coefficient is determined based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type. The jump frequency correction coefficient is used to correct the range display device's range jump frequency, so that the corrected range jump frequency matches the energy consumption of the vehicle on the changed road type, which is more consistent with the vehicle's actual driving state on the second road type. Therefore, when the corrected range jump frequency is used to control the range displayed by the range display device, the accuracy of the range display can be improved.

[0050] In one implementation, in order to detect when the road type the vehicle is traveling on changes from a first road type to a second road type, the current position of the vehicle is obtained during the vehicle's travel.

[0051] One possible implementation is as follows: During vehicle operation, the vehicle's positioning data is obtained by combining the vehicle's built-in positioning module (such as a Global Navigation Satellite System receiver), navigation software, or navigation software combined with inertial measurement unit data, to determine the vehicle's current position. The current vehicle position includes the vehicle's current latitude and longitude coordinates and direction of travel.

[0052] Then, based on the vehicle's current location, the type of road the vehicle is traveling on is obtained from the map data.

[0053] Map data is used to provide road attribute information, specifically high-definition vehicle maps, which can be built into storage or retrieved in real time from cloud map services via a network. The high-definition map includes at least road attributes (such as highways, urban roads, suburban roads, etc.), road topology, and road speed limits. When configuring road attributes in the high-definition map, two roads with different energy consumption will be assigned different road types based on their energy consumption.

[0054] The vehicle's current location is matched with map data to obtain the road type corresponding to that location. The road type is continuously monitored during vehicle movement. A road type change is detected when the road type changes. The first road type is the road type before the change, and the second road type is the road type after the change. For example, if a vehicle enters a city road from a highway, the first road type is highway, and the second road type is city road.

[0055] In this embodiment, by matching the vehicle's current location with map data, the type of road the vehicle is currently traveling on can be identified in real time, and the jump frequency correction coefficient can be determined in a timely manner when the road type changes.

[0056] Based on any of the above embodiments, refer to Figure 2 Based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type, a jump frequency correction coefficient is determined, which may include: S21. Based on the energy consumption of the vehicle on the first road type and the energy consumption of the vehicle on the second road type, determine the initial value of the jump frequency correction coefficient.

[0057] In this embodiment, the energy consumption difference between the first road type and the second road type reflects the degree of impact of road type changes on the frequency of range jumps. The initial value of the jump frequency correction coefficient is determined by the proportional relationship between the two, so that the range correction coefficient can accurately reflect the energy consumption deviation caused by road type changes.

[0058] S22. Based on the ratio between the vehicle's mileage after the road type change and the preset mileage, adjust the initial value of the jump frequency correction coefficient to adjust the correction amount of the jump frequency correction coefficient.

[0059] After determining the initial value of the frequency jump correction coefficient, the initial value of the frequency jump correction coefficient is adjusted according to the ratio of the vehicle's mileage after this road type change to the preset mileage.

[0060] Specifically, as the vehicle's mileage on roads of the second road type increases, the average energy consumption within the most recently traveled preset mileage is gradually updated to a level matching the second road type. Therefore, the correction amount of the frequency jump correction coefficient needs to be gradually adjusted as the mileage increases. The adjusted correction amount is calculated using a corresponding formula based on the initial value of the frequency jump correction coefficient.

[0061] In this embodiment, the correction amount of the jump frequency correction coefficient is adjusted according to the mileage of the vehicle on the second road type, so that the correction coefficient plays a greater corrective role in the early stage of road type change, and the correction effect gradually weakens and eventually disappears as the mileage increases, thus avoiding the range display deviation caused by the long-term effect of the correction coefficient.

[0062] Based on the previous embodiment, referring to Figure 3 Step S13 may include: S31. Based on the current parameter value of the energy consumption impact parameter of the vehicle, search for similar driving records in historical data.

[0063] Among them, the difference between the parameter value of the energy consumption influence parameter in the similar driving record and the current parameter value is less than a preset value.

[0064] In this embodiment, the energy consumption impact parameters refer to parameters that affect the energy consumption per unit mileage of the vehicle, including but not limited to at least one of the following: ambient temperature, vehicle load (such as electrical loads such as air conditioning), load status, tire pressure status, and wind speed.

[0065] Regarding ambient temperature, battery activity decreases and heating energy consumption increases at low temperatures, while air conditioning cooling energy consumption increases at high temperatures. Ambient temperature can be divided into several temperature ranges: low temperature range (< -10℃, corresponding to extremely cold environments), medium-low temperature range (-10℃~5℃, corresponding to winter environments), medium-high temperature range (5℃~30℃, corresponding to spring and autumn environments), and high temperature range (>30℃, corresponding to summer environments). Even with the same change in road type, the impact on driving range varies across different temperature ranges.

[0066] Taking air conditioning as an example, vehicle load conditions affect energy consumption per unit mile by consuming additional electricity when the air conditioning is on. Regarding load conditions, a heavier load increases vehicle rolling resistance, leading to higher energy consumption per unit mile. Regarding tire pressure, low tire pressure increases rolling resistance, further increasing energy consumption per unit mile. Regarding wind speed, driving against the wind increases wind resistance, also raising energy consumption per unit mile.

[0067] During vehicle operation, the parameters affecting vehicle energy consumption are continuously collected and recorded to obtain historical data. For each driving record of each road type, the historical data includes data such as driving time, driving distance, and parameter values ​​of energy consumption. To avoid excessive storage space due to large amounts of data, this embodiment uses a minimum preset mileage (e.g., 10 kilometers) as a constraint. A driving record is generated after the vehicle has completed at least 10 kilometers of driving. This driving record includes the road type, start and end times, driving distance, ambient temperature, air conditioning status, load status, tire pressure status, wind speed, and energy consumption per unit distance of the last 10 kilometers.

[0068] The historical database stores multiple driving records, each corresponding to complete driving data for a vehicle traveling at least 10 kilometers on a specific road type. The first driving record is as follows: road type: highway; driving time: January 5, 2026, 9:00 AM; driving distance: 10 kilometers; ambient temperature: 5°C; air conditioning: heating on; load: full; tire pressure: standard; fan speed: 3 m / s; energy consumption per unit mileage for the last preset mileage (e.g., the last 10 kilometers): 0.22 kWh / km. The second driving record is as follows: road type: highway; driving time: January 6, 2026, 9:30 AM; driving distance: 12 kilometers; ambient temperature: 6°C; air conditioning: heating on; load: full; tire pressure: standard; fan speed: 2 m / s; energy consumption per unit mileage for the last preset mileage: 0.21 kWh / km. The third driving record is as follows: Road type: urban road; Driving time: January 8, 2026, 10:00 AM; Driving distance: 15 km; Ambient temperature: 7℃; Air conditioning status: heating on; Load status: half load; Tire pressure: standard; Wind speed: 1 m / s; Energy consumption per unit mileage for the last preset mileage is 0.16 kWh / km. The fourth driving record is as follows: Road type: urban road; Driving time: March 15, 2026, 2:00 PM; Driving distance: 18 km; Ambient temperature: 22℃; Air conditioning status: off; Load status: half load; Tire pressure: standard; Wind speed: 2 m / s; Energy consumption per unit mileage for the last preset mileage is 0.13 kWh / km. The fifth driving record is as follows: the road type is highway, the driving time is 15:00 on March 18, 2026, the driving distance is 10 kilometers, the ambient temperature is 24℃, the air conditioning status is cooling on, the load status is full load, the tire pressure status is standard, the wind speed is 4m / s, and the energy consumption per unit mileage of the last preset mileage is 0.19kWh / km.

[0069] After obtaining historical data through the above data recording methods and storing it in the database, historical records can be retrieved from the database, and similar driving records that match the current parameter values ​​can be found from the historical data.

[0070] In this step, the vehicle's energy consumption per unit mile is affected by various factors such as ambient temperature, air conditioning status, and load status. If the frequency jump correction coefficient is determined solely based on the energy consumption of the current road type without considering differences in environmental conditions, the correction accuracy will be affected. For example, there is a significant difference between the energy consumption of highways in low winter temperatures and those in normal summer temperatures. This step finds historical driving records similar to the current driving conditions by matching energy consumption influencing parameters, providing a more accurate reference benchmark for determining the subsequent correction coefficient.

[0071] S32. Obtain the energy consumption per unit mileage of the preset mileage in the similar driving records to obtain the first energy consumption.

[0072] After identifying similar driving records, the energy consumption per unit mileage of a preset mileage is obtained from the similar driving records and used as the first energy consumption.

[0073] The preset mileage is a statistical mileage window used to calculate average energy consumption, for example, 10 kilometers. The preset mileage can be set according to actual needs. The unit mileage energy consumption in the similar driving records refers to the battery energy consumed per unit mile traveled by the vehicle within the most recent preset mileage under similar driving conditions.

[0074] If the vehicle consumed a total of 1.8 kWh of electricity in the last 10 kilometers of similar driving records, then the first energy consumption is 0.18 kWh / km.

[0075] In this step, when the vehicle has just changed from the first road type to the second road type, it is not possible to directly obtain the vehicle's actual energy consumption on the second road type because the vehicle has not yet accumulated enough driving data. The energy consumption per unit mile of a preset mileage in similar driving records represents the energy consumption level that the vehicle should have within that preset mileage under similar energy consumption influence parameters. Therefore, the energy consumption per unit mile of the preset mileage in these similar driving records can be used as the vehicle's energy consumption on the second road type, referred to as the first energy consumption in this embodiment, and used as the benchmark value for subsequent proportional relationship calculations.

[0076] As the vehicle continues to travel, the distance it travels on the second type of road gradually increases. At this point, the first energy consumption can be the energy consumption per unit mileage of a preset mileage in similar driving records, or it can be the actual energy consumption of the vehicle currently on the second type of road. Specifically, when the distance the vehicle travels on the second type of road is less than the preset mileage, the actual energy consumption can be the energy consumption per unit mileage of all mileage the vehicle travels on the second type of road in this current trip, and this actual energy consumption is taken as the first energy consumption.

[0077] In another implementation, if there are no similar driving records that meet the conditions in the historical data and the vehicle has just changed to a road of the second road type, the calibrated default energy consumption value of the vehicle on the second road type can be used as the first energy consumption.

[0078] S33. Based on the actual energy consumption of the vehicle on the first road type and the actual energy consumption of the vehicle on the second road type, determine the unit mileage energy consumption of the preset mileage traveled before the current time, and obtain the second energy consumption.

[0079] In this embodiment, the actual energy consumption of the vehicle on the first road type refers to the actual energy consumption per unit mileage when the vehicle traveled on the first road type before the change. The actual energy consumption of the vehicle on the second road type refers to the actual energy consumption per unit mileage when the vehicle traveled on the second road type after the change.

[0080] Specifically, during vehicle operation, the energy consumption per unit mileage is recorded in real time under different road types. When a road type change occurs, the actual energy consumption of the first road type at the time of the change is recorded, and the actual energy consumption of the second road type begins to be accumulated.

[0081] Since the vehicle's most recent preset mileage may include driving data for both the first and second road types, it is necessary to calculate the comprehensive unit mileage energy consumption within the most recent preset mileage based on the actual energy consumption and mileage of each road type, and use this as the second energy consumption.

[0082] In real-world scenarios, energy consumption per unit mile can be stored in a historical storage queue. The most recent n data points E1, E2...E in the historical storage queue can then be retrieved. n (For example, the energy consumption values ​​for the most recent 10 km), calculate using the following formula: Average energy consumption = (E1 + E2 + ... + E n ) / n.

[0083] Where E1 is the energy consumption over the most recent 1km, E2 is the energy consumption over the second-to-last 1km, ..., E n This represents the energy consumption for the nth kilometer from the end.

[0084] For example, if the preset mileage is 10 kilometers, and the vehicle travels on the first road type (highway) for the most recent 10 kilometers, and the actual energy consumption per unit mileage for the first road type is 0.20 kWh / km, then the formula for calculating the second energy consumption is: (10×0.20) / 10=0.2kWh / km.

[0085] As the vehicle travels, within the last 10 kilometers, the first 4 kilometers are on the first road type (highway), and the last 6 kilometers are on the second road type (urban road). The actual energy consumption per unit mileage for the first road type is 0.20 kWh / km, and the actual energy consumption per unit mileage for the second road type is 0.15 kWh / km. Therefore, the formula for calculating the energy consumption for the second road type is: (4×0.20+6×0.15) / 10=0.17kWh / km.

[0086] In this step, the energy consumption per unit mileage within the vehicle's most recently traveled preset mileage reflects the actual energy consumption level within the current preset mileage window. Since the preset mileage window now contains driving data for both road types after a road type change, a second energy consumption level that accurately reflects the actual energy consumption within the current preset mileage window needs to be calculated by combining the actual energy consumption and mileage for each road type.

[0087] S34. Based on the ratio of the first energy consumption to the second energy consumption, obtain the initial value of the frequency jump correction coefficient.

[0088] Specifically, the ratio between the first energy consumption and the second energy consumption is calculated, and the initial value of the frequency jump correction coefficient is obtained based on this ratio.

[0089] In one implementation, the ratio is the ratio of the second energy consumption to the first energy consumption, that is: The initial value of the frequency jump correction coefficient = first energy consumption / second energy consumption.

[0090] The initial value of the frequency switching correction coefficient can be adopted. express.

[0091] For example, if the first energy consumption is 0.17 kWh / km and the second energy consumption is 0.15 kWh / km, then the initial value of the jump frequency correction coefficient is 0.17 / 0.15 ≈ 1.13. This initial value is greater than 1, indicating that the energy consumption of the second road type is higher than the actual energy consumption within the current preset mileage, and the range jump frequency needs to be adjusted accordingly.

[0092] In another implementation, the first energy consumption is 0.17 kWh / km and the second energy consumption is 0.2 kWh / km. The initial value of the jump frequency correction coefficient is then 0.17 / 0.2 = 0.85. This initial value is less than 1, indicating that the energy consumption of the second road type under similar driving conditions is lower than the actual energy consumption within the current preset mileage, and the range jump frequency needs to be adjusted accordingly.

[0093] In this step, the first energy consumption comes from similar driving records, representing the energy consumption level the vehicle should have under the same energy consumption influence parameters. The second energy consumption comes from the actual energy consumption of the vehicle's most recent preset mileage, representing the current actual energy consumption level. The ratio between the two directly reflects the energy consumption deviation caused by the change in road type. The initial value of the jump frequency correction coefficient is determined by the ratio between the first and second energy consumption, so that the correction coefficient can accurately reflect the degree of deviation of the current actual energy consumption relative to the energy consumption under similar driving records. Thus, the jump frequency correction coefficient determined based on this ratio is used to accurately correct the jump frequency of the driving range.

[0094] In this embodiment, similar driving records are found by matching energy consumption influence parameters. The energy consumption per unit mileage of the preset mileage in the similar driving records is obtained as the first energy consumption. Then, the second energy consumption is determined by combining the actual energy consumption of the vehicle in the first road type and the second road type. Finally, the initial value of the jump frequency correction coefficient is obtained based on the ratio of the first energy consumption and the second energy consumption. Since the first energy consumption is the baseline energy consumption determined under similar energy consumption influence parameters, and the second energy consumption is the actual energy consumption within the current preset mileage window, the ratio between the two can accurately reflect the degree of deviation between the current actual energy consumption and the expected energy consumption. This allows the initial value of the jump frequency correction coefficient to reflect the energy consumption difference caused by the change in the current road type, and also consider the influence of energy consumption influence parameters such as ambient temperature, air conditioning status, and load status, thus improving the correction accuracy.

[0095] Based on the previous embodiment, in one implementation, searching for similar driving records in historical data based on the current parameter value of the vehicle's energy consumption impact parameters includes: 1) Obtain historical parameter values ​​of energy consumption impact parameters from each driving record in the historical data.

[0096] In this embodiment, the historical parameter value of the energy consumption impact parameter refers to the parameter value of the energy consumption impact parameter in each driving record in the historical data.

[0097] 2) Select driving records from those where the difference between the historical and current values ​​of the energy consumption impact parameters is less than a preset value.

[0098] Specifically, the current value of the energy consumption impact parameters is compared with the corresponding parameter values ​​of each historical driving record belonging to the same road type in the historical data, and the parameter differences between the two are calculated, such as temperature difference, wind speed difference, load difference, etc. When the parameter differences between the historical parameter values ​​and the current parameter values ​​of all energy consumption impact parameters in a certain historical driving record are all less than the preset value, the historical driving record is determined as a candidate driving record.

[0099] Among them, the difference between the historical parameter values ​​and the current parameter values ​​of all energy consumption-affecting parameters in the historical driving record is less than the preset value. For example, the difference in ambient temperature is less than 2℃ (or within the same temperature range), the air conditioning status is consistent, the difference in load status is less than 50KG, the difference in tire pressure status is less than 10kPa, and the difference in wind speed is less than 2m / s.

[0100] In this embodiment, the selected candidate driving record can be one or more.

[0101] 3) If there are multiple candidate driving records, the candidate driving record with the latest generation time shall be regarded as a similar driving record, or, based on the parameter difference corresponding to the candidate driving records, the comprehensive parameter difference shall be determined, and the candidate driving record with the smallest comprehensive parameter difference shall be regarded as a similar driving record.

[0102] In one implementation, if there are multiple candidate driving records that meet the conditions in the historical data, the latest record among the candidate driving records (i.e. the candidate driving record with the latest generation time) can be selected as the similar driving record retrieved.

[0103] Alternatively, if multiple candidate driving records that meet the criteria exist in the historical data, the one with the smallest overall parameter difference compared to the current parameter value is selected as the similar driving record. The overall parameter difference can be a weighted sum of the parameter differences of each energy consumption-affecting parameter.

[0104] In this embodiment, by comprehensively comparing multiple candidate driving records based on parameter differences, deviations caused by matching a single parameter can be avoided, improving the similarity between similar driving records and the current operating conditions. Alternatively, selecting the candidate driving record with the latest generation time can ensure that the determined similar driving record is the most up-to-date, improving the timeliness of similar driving records. Therefore, this embodiment balances matching accuracy, computational efficiency, and timeliness.

[0105] In one implementation, to avoid storing too many similar driving records, similar driving records can be filtered out, and only the most recent driving records can be saved.

[0106] Specifically, when a new driving record is generated, it is compared with all existing historical driving records in the historical database. If a similar existing driving record exists in the historical database, the new driving record replaces the existing one, meaning only the most recent driving record is retained. If no similar existing driving record exists in the historical database, the new driving record is stored as a new historical driving record in the historical database.

[0107] The criteria for determining "similarity" can be set according to actual needs. For example, two driving records are considered similar if they share the same road type and the differences between all parameters in the energy consumption impact parameters are less than a preset value. Alternatively, two driving records are considered similar if they share the same road type and the overall difference between all parameters in the energy consumption impact parameters is less than a preset threshold. The overall difference can be a weighted sum of the differences between the various parameters.

[0108] If there is only one candidate driving record in the current selection, then there will also be only one similar driving record.

[0109] By using the above method, for driving records of the same road type and with similar energy consumption impact parameters, only the latest record is retained in the historical database. This avoids the waste of storage space caused by too many duplicate records, while ensuring that the driving records stored in the historical database can cover various different road types and combinations of energy consumption impact parameters. This provides an effective data foundation for finding similar driving records in the future and reduces the operational complexity of determining similar driving records.

[0110] Based on the above-described embodiment of determining the frequency jump correction coefficient, in another embodiment of this application, the initial value of the frequency jump correction coefficient is adjusted according to the ratio between the vehicle's mileage after the road type change and the preset mileage, so as to adjust the correction amount of the frequency jump correction coefficient. This may include: Calculate the difference between the preset mileage and the vehicle's mileage after the road type change, and adjust the initial value of the jump frequency correction coefficient using the ratio of the difference to the preset mileage.

[0111] In this embodiment, the difference between the preset mileage and the vehicle's mileage after the road type change (i.e., the vehicle's mileage on the second road type) is calculated. This difference represents the portion of the preset mileage not yet covered by the second road type driving data. Based on the proportional relationship between this difference and the preset mileage, the adjusted correction amount for the jump frequency correction coefficient is obtained.

[0112] Specifically, the adjusted correction amount of the switching frequency correction factor is calculated according to the following formula: ; in, The preset mileage is the statistical mileage window used to calculate average energy consumption, for example, 10 kilometers. This refers to the vehicle's mileage after the road type change (i.e., the mileage the vehicle travels on roads of the second road type), specifically the cumulative mileage traveled by the vehicle from the time of the road type change to the current time. This represents the difference between the preset mileage and the vehicle's mileage after the road type change. This is the adjusted correction amount for the frequency jump correction coefficient, with a value ranging from 0 to 1. When b=0, The value is 1; when b = a, It is 0.

[0113] The formula for adjusting the initial value of the frequency jump correction coefficient is as follows: ; The calculation result is the final value of the frequency jump correction coefficient.

[0114] in, This is the initial value of the frequency jump correction factor, i.e., the unadjusted frequency jump correction factor. This formula is a linear adjustment. The adjusted correction amount... With mileage The two are linearly related, and this formula is obtained through... For correction amount Perform a linear adjustment. The adjusted correction amount varies with mileage. It decreases linearly with the increase of .

[0115] When a vehicle has just changed road type , The adjusted correction amount at this time is This means that the correction amount remains the original value, and the correction force is the greatest.

[0116] As the vehicle continues to travel on the second type of road. Gradually increase Gradually decrease. Taking the change from highway to urban road as an example, the first energy consumption is 1.5 kWh / km, and the second energy consumption is 1 kWh / km. The value is 1.5, and the adjusted correction amount can be found in Table 1.

[0117] Table 1

[0118] As the vehicle travels more mileage on roads of the second road type, the average energy consumption within the most recently traveled preset mileage is gradually updated from the energy consumption level of the first road type to the energy consumption level of the second road type. Therefore, the energy consumption deviation caused by the change in road type gradually decreases, the required correction amount also decreases, and the jump frequency correction coefficient also decreases.

[0119] When the preset mileage is reached, the driving data within the preset mileage window has been completely covered by driving data for the second road type, and the average energy consumption has been fully updated to a level matching the second road type. That is, when the vehicle's mileage on the second road type reaches the preset mileage... hour, The adjusted correction amount is 0. At this point, no further correction is needed, the adjusted correction amount is zero, and the switching frequency correction coefficient is restored to the baseline value of 1.

[0120] In another example, when changing from an urban road to a highway, the first energy consumption is 1 kWh / km, and the second energy consumption is 1.5 kWh / km. The value is approximately 1 / 1.5≈0.67. The adjusted correction amount can be found in Table 2.

[0121] Table 2

[0122] As can be seen from Table 2, as the driving mileage increases from 0 km to 10 km, the adjusted correction amount decreases linearly from 1.0 to 0, that is, the jump frequency correction coefficient gradually increases, and recovers linearly from 0.67 to 1.00.

[0123] In this embodiment, as the vehicle's mileage on the second road type increases, the average energy consumption within the most recently traveled preset mileage is gradually updated to a level matching the second road type. Therefore, the correction amount of the jump frequency correction coefficient needs to be gradually adjusted as the mileage increases, specifically through... The correction amount is adjusted linearly. When the vehicle first changes road type, the correction amount remains at its maximum. As the vehicle travels on the second road type, the correction amount decreases linearly. When the preset mileage is reached, the correction amount returns to zero and no further correction is made. This linear adjustment achieves a smooth transition in the correction intensity, allowing the correction amount to gradually weaken as the vehicle's mileage increases. It quickly corrects range display deviations in the initial stage of road type changes, avoiding deviations or abrupt changes in range display caused by sudden changes in the correction coefficient or its long-term effect. As the average energy consumption gradually updates to a level matching the new road type, the correction effect gradually weakens until it disappears, avoiding jumps in range display caused by long-term effects or sudden failure of the correction coefficient, thus improving the user experience.

[0124] Based on any of the above embodiments, correcting the battery life display device's battery life switching frequency using the switching frequency correction coefficient may include: The product of the switching frequency correction coefficient and the battery life switching frequency of the battery life display device is used as the corrected battery life switching frequency.

[0125] After determining the frequency jump correction coefficient and the range jump frequency of the range display device, the range jump frequency of the range display device is corrected using the frequency jump correction coefficient. For example, the product of the frequency jump correction coefficient and the range jump frequency of the range display device is used as the corrected range jump frequency. This allows the range display to quickly adjust to a level that matches the new road type after a change in road type, avoiding the problem of the range jump frequency not matching the user's expectations due to the lag in average energy consumption updates.

[0126] In one example, when a vehicle changes from a highway to an urban road, after the road type changes (e.g., from highway to city), the corresponding jump frequency correction coefficient FAC1 is determined using the method described above. The product of FAC1 and the range jump frequency Rfd is used as the corrected range jump frequency, allowing the range jump frequency to quickly adjust to a value matching the current scenario. For example, when a vehicle changes from a highway to an urban road, if the range jump frequency Rfd is 1.05 and the jump frequency correction coefficient FAC1 is 0.8, then the corrected range jump frequency is 1.05 × 0.8 = 0.84. The corrected range adjustment frequency is lower than the original frequency. Now, when the vehicle has actually traveled 1 / 0.84 ≈ 1.19 km, the range displayed on the instrument panel will decrease by 1 km. Previously, the range displayed on the instrument panel would decrease by 1 km when the vehicle had actually traveled 1 / 1.05 ≈ 0.95 km. This means that after a change in road type, the instrument panel range display needs to be adjusted at a slower pace to compensate for the range display deviation caused by the lag in average energy consumption updates.

[0127] The frequency of the corrected driving range jumps will then be smoothed using a filtering process.

[0128] The filtering process can be a first-order inertial filter; the expression for a first-order inertial filter is: Y n = a × X n + (1-a) × Y n-1 ; Among them, X n Y represents the frequency of the adjusted driving range jump in the current cycle. n Y represents the filtered output value for the current period, specifically the frequency of the range jump after filtering in the current period. n-1is the output value of the previous cycle's filtering, i.e., the frequency of the range jump after filtering in the previous cycle, and 'a' is the filtering coefficient.

[0129] The filter coefficient 'a' ranges from 0 to 1. The larger 'a' is, the faster the filtering response; the smaller 'a' is, the slower the filtering response and the smoother the output. The specific value is determined based on the calibration results of the actual vehicle.

[0130] In this step, the corrected range jump frequency directly affects the instrument control, causing abrupt changes in the numbers. By using first-order inertial filtering, the change in the range jump frequency is smoother, thus making the change in the instrument's range display value smoother. This avoids drastic jumps in the range number when the road type changes, improving the user experience.

[0131] In addition to first-order inertial filtering, at least one of the following can be used: moving average filtering, weighted moving average filtering, low-pass filtering, amplitude limiting filtering, median filtering, or Kalman filtering.

[0132] It should be noted that the above filtering methods can be used individually or in combination. The specific filtering method and its parameters can be determined based on the actual vehicle's range display requirements and calibration test results.

[0133] In this embodiment, the product of the jump frequency correction coefficient and the range jump frequency of the range display device is used as the corrected range jump frequency. This allows the range display to quickly adjust to a level that matches the new road type after a change in road type, avoiding the problem of the range jump frequency not matching the user's expectations due to the lag in average energy consumption updates.

[0134] Based on any of the above embodiments, the range update method further includes: If the vehicle's mileage after the road type change is greater than the preset mileage, the frequency correction coefficient will be stopped from correcting the mileage jump frequency of the range display device.

[0135] When the vehicle's mileage after the road type change exceeds the preset mileage, it indicates that the vehicle's recent mileage data within the preset mileage has been completely covered by the mileage data for the second road type, and the average energy consumption has been fully updated to match the level of the second road type. At this time, the correction amount of the jump frequency correction coefficient has been adjusted to zero, and there is no need to continue using the jump frequency correction coefficient to correct the range jump frequency. Therefore, in this embodiment, when it is detected that the vehicle's mileage after the road type change exceeds the preset mileage, the jump frequency correction coefficient is stopped from correcting the range jump frequency. At this time, the range jump frequency is determined entirely based on the energy consumption per unit mileage of the vehicle's most recent preset mileage, that is, calculated according to the actual energy consumption level of the second road type, without adding any correction amount from the road type change.

[0136] Taking a preset mileage of 10 kilometers as an example, when the vehicle's mileage exceeds 10 kilometers after the road type change, the driving data within the most recent 10 kilometers is now entirely based on the second road type, and the average energy consumption has been completely updated to match the second road type. At this point, the jump frequency correction coefficient is no longer used for correction, and the range jump frequency is entirely determined by the energy consumption per unit mileage of the most recent 10 kilometers.

[0137] In this embodiment, the purpose of setting the jump frequency correction coefficient is to compensate for the deviation in the range jump frequency caused by the lag in average energy consumption updates after a change in road type. Once the vehicle's mileage reaches the preset mileage, the average energy consumption has been fully updated, the lag effect disappears, and the correction amount of the correction coefficient has been adjusted to zero. At this point, continuing to use the jump frequency correction coefficient is meaningless and may even cause the range display to deviate from the actual energy consumption level. Therefore, by setting a condition to stop correction, it is ensured that the correction coefficient only functions within the preset mileage range after the road type change, avoiding long-term use of the correction coefficient that could cause the range display to deviate from the actual energy consumption level.

[0138] Based on any of the above embodiments, in one implementation, referencing Figure 4 The process of determining the battery life display device's battery life jump frequency may include: S41. Determine the remaining driving range that the vehicle can actually travel when the vehicle energy is consumed according to the current actual energy consumption.

[0139] The current actual energy consumption is determined based on the energy consumption per unit mile of the preset mileage traveled by the vehicle before the current moment.

[0140] Specifically, based on the vehicle's current remaining energy and current actual energy consumption, the remaining driving range that the vehicle can actually travel is determined, referred to as the actual remaining driving range. The current actual energy consumption is determined based on the energy consumption per unit mile of the vehicle's most recently traveled preset mileage. The preset mileage is a statistical mileage window used to calculate average energy consumption, such as the most recent 10 kilometers.

[0141] Specifically, the remaining driving range is calculated using the following formula: Remaining driving range = Current remaining energy / Current actual energy consumption.

[0142] The current remaining energy is determined based on the vehicle's current state of charge and the battery's calibrated total energy. The current remaining energy can be SOE (State of Energy), which is updated in real time using SOC (State of Charge), SOH (State of Health), and the calibrated maximum SOE value. SOC is estimated in real time by the battery management system using the ampere-hour integration method or Kalman filtering method, representing the percentage of the battery's current remaining capacity relative to its full charge capacity. SOH is estimated by the battery management system using a capacity decay model or internal resistance growth model, representing the percentage of the battery's current actual usable capacity relative to its factory-nominated capacity, reflecting the battery's aging degree. The calibrated maximum SOE value is the maximum usable energy in a fully charged state calibrated at the time of manufacture and is stored in the controller's storage unit.

[0143] In one implementation, real-time SOE updates are achieved by: obtaining the current SOC and current SOH estimated in real time by the battery management system; reading the calibrated maximum SOE value from the storage unit; calculating the current total available energy based on the current SOC, current SOH, and calibrated maximum SOE value: Current total available energy = calibrated maximum SOE value × SOC × SOH; dividing the current total available energy by the calibrated maximum SOE value to obtain the current SOE: SOE = Current total available energy / calibrated maximum SOE value × 100%.

[0144] For example, if the maximum calibrated SOE is 60 kWh, the current SOC is 80%, and the current SOH is 95%, then the current usable total energy is 60 × 80% × 95% = 45.6 kWh, and the current SOE is 45.6 / 60 × 100% = 76%. As can be seen from the above calculation, since SOH reflects the degree of battery aging, as the battery is used for a period of time, the SOH decreases, and even with the same SOC, the SOE will decrease accordingly. This makes the calculated remaining driving range closer to the actual usable battery energy, improving the accuracy of the driving range estimate.

[0145] The real-time updates of the aforementioned SOE are executed cyclically according to a preset period. The preset period can be set according to actual needs, such as updating once every 100ms or every 1s, in order to balance calculation accuracy and system resource consumption.

[0146] The current actual energy consumption is obtained by dividing the total energy consumed within the vehicle's most recent preset mileage by the preset mileage, representing the average energy consumption. The calculation process for average energy consumption is as follows: First, calculate the energy consumption for a single 1km trip: During vehicle operation, calculate the battery energy consumed for every 1km traveled (obtained by integrating vehicle speed over time): Energy consumption per 1km (kWh) = Total energy consumed by the battery within that 1km (kWh) / 1 (km).

[0147] The total energy consumed by the battery is calculated by integrating the battery voltage and current in real time. Specifically, the battery management system collects the battery voltage and current signals in real time at a preset sampling period (such as every 10ms or every 100ms). During vehicle operation, the collected voltage and current are integrated over time to obtain the total energy consumed by the battery during that period.

[0148] Since the energy consumption value calculated for 1km is stored in the historical energy consumption storage queue and marked with its corresponding serial number (1 for the most recent one, 2 for the second to last one, and so on), historical energy consumption data can be obtained from the historical energy consumption storage queue.

[0149] Finally, calculate the average energy consumption.

[0150] Retrieve the most recent n data points E1, E2, ..., E from the historical storage queue. n (For example, the energy consumption values ​​for the most recent 10 km), calculate using the following formula: Average energy consumption = (E1 + E2 + … + E n ) / n.

[0151] Where E1 is the energy consumption over the most recent 1km, E2 is the energy consumption over the second-to-last 1km, ..., E n This represents the energy consumption for the nth kilometer from the end.

[0152] After calculating the battery state of energy (SOE) and average energy consumption, the actual remaining driving range = SOE / average energy consumption.

[0153] For example, if a vehicle currently has 30 kWh of remaining energy and its current actual energy consumption is 0.15 kWh / km, then its actual remaining driving range is 30 / 0.15 = 200 km. This actual remaining driving range means that if the vehicle continues to drive under the current conditions, it is expected to travel another 200 km.

[0154] In this step, the actual remaining driving range is calculated based on the current actual energy consumption, representing the mileage the vehicle can actually travel. The actual remaining driving range differs from the mileage displayed on the instrument panel; it reflects the vehicle's true driving capability under the current energy consumption level.

[0155] S42. Obtain the mileage displayed on the instrument panel.

[0156] The mileage displayed on the instrument panel refers to the remaining driving range currently shown on the device. This mileage is the remaining driving range value that the user sees on the instrument panel.

[0157] When acquiring the mileage displayed on the instrument panel, the mileage can be read from the storage unit. Specifically, after the vehicle is powered on, the remaining range stored at the end of the previous driving cycle is read from the controller storage unit, such as historical remaining range values ​​read from the EEPROM, as the initial value for the current driving trip. Then, the initial value is verified. The initial value verification can include EEPROM fault verification, which detects whether there is an EEPROM fault during the initialization process. In addition, the valid range of the initial value is verified: whether the initial value is within a reasonable numerical range, such as 0-1000.

[0158] If the initial value verification is normal, this initial value is the mileage displayed on the instrument panel in this embodiment. If the initial value verification is abnormal, the mileage displayed on the instrument panel is calculated based on SOE and target energy consumption. The target energy consumption refers to the expected average energy consumption (unit: kWh / km) of the vehicle under standard operating conditions or user-defined modes. Mileage displayed on the instrument panel = SOE / target energy consumption.

[0159] In this embodiment, the battery life initialization ensures that the instrument displays a reasonable battery life value each time power is restored, avoiding data loss or anomalies caused by power outages. Historical data is directly reused when valid, ensuring the continuity of the battery life display; when historical data is abnormal, it is recalculated, ensuring the reliability of the battery life display.

[0160] In one implementation, when the vehicle is powered off, the remaining range and power consumption at the moment of power-off are stored in E-side storage.

[0161] In this step, the mileage displayed on the instrument panel is the value output by the remaining driving range display device. Because the driving range display device typically updates the displayed value using a smoothing method, there may be a discrepancy between the instrument panel mileage and the remaining driving range. The purpose of obtaining the instrument panel mileage is to provide input for subsequent calculations of this discrepancy.

[0162] S43. Based on the current state of charge, the deviation between the remaining driving range and the driving range displayed on the instrument, determine the driving range switching frequency of the driving range display device.

[0163] The battery management system obtains the vehicle's current state of charge (SOC), which is the percentage of the battery's current remaining charge compared to its full charge.

[0164] Then, the difference between the mileage displayed on the instrument panel and the remaining driving range is calculated to obtain the driving range deviation value.

[0165] Specifically, the range deviation value = instrument display mileage - remaining range. The remaining range refers to the actual remaining range mentioned above, and the deviation reflects the degree of discrepancy between the instrument display mileage and the actual remaining range. When the instrument display mileage is greater than the actual remaining range, the range deviation value is positive, indicating that the instrument display value is inflated; when the instrument display mileage is less than the actual remaining range, the range deviation value is negative, indicating that the instrument display value is inflated.

[0166] Then, based on the current state of charge and the range deviation value, the range jump frequency can be determined.

[0167] In this step, the frequency of range jumps is jointly determined by the state of charge (SOC) and the range deviation value. SOC reflects the battery's current energy level, while the range deviation value reflects the degree of deviation between the instrument display and the actual value. The greater the deviation (the more inflated the instrument reading), the higher the range jump frequency, and the faster the displayed range decreases, thus quickly eliminating the deviation. Conversely, the smaller the deviation (the closer the instrument reading is to the true value), the range jump frequency approaches 1, and the displayed range decreases steadily. This adaptive adjustment mechanism ensures that the displayed range continuously approaches the actual remaining range.

[0168] In one implementation, the range switching frequency can be obtained by querying the range switching frequency mapping relationship based on the current state of charge and the range deviation value.

[0169] Among them, the range jump frequency mapping relationship can be a range jump frequency mapping table, which can be a two-dimensional MAP table, as shown in Table 3.

[0170] Table 3

[0171] Table 3 uses the horizontal axis x as the State of Charge (SOC) and the vertical axis y as the range deviation value. Each value in the table represents the range jump frequency under the corresponding condition. The range deviation value is the difference between the odometer reading and the actual remaining range. When the odometer reading is greater than the actual remaining range, the range deviation value is positive, indicating that the odometer reading is too high (falsely high). In this case, the range jump frequency is greater than 1, meaning the rate of decrease in odometer range should be faster. When the odometer reading is less than the actual remaining range, the range deviation value is negative, indicating that the odometer reading is too low (falsely low). In this case, the range jump frequency is less than 1, meaning the rate of decrease in odometer range should be slower. The horizontal axis (State of Charge) is divided into preset intervals (e.g., every 5% or 10%), and the vertical axis (Range Deviation) is also divided into preset intervals (e.g., every 10km). The value corresponding to the intersection of the horizontal and vertical axes is the range jump frequency under that combination of State of Charge and Range Deviation value.

[0172] For example, when the SOC is 20% and the range deviation is -300km, the range jump frequency is 0.5. When the SOC is 20% and the range deviation is -50km, the range jump frequency is 0.75. That is, under the same SOC, the smaller the range deviation, the smaller the deviation between the instrument display and the actual value. At this time, the range jump frequency increases, so that the instrument range decreases steadily.

[0173] For example, if the current state of charge is 60% and the remaining range is 200km, but the instrument shows a range of 220km, then the deviation is 220-200=20km, indicating that the instrument reading is 20km too high. In this case, the range jump frequency should be greater than 1 to accelerate the rate at which the instrument's range decreases, thereby gradually eliminating the deviation.

[0174] In real-world scenarios, once the current state of charge and range deviation are known, the range jump frequency (Rfd) can be obtained by consulting the two-dimensional MAP table. For example, when the range jump frequency is 0.8, it means that when the vehicle has actually traveled 1 / 0.8 km, the mileage displayed on the instrument panel decreases by 1 km.

[0175] In this step, the range adjustment frequency is determined by the deviation between the current state of charge, remaining driving range, and the range displayed on the instrument panel. This allows the range display to dynamically adjust its rate of descent based on the discrepancy between the displayed range and the actual remaining range, achieving a gradual convergence of the displayed range to the actual remaining range. When the displayed value is falsely high, the adjustment frequency is increased, accelerating the decrease in the displayed range; conversely, when the displayed value is falsely low, the adjustment frequency is decreased, slowing the decrease in the displayed range. Through this dynamic adjustment mechanism, the displayed range can continuously approach the actual remaining range, improving the accuracy of the range display.

[0176] Based on the above embodiments, in order to enable those skilled in the art to more clearly understand this application, the following is combined with... Figure 5 Let's illustrate with examples.

[0177] In one implementation, such as Figure 5 As shown, Figure 5 A self-correcting functional architecture with a range jump frequency is presented, which can realize functions such as display range initialization, average energy consumption calculation, remaining range calculation, calculation of jump frequency correction coefficient, calculation and filtering of the corrected range jump frequency, and range update.

[0178] Among them, the initialization of the display range refers to obtaining the mileage displayed on the instrument panel, as explained above.

[0179] For detailed explanations of average energy consumption calculation, SOE calculation, and remaining driving range calculation, please refer to the above calculation process for actual remaining driving range. Then, based on the current state of charge, the remaining driving range (specifically, the actual remaining driving range), and the deviation between the mileage displayed on the instrument, the driving range switching frequency of the driving range display device is determined.

[0180] After calculating the jump frequency correction coefficient, the driving range jump frequency is corrected using the jump frequency correction coefficient to obtain the corrected driving range jump frequency. Through filtering, the smoothed driving range jump frequency corresponds to the current road type change. The corrected driving range jump frequency is used to control the driving range displayed on the instrument.

[0181] In one example, when the energy consumption influencing parameter is ambient temperature, the first energy consumption is determined based on the temperature range of the ambient temperature. Then, based on the first and second energy consumption, the initial value of the jump frequency correction coefficient is determined using the above method. The jump frequency correction coefficient is then used to correct the range jump frequency. An example of the corrected range jump frequency can be: Example 1 of road type change: Ambient temperature < -10℃, extremely cold environment, with maximum range reduction, the reduction is about 40%-55%. At this time, FAC11 and FAC12 are set. FAC11 is: the corrected range jump frequency when changing from city / suburban to highway driving, and FAC12 is: the corrected range jump frequency when changing from highway to city / suburban driving.

[0182] Use FAC12 when changing from a highway to a city / suburban road until another road type change is required. Use FAC11 when changing from a city / suburban road to a highway until another road type change is required.

[0183] Example 2 of road type change: -10 < ambient temperature < 5℃, winter, range reduction is about 30%-45%, at this time FAC13 and FAC14 are set. Among them, FAC13: the corrected range jump frequency when transitioning from urban / suburban to highway driving, and FAC14: the corrected range jump frequency when transitioning from highway driving to urban / suburban driving.

[0184] Example 3 of road type change: 5 < ambient temperature < 30℃, spring and autumn, the range reduction is about 30%-45%, and FAC15 and FAC16 are set at this time. Among them, FAC15: the corrected range jump frequency when transitioning from urban / suburban to highway driving, and FAC16: the corrected range jump frequency when transitioning from highway driving to urban / suburban driving.

[0185] Example 4 of road type change: Ambient temperature > 30℃, summer, range reduction is about 20%-35%, at which time FAC17 and FAC18 are set. Among them, FAC17: the corrected range jump frequency when transitioning from urban / suburban to highway driving, and FAC18: the corrected range jump frequency when transitioning from highway driving to urban / suburban driving.

[0186] The above describes a method for updating driving range according to an embodiment of this application. The following describes the apparatus for performing the above-described method for updating driving range.

[0187] Please see Figure 6 , Figure 6 This is a schematic diagram of a range update device provided in an embodiment of this application. Figure 6 As shown, the range update device includes: The coefficient determination module 101 is used to determine the jump frequency correction coefficient based on the vehicle's mileage after the road type changes from the first road type to the second road type, the vehicle's energy consumption on the first road type road, and the vehicle's energy consumption on the second road type road after the road type change. Correction module 102 is used to correct the range jump frequency of the range display device using the jump frequency correction coefficient, wherein the range jump frequency is determined based on the energy consumption per unit mile of the preset mileage traveled by the vehicle at the current moment. The mileage display module 103 is used to control the mileage displayed by the mileage display device using the corrected mileage jump frequency.

[0188] One possible implementation also includes: The type determination module is used to obtain the current position of the vehicle during the vehicle's journey, and based on the current position of the vehicle, to obtain the road type of the vehicle traveling from the map data.

[0189] In one possible implementation, the coefficient determination module 101 includes: The initial value determination submodule is used to determine the initial value of the jump frequency correction coefficient based on the energy consumption of the vehicle on the first road type and the energy consumption of the vehicle on the second road type. The adjustment submodule is used to adjust the initial value of the jump frequency correction coefficient according to the ratio of the vehicle's mileage after the road type change to the preset mileage, so as to adjust the correction amount of the jump frequency correction coefficient.

[0190] In one possible implementation, the initial value determination submodule includes: The search unit is used to search for similar driving records in historical data based on the current parameter value of the energy consumption impact parameter of the vehicle, wherein the difference between the parameter value of the energy consumption impact parameter in the similar driving record and the current parameter value is less than a preset value; The acquisition unit is used to acquire the energy consumption per unit mileage of the preset mileage in the similar driving records to obtain the first energy consumption; An energy consumption determination unit is used to determine the unit mileage energy consumption of the preset mileage traveled by the vehicle before the current time based on the actual energy consumption of the vehicle on the first road type and the actual energy consumption of the vehicle on the second road type, so as to obtain the second energy consumption. The numerical determination unit is used to obtain the initial value of the switching frequency correction coefficient based on the ratio between the first energy consumption and the second energy consumption.

[0191] In one possible implementation, the lookup unit includes: The acquisition sub-unit is used to obtain historical parameter values ​​of energy consumption impact parameters from each driving record in the historical data; The filtering subunit is used to filter out driving records in which the difference between the historical parameter value and the current parameter value of the energy consumption impact parameter is less than a preset value, thus obtaining candidate driving records. The first record determination unit is used to determine the comprehensive parameter difference based on the parameter difference corresponding to the candidate driving record when there are multiple candidate driving records, and to take the candidate driving record with the smallest comprehensive parameter difference as the similar driving record. The second record determination unit is used to determine the candidate driving record with the latest generation time as the similar driving record when there are multiple candidate driving records.

[0192] In one possible implementation, the adjustment submodule is specifically used for: Calculate the difference between the preset mileage and the vehicle's mileage after the road type change, and adjust the initial value of the jump frequency correction coefficient using the ratio of the difference to the preset mileage.

[0193] One possible implementation also includes: The correction processing module is used to stop using the jump frequency correction coefficient to correct the range jump frequency of the range display device when the mileage of the vehicle after the road type change is greater than the preset mileage.

[0194] One possible implementation also includes: The mileage determination module is used to determine the remaining driving range that the vehicle can actually travel when the vehicle energy is consumed according to the current actual energy consumption; the current actual energy consumption is determined based on the unit mileage energy consumption of the preset mileage traveled by the vehicle before the current moment. The mileage acquisition module is used to acquire the mileage displayed on the instrument panel; The frequency determination module is used to determine the range switching frequency of the range display device based on the deviation between the current state of charge, the remaining range, and the range displayed by the instrument.

[0195] In one possible implementation, the mileage display module 103 is specifically used for: The product of the switching frequency correction coefficient and the battery life switching frequency of the battery life display device is used as the corrected battery life switching frequency.

[0196] In this embodiment, after the vehicle's road type changes from the first road type to the second road type, a jump frequency correction coefficient is determined based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type. The jump frequency correction coefficient is used to correct the range display device's range jump frequency, so that the corrected range jump frequency matches the energy consumption of the vehicle on the changed road type, which is more consistent with the vehicle's actual driving state on the second road type. Therefore, when the corrected range jump frequency is used to control the range displayed by the range display device, the accuracy of the range display can be improved.

[0197] It should be noted that the working process of each module, submodule and unit in this embodiment is described in the corresponding description in the above embodiment, and will not be repeated here.

[0198] This application also provides an electronic device, including at least one processor and a memory connected to the processor, wherein: Memory is used to store computer programs; The processor is used to execute computer programs to enable electronic devices to implement the aforementioned range update method.

[0199] refer to Figure 7 The diagram illustrates a structural schematic suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, vehicle control terminals, etc. Figure 7 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0200] like Figure 7 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. When the electronic device is powered on, the RAM 603 also stores various programs and data required for the operation of the electronic device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0201] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 7 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have instead.

[0202] This application also provides a vehicle that includes the aforementioned electronic equipment.

[0203] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the range update methods provided in this application.

[0204] This application also provides a computer storage medium that carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the driving range update methods provided in this application.

[0205] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0206] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0207] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0208] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A method of updating a range, characterized by, include: After the road type on which the vehicle travels changes from the first road type to the second road type, a jump frequency correction coefficient is determined based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type. The driving range jump frequency of the driving range display device is corrected using the jump frequency correction coefficient, wherein the driving range jump frequency is determined based on the energy consumption per unit mile of the preset mileage traveled by the vehicle at the current moment. The driving range displayed on the driving range display device is controlled by using the corrected driving range jump frequency.

2. The range update method according to claim 1, characterized by, The method for updating driving range also includes: Obtain the vehicle's current location while it is in motion; Based on the vehicle's current location, the type of road the vehicle is traveling on is obtained from the map data.

3. The method of claim 1, wherein, Based on the vehicle's mileage after the road type change, the vehicle's energy consumption on the first road type, and the vehicle's energy consumption on the second road type, a jump frequency correction coefficient is determined, including: Based on the energy consumption of the vehicle on the first road type and the energy consumption of the vehicle on the second road type, the initial value of the jump frequency correction coefficient is determined; Based on the ratio between the vehicle's mileage after the road type change and the preset mileage, the initial value of the jump frequency correction coefficient is adjusted to adjust the correction amount of the jump frequency correction coefficient.

4. The driving range update method according to claim 3, characterized in that, Based on the energy consumption of the vehicle on the first road type and the energy consumption of the vehicle on the second road type, the initial value of the jump frequency correction coefficient is determined, including: Based on the current parameter value of the energy consumption impact parameter of the vehicle, search for similar driving records in historical data. The difference between the parameter value of the energy consumption impact parameter in the similar driving records and the current parameter value is less than a preset value. The energy consumption per unit mileage in the similar driving records is obtained to obtain the first energy consumption. Based on the actual energy consumption of the vehicle on the first type of road and the actual energy consumption of the vehicle on the second type of road, the energy consumption per unit mileage of the preset mileage traveled before the current moment is determined to obtain the second energy consumption. Based on the ratio between the first energy consumption and the second energy consumption, the initial value of the switching frequency correction coefficient is obtained.

5. The driving range update method according to claim 4, characterized in that, Based on the current parameter values ​​of the vehicle's energy consumption impact parameters, search for similar driving records in historical data, including: Historical parameter values ​​of energy consumption impact parameters are obtained from each driving record in the historical data. Candidate driving records are obtained by filtering out driving records in which the difference between the historical and current values ​​of energy consumption impact parameters is less than a preset value. When there are multiple candidate driving records, the comprehensive parameter difference is determined based on the parameter difference corresponding to the candidate driving records, and the candidate driving record with the smallest comprehensive parameter difference is taken as the similar driving record. Alternatively, if there are multiple candidate driving records, the candidate driving record with the latest generation time will be used as the similar driving record.

6. The driving range update method according to claim 3, characterized in that, Based on the ratio between the vehicle's mileage after the road type change and the preset mileage, the initial value of the jump frequency correction coefficient is adjusted to adjust the correction amount of the jump frequency correction coefficient, including: Calculate the difference between the preset mileage and the vehicle's mileage after the road type change, and adjust the initial value of the jump frequency correction coefficient using the ratio of the difference to the preset mileage.

7. The driving range update method according to any one of claims 1-6, characterized in that, The method for updating driving range also includes: If the vehicle's mileage after the road type change is greater than the preset mileage, the frequency correction coefficient will be stopped from correcting the mileage jump frequency of the range display device.

8. The driving range update method according to claim 1, characterized in that, The process of determining the battery life jump frequency of the battery life display device includes: Determine the remaining driving range that the vehicle can actually travel when the vehicle energy is consumed according to the current actual energy consumption; the current actual energy consumption is determined based on the energy consumption per unit mile of the preset mileage traveled by the vehicle before the current moment; Obtain the mileage displayed on the instrument panel; The driving range switching frequency of the driving range display device is determined based on the deviation between the current state of charge, the remaining driving range, and the driving range displayed on the instrument.

9. The driving range update method according to claim 1, characterized in that, The frequency of battery life display device is corrected using the aforementioned frequency correction coefficient, including: The product of the switching frequency correction coefficient and the battery life switching frequency of the battery life display device is used as the corrected battery life switching frequency.

10. A vehicle, characterized in that, Includes an electronic device for performing the range update method as described in any one of claims 1-9.

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