CN112590556A - Method for calculating driving range of automobile - Google Patents

Method for calculating driving range of automobile Download PDF

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Publication number
CN112590556A
CN112590556A CN202110011659.7A CN202110011659A CN112590556A CN 112590556 A CN112590556 A CN 112590556A CN 202110011659 A CN202110011659 A CN 202110011659A CN 112590556 A CN112590556 A CN 112590556A
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automobile
preset
energy consumption
state
time
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CN202110011659.7A
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CN112590556B (en
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连凤霞
李强
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The embodiment of the application discloses a method for calculating the driving range of an automobile, which comprises the following steps: after an automobile is powered on, acquiring a current theoretical residual energy value of the power battery of the automobile and a battery capacity attenuation coefficient of the power battery, and acquiring an actual residual energy value of the power battery based on a product of the theoretical residual energy value of the power battery and the battery capacity attenuation coefficient of the power battery so as to obtain a reliable actual residual energy value of the power battery; if the current running time of the automobile from starting to the current running time is longer than a first preset time, determining a plurality of working conditions based on the current running process of the automobile, and determining the target energy consumption of the automobile based on the working conditions to obtain more reliable target energy consumption; and obtaining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the target energy consumption of the automobile, so that more reliable driving range of the automobile can be obtained.

Description

Method for calculating driving range of automobile
Technical Field
The application relates to the field of calculation of automobile driving range, in particular to a method for calculating the automobile driving range.
Background
With the vigorous support of the national policy on new energy automobiles, the electric automobile industry is rapidly developed, so that the electric automobiles gradually enter the lives of the public. However, at present, the charging of the electric vehicle is inconvenient, and the estimation of the driving range of the electric vehicle is not accurate enough, so that a driver cannot accurately judge the driving range of the electric vehicle in the driving process, and troubles are brought to the driver. Therefore, providing a more reliable method for calculating the driving range of the automobile becomes a research focus of those skilled in the art.
Disclosure of Invention
In order to solve the technical problem, the embodiment of the application provides a method for calculating the driving range of an automobile, and the method can obtain the reliable driving range of the automobile.
In order to solve the above problem, the embodiment of the present application provides the following technical solutions:
after an automobile is powered on, acquiring the theoretical residual energy value of the current power battery of the automobile and acquiring the battery capacity attenuation coefficient of the power battery;
obtaining the actual residual energy value of the power battery based on the product of the theoretical residual energy value of the power battery and the battery capacity attenuation coefficient of the power battery;
if the running time of the automobile from starting to current is greater than a first preset time, determining a plurality of working conditions based on the current running process of the automobile, and determining target energy consumption of the automobile based on the working conditions, wherein the target energy consumption represents and calculates energy consumption corresponding to the driving range of the automobile, different working conditions correspond to different time periods in the running process of the automobile, and adjacent working conditions are two adjacent working conditions in the running process of the automobile from starting to current running time;
determining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the target energy consumption of the automobile;
if the time for switching the automobile from the first state to the second state is not more than second preset time, the process that the automobile is switched from the first state to the second state corresponds to a working condition; if the time for maintaining the first state of the automobile is longer than second preset time, determining at least one working condition based on the preset time period included in the time period for maintaining the first state of the automobile, wherein one preset time period corresponds to one working condition in the time period for maintaining the first state of the automobile; the first state is a driving starting state of the automobile, the second state is a driving stopping state of the automobile, and the second preset time is smaller than the first preset time.
Optionally, when the power battery is in a discharge state, acquiring the theoretical residual energy value of the power battery includes:
acquiring a current first voltage value of the power battery;
acquiring a current first residual electric quantity of the power battery;
and determining the current theoretical residual energy value of the power battery based on the product of the first voltage value, the first residual energy and the ampere hours of the power battery.
Optionally, when the power battery is in an energy recovery state, acquiring the theoretical residual energy value of the power battery includes:
acquiring a second voltage value of the power battery, wherein the second voltage value is the voltage value of the power battery at the previous moment when the power battery enters an energy recovery state;
acquiring a second residual electric quantity of the power battery, wherein the second residual electric quantity is the residual electric quantity at the moment before the power battery enters an energy recovery state;
and determining the current theoretical residual energy value of the power battery based on the product of the second voltage value, the second residual capacity and the ampere hours of the power battery.
Optionally, obtaining a battery capacity attenuation coefficient of the power battery includes:
acquiring a battery capacity attenuation coefficient of the power battery based on a battery management system;
or the like, or, alternatively,
and acquiring a battery capacity attenuation coefficient of the power battery based on the ratio of the traveled mileage of the automobile to the design mileage of the power battery.
Optionally, determining a plurality of operating conditions based on the current driving process of the vehicle, and determining the target energy consumption of the vehicle includes:
determining N working conditions according to the running time of the automobile based on the current running process of the automobile;
if N is not larger than M, determining the target energy consumption of the automobile based on the working state of preset accessories of the automobile and the N working conditions in the running time from the starting to the current running time of the automobile;
if N is larger than M, determining the target energy consumption of the automobile based on the working state of preset accessories of the automobile in the running time from the starting to the current running time of the automobile and M working conditions in the N working conditions;
and M is smaller than N, M working conditions are adjacent M working conditions in the N working conditions, and the M working conditions are the last M working conditions determined based on the running time of the automobile in the N working conditions.
Optionally, if N is not greater than M, determining the target energy consumption of the vehicle based on the operating state of preset accessories in the vehicle and the N operating conditions in the vehicle from the start to the current driving time includes:
if at least one preset accessory of the automobile is in an open state from the starting of the automobile to the current driving time, determining the target energy consumption of the automobile based on a first preset energy consumption value of the automobile and the average energy consumption value of the N working conditions;
if the preset accessories of the automobile are all in a closed state within the current driving time from the starting of the automobile, determining the target energy consumption of the automobile based on a second preset energy consumption value of the automobile and the average energy consumption value of the N working conditions;
the first preset energy consumption value and the second preset energy consumption value are different, and the preset accessory is an accessory with power larger than a preset value in the automobile.
Optionally, if N is greater than M, determining the target energy consumption of the vehicle based on the operating state of preset accessories in the vehicle and M operating conditions of the N operating conditions within the driving time from the start of the vehicle to the current driving time includes:
if the working state of preset accessories in the automobile is not changed within the current running time from the starting of the automobile, determining the target energy consumption of the automobile based on M working conditions in the N working conditions;
if the preset accessories in the automobile are switched from an open state to a closed state within the current running time from the starting of the automobile, J working conditions corresponding to the preset accessories in the open state and K working conditions corresponding to the preset accessories after the preset accessories are closed are determined, and the sum of J and K is M;
and determining the target energy consumption of the automobile based on the average energy consumption values of the J working conditions and the product of the average energy consumption value of the K working conditions and a preset coefficient.
Optionally, if N is greater than M, determining the target energy consumption of the vehicle based on the operating state of preset accessories in the vehicle and M operating conditions of the N operating conditions within the driving time from the start of the vehicle to the current driving time includes:
if the working state of preset accessories in the automobile is not changed from the starting time to the current running time of the automobile, determining the target energy consumption of the automobile based on the average energy consumption value of M working conditions in the N working conditions;
if the preset accessories in the automobile are switched from a closed state to an open state within the current running time of the automobile from starting, determining that the M working conditions correspond to L working conditions when the preset accessories are in the open state and Q working conditions after the preset accessories are closed, wherein the sum of L and Q is M;
and determining the target energy consumption of the automobile based on the average energy consumption values of the L working conditions and the ratio of the average energy consumption value of the Q working conditions to a first preset coefficient.
Optionally, the method further includes:
after the automobile is powered on, acquiring a preset identifier of the automobile;
if the preset identifier of the automobile is a first identifier, determining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the preset energy consumption of the automobile;
the first identification represents that the running speed of the automobile is always zero, and at least one preset accessory of the automobile is in a frequently-started state; if the time that the preset accessories of the automobile are opened twice is shorter than the fourth preset time, the preset accessories of the automobile are in a frequently opened state;
if at least one preset accessory in the automobile is in an opening state, the preset energy consumption of the automobile is a first preset energy consumption value;
and if all preset accessories in the automobile are in a closed state, the preset energy consumption of the automobile is a second preset energy consumption value.
Optionally, the method further includes:
and when the automobile is powered off, storing the target energy consumption corresponding to the current driving range of the automobile.
Compared with the prior art, the technical scheme has the following advantages:
the technical scheme provided by the embodiment of the application comprises the following steps: after the automobile is electrified, the theoretical residual energy value of the current power battery of the automobile is obtained, the battery capacity attenuation coefficient of the power battery is obtained, the actual residual energy value of the power battery is obtained based on the product of the theoretical residual energy value of the power battery and the battery capacity attenuation coefficient of the power battery, the calculation error of the residual energy of the power battery caused by the battery capacity loss of the power battery can be reduced, and the reliable actual residual energy value of the power battery is obtained.
Moreover, in the technical scheme that this application embodiment provided, if the car is greater than first preset time by starting to current travel time, then based on a plurality of operating modes are confirmed to the current travel process of car, and based on a plurality of operating modes, confirm the target energy consumption of car, in order through with the travel process of car divide into a plurality of operating modes, and according to the energy consumption of a plurality of operating modes obtains the target energy consumption of car to reduce because different operating modes are to calculating in the car travel process the influence of the target energy consumption of car obtains comparatively reliable the target energy consumption of car.
Because among the technical scheme that this application embodiment provided, the actual residual energy value of power battery is the actual residual energy value of comparatively reliable power battery, the target energy consumption of car is comparatively reliable the target energy consumption of car, consequently, be based on the actual residual energy value of power battery with the ratio of the target energy consumption of car is confirmed during the continuation of the journey of car, can obtain comparatively reliable car continuation of the journey mileage, reduce the anxiety sense of driver in driving process.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a flowchart of a method for calculating a driving range of an automobile according to an embodiment of the present disclosure;
fig. 2 is a schematic diagram illustrating a method for obtaining a theoretical residual energy value of a power battery in a method for calculating a driving range of an automobile according to an embodiment of the present application;
fig. 3 is a schematic diagram of a method for obtaining a battery capacity loss coefficient of a power battery in a method for calculating a driving range of an automobile according to an embodiment of the present application;
fig. 4 is a schematic diagram illustrating a method for dividing a driving range of an automobile into a plurality of working conditions in a driving process of the automobile in the method for calculating a driving range of the automobile according to the embodiment of the present application;
fig. 5 is a logic diagram of an in-place frequent switch preset accessory in the method for calculating the driving range of the vehicle according to the embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways than those described herein, and it will be apparent to those of ordinary skill in the art that the present application is not limited to the specific embodiments disclosed below.
Next, the present application will be described in detail with reference to the drawings, and in the detailed description of the embodiments of the present application, the cross-sectional views illustrating the structure of the device are not enlarged partially according to the general scale for convenience of illustration, and the drawings are only examples, which should not limit the scope of the protection of the present application. In addition, the three-dimensional dimensions of length, width and depth should be included in the actual fabrication.
As described in the background section, because the charging of the electric vehicle is inconvenient at present and the estimation of the driving range of the electric vehicle is inaccurate, a driver cannot accurately judge the driving range of the electric vehicle in the process of driving the electric vehicle, so that range anxiety is brought to the driver. Therefore, providing a more reliable method for calculating the driving range of the automobile becomes a research focus of those skilled in the art.
In view of this, an embodiment of the present application provides a method for calculating a driving range of an automobile, as shown in fig. 1, the method includes:
s1: after an automobile is powered on, acquiring the theoretical residual energy value of the current power battery of the automobile and acquiring the battery capacity attenuation coefficient of the power battery;
in the embodiment of the present application, the battery capacity attenuation coefficient of the power battery represents a ratio of a capacity of the power battery when the power battery is actually fully charged to a design capacity of the power battery, that is, the battery capacity attenuation coefficient of the power battery represents a capacity attenuation degree of the power battery.
S2: and obtaining the actual residual energy value of the power battery based on the product of the theoretical residual energy value of the power battery and the battery energy attenuation coefficient of the power battery.
Specifically, in an embodiment of the present application, the theoretical residual energy value of the power battery may be obtained by a voltage value of the power battery of the vehicle, a residual capacity of the power battery of the vehicle, and an ampere-hour number of the power battery, where the residual capacity of the power battery of the vehicle is a current state of charge (SOC) of the power battery and a minimum state of charge (SOC) of the power batteryminThe ampere hour number of the power battery is a parameter of the power battery of the automobile, and the specific numerical value of the ampere hour number of the power battery is not limited in the application and is determined according to the situation.
On the basis of the above embodiment, in an embodiment of the present application, as shown in fig. 2, when the power battery of the automobile is in a discharge state, that is, when the current of the power battery is greater than 0, acquiring the theoretical residual energy value of the power battery includes: the method comprises the steps of obtaining a current first voltage value of the power battery, obtaining a first residual capacity of the power battery, wherein the first voltage value is the current voltage value when the power battery is in a discharging state, determining a current theoretical residual capacity value of the power battery based on the product of the first voltage value, the first residual capacity and the ampere hour of the power battery, and further obtaining the current theoretical residual capacity value of the power battery.
It should be noted that, in the driving process of the vehicle, an energy recovery state of the vehicle may occur, the battery may be charged at this time, and the battery voltage may rapidly increase according to the battery characteristics at this time, but once the battery shifts from a charging condition to a discharging condition, the battery voltage may rapidly decrease, so that the correlation between the increase of the battery voltage and the SOC is considered to be poor, and at this time, the current voltage value of the power battery may not be used to reflect the theoretical residual energy value of the power battery, so in this case, the voltage before charging is used to calculate the residual energy of the battery. However, the influence of the energy recovery state of the automobile on the residual capacity of the power battery is small, so the SOC can still be used for representing the residual capacity of the power battery.
Therefore, in another embodiment of the present application, as shown in fig. 2, when the power battery is in an energy recovery state, that is, when the current of the power battery is less than 0, the obtaining of the theoretical residual energy value of the power battery includes: and obtaining a second voltage value of the power battery, wherein the second voltage value is a voltage value at the previous moment when the power battery enters an energy recovery state, obtaining a second residual capacity of the power battery, and the second residual capacity is the residual capacity at the previous moment when the power battery enters the energy recovery state or the current residual capacity of the power battery, and determining a theoretical residual capacity value of the power battery based on the product of the second voltage value, the second residual capacity and the ampere hour of the power battery, and further obtaining the theoretical residual capacity value of the power battery.
It should be noted that, when the power battery is in the energy recovery state, the remaining capacity of the power battery is increased, so in an optional embodiment of the present application, the second remaining capacity is the current remaining capacity of the power battery, so as to further improve the accuracy of calculating the driving range of the subsequent automobile, but the present application is not limited thereto, and is determined as the case may be.
It should be noted that the power battery of the automobile is a power source for providing power for the operation of the automobile, but the power battery of the automobile is damaged along with the use of the automobile, so that the battery capacity of the fully charged power battery of the automobile is smaller than the designed capacity of the power battery of the automobile, that is, the battery capacity of the power battery of the automobile is lost. Therefore, in the embodiment of the present application, the actual residual energy value of the power battery of the automobile is obtained by multiplying the theoretical residual energy value of the power battery of the automobile by the battery capacity attenuation coefficient of the power battery of the automobile, so that the calculation deviation of the residual energy value of the power battery of the automobile caused by the capacity loss of the power battery of the automobile can be reduced, and the driving range obtained when the driving range of the automobile is calculated by subsequently using the actual residual energy value of the power battery of the automobile is more accurate.
In addition, as the service life of the automobile is prolonged, the capacity loss of the power battery of the electric automobile is gradually increased, so that the current battery capacity loss coefficient of the power battery of the automobile needs to be acquired in order to obtain a more accurate value of the residual energy of the power battery of the automobile.
On the basis of the above embodiments, in an embodiment of the present application, as shown in fig. 3, if the vehicle has a Battery Management System (BMS), acquiring the Battery capacity fading coefficient of the power Battery includes: and acquiring the battery capacity attenuation coefficient of the power battery based on the battery management system of the automobile so as to acquire the battery capacity attenuation coefficient of the power battery.
In another embodiment of the present application, if the vehicle does not have a battery management system, continuing as shown in fig. 3, obtaining a battery capacity fade coefficient (state of health, SOH for short) of the power battery comprises: and obtaining the battery capacity attenuation coefficient of the power battery based on the ratio of the driving mileage of the automobile to the design mileage of the power battery, so as to obtain the battery capacity attenuation coefficient of the power battery.
S3: if the automobile is started to reach the current running time and is longer than a first preset time, determining a plurality of working conditions based on the current running process of the automobile, determining the target energy consumption of the automobile based on the working conditions, wherein the target energy consumption represents and calculates the energy consumption corresponding to the driving range of the automobile, different working conditions correspond to different time periods in the running process of the automobile, and adjacent working conditions are two adjacent working conditions in the running process of the automobile from the starting to the current running time.
It should be noted that, in the embodiment of the present application, the current driving process of the vehicle is divided into a plurality of working conditions according to the time from the start to the current driving of the vehicle, and then the target energy consumption of the vehicle is determined according to the plurality of working conditions obtained by dividing the current driving process of the vehicle, so that the influence of different working conditions of the driving process of the vehicle on the estimation of the target energy consumption of the vehicle can be reduced, and the more reliable target energy consumption of the vehicle is obtained.
It should be noted that, during the running time of the automobile from the start to the present, the automobile may be running all the time, or the running and the pause running may be performed alternately, for example, when a red light or other situations requiring a pause are encountered, the running needs to be paused. For convenience of description, in the embodiment of the present application, the driving start state of the automobile is defined as a first state of the automobile, and the driving stop state of the automobile is defined as a second state, that is, the state in which the driving speed of the automobile is switched from zero to greater than zero is the first state, and the state in which the driving speed of the automobile is switched from greater than zero to zero is the second state.
Therefore, in one embodiment of the present application, if the time for the vehicle to switch from the first state to the second state is not greater than the second preset time, the process for the vehicle to switch from the first state to the second state corresponds to one condition, that is, if the time for the vehicle to travel from the start to the pause is not greater than the second preset time, the travel process for the vehicle to travel from the start to the pause is one condition; if the time for maintaining the first state of the automobile is longer than second preset time, determining at least one working condition based on a preset time period included in the time period for maintaining the first state of the automobile, wherein one preset time period corresponds to one working condition in the time period for maintaining the first state of the automobile, namely if the time for keeping the automobile in running is longer than the second preset time, determining the working condition based on the preset time period included in the process that the automobile is always in the running state; and the second preset time is less than the first preset time.
It should be noted that, in this embodiment of the application, if the time period during which the vehicle maintains the first state is not less than one preset time period and is not greater than two preset time periods, one operating condition is determined based on the time period during which the vehicle maintains the first state, and if the time period during which the vehicle maintains the first state is not less than two preset time periods and is not greater than three preset time periods, two operating conditions are determined based on the time period during which the vehicle maintains the first state.
Specifically, if the automobile keeps the first state for 10 minutes and the time corresponding to the preset time period is 7 minutes, determining the first 7 minutes of the first state of the automobile as a working condition, and discarding the last 3 minutes due to the fact that the time is less than the preset time period, so that the time is not used for calculating the target energy consumption of the automobile; if the automobile keeps the first state for 14 minutes and the time corresponding to the preset time period is 7 minutes, determining the first 7 minutes of the first state of the automobile as one working condition, and determining the last 7 minutes of the first state of the automobile as the other working condition, wherein the two working conditions are used for calculating the target energy consumption of the automobile.
It should be noted that, in the above embodiment, only the preset time period is 7 minutes for example, and the time corresponding to the preset time period is not limited, and the time corresponding to the preset time period may be determined according to the actual use requirement.
In the embodiment of the present application, the case where the vehicle is switched from the first state to the second state, that is, the case where the vehicle is switched from the driving start state to the driving stop state includes at least one of the following cases: the automobile suddenly flameout in the driving starting state, so that the automobile is switched from the first state to the second state; when the automobile is in a driving state, the automobile is switched from the first state to the second state due to the fact that the automobile needs to be stopped on a road under subjective or objective conditions; when the automobile is in a driving state, the automobile waits to be driven according to the indication of the traffic signal lamp, so that the automobile is switched from the first state to the second state and the like.
On the basis of the foregoing embodiment, in an embodiment of the present application, as shown in fig. 4, fig. 4 is a schematic diagram of a method for determining a plurality of operating conditions based on a current driving process of an automobile in a method provided in an embodiment of the present application, where in the embodiment of the present application, a process of determining the plurality of operating conditions according to the current driving process of the automobile includes:
after the automobile is powered on, judging whether the running speed of the automobile is greater than 0;
starting timing when the running speed of the automobile is greater than 0;
in the timing process, judging whether the running time of the automobile from starting to current is greater than the first preset time or not;
when the running time of the automobile from starting to current is longer than the first preset time, judging whether the time for switching the automobile from the first state to the second state is shorter than or equal to the second preset time;
when the time for switching the automobile from the first state to the second state is less than or equal to the second preset time, determining each process for switching the first state to the second state in the driving process of the automobile as a working condition;
when the time for maintaining the first state of the automobile is longer than the second preset time, determining at least one working condition based on a preset time period included in the time period for maintaining the first state of the automobile, wherein one preset time period corresponds to one working condition in the time period for maintaining the first state of the automobile.
Specifically, on the basis of the above embodiment, in an embodiment of the present application, when the time for switching the vehicle from the first state to the second state is not longer than a second preset time, the process for switching the vehicle from the first state to the second state corresponds to one working condition, and the adjacent working conditions are two adjacent working conditions in the driving process of the vehicle from the start to the current driving time. Taking an example that the running process of the automobile from the starting time to the current running time corresponds to two working conditions, how to determine a plurality of working conditions according to the running process of the automobile from the starting time to the current running time when the time for switching the automobile from the first state to the second state is not more than a second preset time will be described in detail. However, the present application is not limited thereto, and in other embodiments of the present application, the driving process of the vehicle from the start to the current driving time may correspond to at least three operating conditions.
Specifically, for example, the total driving time from the start of the automobile to the current time is T1, and the driving process of the automobile corresponding to the total driving time from the start to the current time T1 includes: when the automobile is started, namely the automobile is in a first state, after t1 time, the automobile is switched from the first state to a second state, wherein the t1 time is less than the second preset time, the time for switching the automobile from the first state to the second state corresponds to the first working condition, and after t2 time, the automobile is switched from the second state to the first state, after t3 time, the automobile is switched from the first state to the second state again, the t3 time is less than the second preset time, the time for switching the automobile from the first state to the second state at this time corresponds to a second working condition, wherein a sum of the T1 time, the T2 time, and the T3 time is less than or equal to a total travel time of T1, and the first working condition and the second working condition are two adjacent working conditions in the driving process of the automobile corresponding to the total driving time T1 from the start of the automobile to the current driving time.
In another embodiment of the present application, when the time for maintaining the first state of the vehicle is greater than a second preset time, at least one operating condition is determined based on a preset time period included in the time period for maintaining the first state of the vehicle. Taking the example that the running process of the automobile from the starting time to the current running time corresponds to two working conditions, how to determine a plurality of working conditions according to the running process of the automobile from the starting time to the current running time when the time for maintaining the first state switching of the automobile is longer than the second preset time is described in detail below. However, the present application is not limited thereto, and in other embodiments of the present application, the driving process of the vehicle from the start to the current driving time may correspond to at least three operating conditions.
Specifically, for example, the total driving time from the start of the automobile to the current time is T2, and the driving process of the automobile corresponding to the total driving time from the start to the current time T2 includes: the automobile is started, namely the automobile is in a first state, the time t4 for maintaining the first state of the automobile is longer than the second preset time, the time duration t0 is taken as a timing cycle, namely the time duration of a time period corresponding to a working condition is t0, and the time t4 is not less than twice the time t0, namely the time t4 is greater than or equal to twice the time t 0. When the T4 time is equal to twice the T0 time, determining the running process of the automobile corresponding to the total running time T2 from the starting of the automobile to the current running time as two working conditions, and determining the two working conditions as two adjacent working conditions in the running process of the automobile corresponding to the total running time T2 from the starting of the automobile to the current running time; when the T4 time is more than two times of the T0 time but less than three times of the T0 time, determining the running process of the automobile corresponding to the total running time T2 from starting to the current time as two working conditions, determining one working condition for each time period T0 from starting the starting time of the automobile, discarding the running time period less than the time period T0 as a working condition for calculating the target energy consumption, and determining two adjacent working conditions in the running process of the automobile corresponding to the total running time T2 from starting to the current time period according to the two working conditions; by analogy, when the t4 time is equal to n times of the t0 time, but is less than n +1 times of the t0 time, in the process of driving the automobile from the start to the current driving time, each time length of t0 from the start of the starting time of the automobile can be determined as one working condition, and the working conditions are determined as n working conditions. It should be noted that the time T4 for the vehicle to maintain the first state is equal to the total driving time T2 from the start of the vehicle to the present.
On the basis of the above embodiment, in an embodiment of the present application, the method further includes:
if the time from starting to flameout of the automobile is not more than the third preset time (namely the process from power-on to power-off of the automobile is not more than the third preset time), not processing the driving process, namely the driving process is not used for calculating the driving range of the automobile;
when the time from starting to flameout of the automobile is longer than the third preset time and shorter than the first preset time, if the automobile is always in the first state, the whole running process corresponds to a working condition.
It should be noted that, in the embodiment of the present application, specific numerical values of the first preset time, the second preset time, and the third preset time are not limited, and specifically, as long as the first preset time is greater than the second preset time and is greater than the third preset time, the specific numerical values are determined according to circumstances.
On the basis of any of the foregoing embodiments, in an embodiment of the present application, if the time from the start to the current driving of the vehicle is greater than a first preset time, determining a plurality of operating conditions based on the current driving process of the vehicle includes: and if the current running time of the automobile from starting to the current running time is greater than a first preset time, determining N working conditions according to the running time of the automobile based on the current running process of the automobile, wherein the N working conditions are obtained in sequence according to a time sequence.
It should be noted that, when the target energy consumption of the vehicle is determined based on the plurality of operating conditions, the greater the number of the related operating conditions, the more accurate the calculation of the target energy consumption is, and accordingly, the greater the calculation amount of the calculation process of the target energy consumption is, optionally, in an embodiment of the present application, in order to reduce the calculation amount of the target energy consumption, the target energy consumption of the vehicle is calculated by taking at most M operating conditions, and the present application does not limit a specific value of M, and is specifically determined according to the accuracy requirement of the calculation of the target energy consumption of the vehicle.
It should be further noted that, during the driving process of the vehicle, the switch of the vehicle-mounted high-power accessory has a large influence on the energy consumption of the vehicle, and therefore, on the basis of any of the above embodiments, determining the target energy consumption of the vehicle based on the plurality of operating conditions includes: and determining the target energy consumption of the automobile based on the plurality of working conditions and the working state of preset accessories in the driving process of the automobile.
Specifically, on the basis of the above embodiment, in an embodiment of the present application, if N is not greater than M, that is, N is less than or equal to M, the target energy consumption of the vehicle is determined based on the operating state of the preset accessories of the vehicle and the N operating conditions within the current driving time from the start of the vehicle, so as to obtain the target energy consumption of the vehicle.
Optionally, in an embodiment of the present application, if N is not greater than M, that is, N is less than or equal to M, determining the target energy consumption of the vehicle based on the operating states of the preset accessories of the vehicle from the start to the current driving time of the vehicle and the N operating conditions includes: and if at least one preset accessory of the automobile is in an opening state from the starting of the automobile to the current driving time, determining the target energy consumption of the automobile based on a first preset energy consumption value of the automobile and the average energy consumption value of the N working conditions.
Specifically, in an embodiment of the present application, if N is not greater than M and at least one preset accessory of the vehicle is in an on state, the target energy consumption of the vehicle is an average value of a first preset energy consumption value of the vehicle and energy consumption values of the N operating conditions. However, the present application is not limited thereto, as the case may be.
In another embodiment of the present application, if N is not greater than M, that is, N is less than or equal to M, determining the target energy consumption of the vehicle based on the operating states of the preset accessories of the vehicle from the start to the current driving time of the vehicle and the N operating conditions comprises: and if the preset accessories of the automobile are all in a closed state within the current driving time from the starting of the automobile, determining the target energy consumption of the automobile based on a second preset energy consumption value of the automobile and the average energy consumption value of the N working conditions.
Specifically, in an embodiment of the present application, if N is not greater than M and preset accessories of the vehicle are all in an off state, the target energy consumption of the vehicle is an average value of a second preset energy consumption value of the vehicle and energy consumption values of the N operating conditions. However, the present application is not limited thereto, as the case may be.
It should be noted that, in this embodiment of the application, the first preset energy consumption value is an initial energy consumption value when at least one preset accessory set when the automobile leaves a factory is in an on state; the second preset energy consumption value is an initial energy consumption value when each preset accessory set when the automobile leaves a factory is in a closed state. Wherein the first preset energy consumption value and the second preset energy consumption value are different, and the preset accessory is an accessory with power greater than a preset value in the automobile, for example: the present application is not limited to the air conditioning and heating of the vehicle, and the like, as the case may be.
In another embodiment of the application, when the vehicle is started to the current running time and is longer than a first preset time, a plurality of working conditions are determined based on the current running process of the vehicle, and the target energy consumption of the vehicle is determined based on the working conditions, if N is longer than M, the target energy consumption of the vehicle is determined based on the working state of the preset accessories of the vehicle in the starting to the current running time of the vehicle and M working conditions in the N working conditions to obtain the target energy consumption of the vehicle. It should be noted that, in this embodiment of the application, M is less than N, and M operating conditions are M adjacent operating conditions among N operating conditions, and M operating conditions are the last M operating conditions determined based on the travel time of the vehicle among the N operating conditions. .
Optionally, on the basis of the foregoing embodiment, in an embodiment of the present application, if N is greater than M, determining the target energy consumption of the vehicle based on the operating states of the preset accessories of the vehicle from the start to the current driving time of the vehicle and M operating conditions of the N operating conditions includes: and if the working state of preset accessories in the automobile is not changed from the starting time to the current running time of the automobile, determining the target energy consumption of the automobile based on the average energy consumption value of M working conditions in the N working conditions.
Specifically, in an embodiment of the present application, when N is greater than M, if the operating state of a preset accessory in the vehicle does not change from the start to the current driving time of the vehicle, the target energy consumption of the vehicle is an average value of average energy consumption values of M operating conditions in the N operating conditions, but the present application does not limit this to be specific, and is determined as the case may be.
In another embodiment of the present application, if N is greater than M, determining the target energy consumption of the vehicle based on the operating state of preset accessories in the vehicle from the start to the current driving time of the vehicle and M conditions of the N conditions comprises: if the preset accessories in the automobile are switched from an open state to a closed state within the current running time from the starting of the automobile, determining that the M working conditions correspond to J working conditions when the preset accessories are in the open state and K working conditions after the preset accessories are closed, wherein the sum of J and K is M; the target energy consumption of the automobile is determined based on the average energy consumption values of the J working conditions and the product of the average energy consumption value of the K working conditions and a first preset coefficient, namely based on the energy consumption value obtained by multiplying the average energy consumption value of each working condition in the K working conditions by the first preset coefficient and the average energy consumption value of each working condition in the J working conditions, and the situation that when preset accessories in the automobile are switched from an open state to a closed state, the energy consumption value of the automobile fluctuates too much to influence the estimation of the target energy consumption of the automobile is avoided, and the target energy consumption of the automobile is obtained more reliably.
Specifically, in an embodiment of the present application, when N is greater than M, the vehicle is switched from the on state to the off state of the preset accessories in the vehicle from the start to the current driving time, and then the target energy consumption of the vehicle is an average value of an energy consumption value obtained by multiplying an average energy consumption value of each of the K operating conditions by a first preset coefficient and an average energy consumption value of each of the J operating conditions.
It should be noted that, in the embodiment of the present application, in the driving process of the vehicle, if at least one preset accessory of the vehicle is switched from an open state to a closed state, and in the M working conditions, part of the working conditions is in the open state corresponding to the preset accessory, and part of the working conditions is in the closed state corresponding to the preset accessory, when calculating the target energy consumption, the energy consumption value corresponding to the working condition where the preset accessory is in the closed state needs to be multiplied by a first preset coefficient, and then is used together with the energy consumption value corresponding to the working condition where the preset accessory is in the open state to calculate the target energy consumption of the vehicle;
if at least one preset accessory of the automobile is switched from an open state to a closed state, and the M working conditions all correspond to the preset accessories and are in the closed state, calculating the target energy consumption of the automobile directly based on the average energy consumption of the M working conditions without multiplying by a first preset coefficient.
In another embodiment of the present application, if N is greater than M, determining the target energy consumption of the vehicle based on the operating state of preset accessories in the vehicle from the start to the current driving time of the vehicle and M conditions of the N conditions comprises: if the preset accessories in the automobile are switched from a closed state to an open state within the current running time of the automobile from starting, determining that the M working conditions correspond to L working conditions when the preset accessories are in the open state and Q working conditions after the preset accessories are closed, wherein the sum of L and Q is M; the target energy consumption is determined based on the average energy consumption values of the L working conditions and the ratio of the average energy consumption value of the Q working conditions to a second preset coefficient, namely based on the energy consumption value obtained by dividing the average energy consumption value of each working condition in the Q working conditions by a first preset coefficient and the average energy consumption value of each working condition in the L working conditions, and the situation that the target energy consumption of the automobile is influenced due to overlarge fluctuation of the energy consumption value of the automobile when preset accessories in the automobile are switched from a closed state to an open state is avoided, and therefore the target energy consumption of the automobile is more reliable is obtained.
Specifically, in an embodiment of the present application, when N is greater than M, the vehicle is switched from an on state to an off state of preset accessories in the vehicle from start to current driving time, and then the target energy consumption of the vehicle is an average value of an energy consumption value obtained by dividing an average energy consumption value of each of the Q operating conditions by a first preset coefficient and an average energy consumption value of each of the L operating conditions.
It should be noted that, in the embodiment of the present application, in the driving process of the vehicle, if the preset accessories of the vehicle are switched from the off state to the on state, and in the M working conditions, part of the working conditions are in the off state corresponding to the preset accessories, and part of the working conditions are in the on state corresponding to the preset accessories, when calculating the target energy consumption, the energy consumption value corresponding to the working condition where the preset accessories are in the on state needs to be divided by a first preset coefficient, and then is used together with the energy consumption value corresponding to the working condition where the preset accessories are in the off state to calculate the target energy consumption of the vehicle;
if at least one preset accessory of the automobile is switched to a closed state from an open state, and the M working conditions all correspond to the preset accessories and are in the open state, calculating the target energy consumption of the automobile directly based on the average energy consumption of the M working conditions without dividing by a first preset coefficient.
It should be further noted that the first preset coefficient and the second preset coefficient are set according to the type of the preset accessory of the automobile, and this is not limited in this application, and is specifically determined according to the situation.
The method described in the embodiment of the present application is described in detail below by taking an example where N is greater than M, and M working conditions are adjacent 5 working conditions of N working conditions. It should be noted that, in the embodiment of the present application, the cut-off time of the 5 operating conditions is the same as the cut-off time of the N operating conditions.
Specifically, in an embodiment of the present application, if the operating state of the preset accessory in the vehicle does not change from the start to the current driving time of the vehicle, the target energy consumption of the vehicle is an average value of average energy consumptions of 5 adjacent working conditions in the N working conditions.
In another embodiment of the application, if a preset accessory in the automobile is switched from an open state to a closed state within the current driving time from the start of the automobile, average energy consumption of the first three working conditions when the preset accessory is in the open state, which is obtained according to a time sequence in the 5 working conditions, is determined, average energy consumption of the last two working conditions when the preset accessory is in the closed state, which is obtained according to the time sequence in the 5 working conditions, is determined, and a target energy consumption of the automobile is obtained based on the average energy consumption of the first three working conditions and a product of the average energy consumption of the last two working conditions and a first preset system.
In another embodiment of the application, if a preset accessory in the automobile is switched from a closed state to an open state within the current driving time from the start of the automobile, average energy consumption of the first three working conditions when the preset accessory is in the closed state, which is obtained according to a time sequence in the 5 working conditions, is determined, average energy consumption of the last two working conditions when the preset accessory is in the open state, which is obtained according to the time sequence in the 5 working conditions, is determined, and a target energy consumption of the automobile is obtained based on the average energy consumption of the first three working conditions and a ratio of the average energy consumption of the last two working conditions to a first preset system.
S4: and determining the driving range of the automobile based on the actual residual energy value of the power battery and the target energy consumption of the automobile.
Specifically, in one embodiment of the present application, the driving range of the vehicle is a ratio of an actual remaining energy value of the power battery to a target energy consumption of the vehicle.
Therefore, the calculation method provided by the embodiment of the application can obtain the reliable actual residual energy value of the power battery and the reliable target energy consumption of the automobile, so that the calculation method provided by the embodiment of the application can obtain the reliable driving range of the automobile, and reduce the anxiety feeling of a driver in the driving process.
It should be noted that, when the calculation method provided in the embodiment of the present application is used to determine the target energy of the automobile, a special case is also included: namely, the switch of the high-power accessory is frequently operated in situ, at this time, after the automobile is powered on (namely, the automobile is in an ignition state), the running speed of the automobile is always 0 (namely, the automobile is always stopped in situ), but the high-power accessory of the automobile is frequently switched on and off, at this time, the driving range of the automobile can be determined based on the ratio of the actual residual energy value of the power battery to the preset energy consumption of the automobile. The preset energy consumption is an initial energy consumption value set when the automobile leaves a factory. It should be noted that, when at least one preset accessory in the automobile is in an on state, the preset energy consumption is a first preset energy consumption value, and when all the preset accessories in the automobile are in an off state, the preset energy consumption is a second preset energy consumption value.
It should be noted that, since the driving speed of the vehicle is always 0, there is no influence of multiple working conditions during the driving process of the vehicle on the target energy consumption of the vehicle, and at this time, the target energy consumption of the vehicle is only related to the preset energy consumption of the vehicle.
Therefore, on the basis of any of the above embodiments, in an embodiment of the present application, the method further includes:
after the automobile is powered on, acquiring a preset identifier of the automobile;
if the preset identifier of the automobile is a first identifier, determining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the preset energy consumption of the automobile;
the first identification represents that the running speed of the automobile is always zero, and at least one preset accessory of the automobile is in a frequently-started state; if the time for opening the preset accessories of the automobile twice is less than the preset time, the preset accessories of the automobile are frequently opened;
if at least one preset accessory in the automobile is in an opening state, the preset energy consumption of the automobile is a first preset energy consumption value;
and if all preset accessories in the automobile are in a closed state, the preset energy consumption of the automobile is a second preset energy consumption value.
Specifically, if the preset identifier of the automobile is a first identifier and at least one preset accessory in the automobile is in an open state, determining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the first preset energy consumption value;
and if the preset identifier of the automobile is the first identifier and each preset accessory in the automobile is in a closed state, determining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the second preset energy consumption value.
On the basis of the above embodiment, in an embodiment of the present application, the method further includes:
and if the preset identifier of the automobile is the second identifier, detecting the running speed and the running time of the automobile, if the running speed of the automobile is greater than zero and the running time is greater than the first preset time, determining a plurality of working conditions based on the current running process of the automobile, and determining the target energy consumption of the automobile based on the working conditions.
The following describes a determination process of whether the vehicle is in a situation where the switch of the high-power accessory is frequently operated in situ, by taking the first identifier as 1 and the second identifier as 0 as an example.
Specifically, in an embodiment of the present application, as shown in fig. 5, fig. 5 shows a schematic diagram for determining whether an automobile is in an in-situ frequent switching state, in the embodiment of the present application, after the automobile is powered on, an initial state of a frequent switch of the automobile is 0, and a state of a high-power accessory of the automobile is detected, if at least one high-power accessory of the automobile is in an on state, a state representing that the frequent switching state is equal to 0, which represents that the high-power accessory is in an on state, at this time, if a vehicle speed and a working state of the high-power accessory are detected, if the vehicle speed is 0, and the high-power accessory is detected to be both off, the state of the frequent switch is switched to 1, and if the vehicle speed is detected to be greater than;
similarly, after the automobile is powered on, the initial state of the frequent switch of the automobile is 0, the states of the high-power accessories of the automobile are detected, if the high-power accessories of the automobile are all in the closed state, the characteristic frequent switch state is equal to 0 and the characteristic high-power accessories are all in the closed state, at the moment, the automobile speed and the working state of the high-power accessories are detected, if the automobile speed is 0 and at least one high-power accessory is detected to be turned on, the state of the frequent switch is switched to 1, and if the automobile speed is greater than 0, the state of the frequent switch is maintained to be 0. It should be noted that, after the state of the frequent switch is switched to 1, if the vehicle speed is detected to be greater than 0, the state of the frequent switch is switched back to 0. In the embodiment of the application, after the automobile is powered on, only the automobile is in the state of the frequent high-power accessory switch in situ, the state of the frequent switch is 1, and the states of the frequent switch are all 0 when the automobile is in other states.
On the basis of any one of the above embodiments, in an embodiment of the present application, the method further includes: and when the automobile is powered off, storing the target energy consumption of the automobile, namely storing an energy consumption value corresponding to the current driving range of the automobile, so that the target energy consumption of the automobile is read for calculating the energy consumption of the subsequent automobile when the automobile is powered on next time.
In conclusion, the calculation method provided by the embodiment of the application can obtain the reliable actual residual energy value of the automobile power battery and the reliable target energy consumption of the automobile, so that the reliable driving range of the automobile can be obtained, and the anxiety of a driver in the driving process is reduced.
All parts in the specification are described in a mode of combining parallel and progressive, each part is mainly described to be different from other parts, and the same and similar parts among all parts can be referred to each other.
In the above description of the disclosed embodiments, features described in various embodiments in this specification can be substituted for or combined with each other to enable those skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A method for calculating the driving range of an automobile is characterized by comprising the following steps:
after an automobile is powered on, acquiring the theoretical residual energy value of the current power battery of the automobile and acquiring the battery capacity attenuation coefficient of the power battery;
obtaining the actual residual energy value of the power battery based on the product of the theoretical residual energy value of the power battery and the battery capacity attenuation coefficient of the power battery;
if the running time of the automobile from starting to current is greater than a first preset time, determining a plurality of working conditions based on the current running process of the automobile, and determining target energy consumption of the automobile based on the working conditions, wherein the target energy consumption represents and calculates energy consumption corresponding to the driving range of the automobile, different working conditions correspond to different time periods in the running process of the automobile, and adjacent working conditions are two adjacent working conditions in the running process of the automobile from starting to current running time;
determining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the target energy consumption of the automobile;
if the time for switching the automobile from the first state to the second state is not more than second preset time, the process that the automobile is switched from the first state to the second state corresponds to a working condition; if the time for maintaining the first state of the automobile is longer than second preset time, determining at least one working condition based on the preset time period included in the time period for maintaining the first state of the automobile, wherein one preset time period corresponds to one working condition in the time period for maintaining the first state of the automobile; the first state is a driving starting state of the automobile, the second state is a driving stopping state of the automobile, and the second preset time is smaller than the first preset time.
2. The method of claim 1, wherein obtaining the theoretical residual energy value for the power cell while the power cell is in a discharged state comprises:
acquiring a current first voltage value of the power battery;
acquiring a current first residual electric quantity of the power battery;
and determining the current theoretical residual energy value of the power battery based on the product of the first voltage value, the first residual energy and the ampere hours of the power battery.
3. The method of claim 1, wherein obtaining the theoretical remaining energy value of the power cell when the power cell is in an energy recovery state comprises:
acquiring a second voltage value of the power battery, wherein the second voltage value is the voltage value of the power battery at the previous moment when the power battery enters an energy recovery state;
acquiring a second residual capacity of the power battery, wherein the second residual capacity is the residual capacity at the moment before the power battery enters an energy recovery state or the current residual capacity of the power battery;
and determining the current theoretical residual energy value of the power battery based on the product of the second voltage value, the second residual capacity and the ampere hours of the power battery.
4. The method of claim 1, wherein obtaining the battery capacity fade coefficient of the power battery comprises:
acquiring a battery capacity attenuation coefficient of the power battery based on the battery management system of the automobile;
or the like, or, alternatively,
and acquiring a battery capacity attenuation coefficient of the power battery based on the ratio of the traveled mileage of the automobile to the design mileage of the power battery.
5. The method of claim 1, wherein determining a plurality of operating conditions based on a current driving process of the vehicle, and determining the target energy consumption of the vehicle based on the plurality of operating conditions comprises:
determining N working conditions according to the running time of the automobile based on the current running process of the automobile;
if N is not larger than M, determining the target energy consumption of the automobile based on the working state of preset accessories of the automobile and the N working conditions in the running time from the starting to the current running time of the automobile;
if N is larger than M, determining the target energy consumption of the automobile based on the working state of preset accessories of the automobile in the running time from the starting to the current running time of the automobile and M working conditions in the N working conditions;
and M is smaller than N, M working conditions are adjacent M working conditions in the N working conditions, and the M working conditions are the last M working conditions determined based on the running time of the automobile in the N working conditions.
6. The method of claim 5,
if N is not greater than M, determining the target energy consumption of the automobile based on the working state of preset accessories in the automobile from the starting to the current driving time of the automobile and the N working conditions comprises the following steps:
if at least one preset accessory of the automobile is in an open state from the starting of the automobile to the current driving time, determining the target energy consumption of the automobile based on a first preset energy consumption value of the automobile and the average energy consumption value of the N working conditions;
if the preset accessories of the automobile are all in a closed state within the current driving time from the starting of the automobile, determining the target energy consumption of the automobile based on a second preset energy consumption value of the automobile and the average energy consumption value of the N working conditions;
the first preset energy consumption value and the second preset energy consumption value are different, and the preset accessory is an accessory with power larger than a preset value in the automobile.
7. The method of claim 5, wherein if N is greater than M, determining the target energy consumption of the vehicle based on the operating state of preset accessories in the vehicle from start-up to the current driving time of the vehicle and M of the N operating conditions comprises:
if the working state of preset accessories in the automobile is not changed from the starting time to the current running time of the automobile, determining the target energy consumption of the automobile based on M working conditions in the N working conditions;
if the preset accessories in the automobile are switched from an open state to a closed state within the current running time from the starting of the automobile, J working conditions corresponding to the preset accessories in the open state and K working conditions corresponding to the preset accessories after the preset accessories are closed are determined, and the sum of J and K is M;
and determining the target energy consumption of the automobile based on the average energy consumption values of the J working conditions and the product of the average energy consumption value of the K working conditions and a preset coefficient.
8. The method of claim 5, wherein if N is greater than M, determining the target energy consumption of the vehicle based on the operating state of preset accessories in the vehicle from start-up to the current driving time of the vehicle and M of the N operating conditions comprises:
if the working state of preset accessories in the automobile is not changed from the starting time to the current running time of the automobile, determining the target energy consumption of the automobile based on the average energy consumption value of M working conditions in the N working conditions;
if the preset accessories in the automobile are switched from a closed state to an open state within the current running time of the automobile from starting, determining that the M working conditions correspond to L working conditions when the preset accessories are in the open state and Q working conditions after the preset accessories are closed, wherein the sum of L and Q is M;
and determining the target energy consumption of the automobile based on the average energy consumption values of the L working conditions and the ratio of the average energy consumption value of the Q working conditions to a first preset coefficient.
9. The method of claim 1, further comprising:
after the automobile is powered on, acquiring a preset identifier of the automobile;
if the preset identifier of the automobile is a first identifier, determining the driving range of the automobile based on the ratio of the actual residual energy value of the power battery to the preset energy consumption of the automobile;
the first identification represents that the running speed of the automobile is always zero, and at least one preset accessory of the automobile is in a frequently-started state; if the time that the preset accessories of the automobile are opened twice is shorter than the fourth preset time, the preset accessories of the automobile are in a frequently opened state;
if at least one preset accessory in the automobile is in an opening state, the preset energy consumption of the automobile is a first preset energy consumption value;
and if all preset accessories in the automobile are in a closed state, the preset energy consumption of the automobile is a second preset energy consumption value.
10. The method according to any one of claims 1-9, further comprising:
and when the automobile is powered off, storing the target energy consumption of the automobile.
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