CN113954688B - Method and system for estimating driving range of electric automobile - Google Patents
Method and system for estimating driving range of electric automobile Download PDFInfo
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- CN113954688B CN113954688B CN202010618451.7A CN202010618451A CN113954688B CN 113954688 B CN113954688 B CN 113954688B CN 202010618451 A CN202010618451 A CN 202010618451A CN 113954688 B CN113954688 B CN 113954688B
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- 230000005611 electricity Effects 0.000 claims abstract description 24
- 208000019901 Anxiety disease Diseases 0.000 description 3
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- 230000009286 beneficial effect Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 1
- 238000007619 statistical method Methods 0.000 description 1
Classifications
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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
- 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
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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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
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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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
- B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
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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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
- B60L2260/54—Energy consumption estimation
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- 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)
- Navigation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a method and a system for estimating driving range of an electric automobile, wherein the method comprises the following steps: step S1, acquiring the current electric quantity of an electric automobile battery; step S2, a travel path and a current road condition are obtained, and the travel path is segmented into a plurality of sub-paths according to the current road condition in sequence; s3, estimating the power consumption of each section of sub-path to obtain the total power consumption of the travel path; and S4, sequentially carrying out nuclear subtraction on the power consumption of each sub-path from the current electric quantity, and determining the driving range according to the current electric quantity and the total power consumption. According to the invention, the travel path is segmented according to road conditions, the electricity consumption of each segment is counted respectively, and then the electricity consumption of each segment is checked and subtracted from the current electric quantity in sequence.
Description
Technical Field
The invention belongs to the technical field of management of electric automobile systems, and particularly relates to a method and a system for estimating driving range of an electric automobile.
Background
Because the energy density of the battery of the electric automobile is limited, the driving range is not long, and the user is easy to generate mileage anxiety. Learning the range of a vehicle is therefore very important to the user.
The existing method for estimating the driving range of the electric automobile generally selects a fixed working condition, such as the average power consumption of NEDC working condition, to estimate the driving range of the current electric quantity. The method is not accurate enough, for example, congestion and flat peaks cannot be distinguished, the difference between the driving range estimation result and the real situation is large, and the method is inaccurate.
Disclosure of Invention
The technical problem to be solved by the embodiment of the invention is to provide a method and a system for estimating the driving range of an electric automobile, so as to solve the problems that the existing driving range estimation result cannot reflect the actual road condition and is not accurate enough.
In order to solve the technical problems, the invention provides a driving range estimation method of an electric automobile, which comprises the following steps:
step S1, acquiring the current electric quantity of an electric automobile battery;
step S2, a travel path and a current road condition are obtained, and the travel path is segmented into a plurality of sub-paths according to the current road condition in sequence;
s3, estimating the power consumption of each section of sub-path to obtain the total power consumption of the travel path;
and S4, sequentially carrying out nuclear subtraction on the power consumption of each sub-path from the current electric quantity, and determining the driving range according to the current electric quantity and the total power consumption.
Further, the travel path includes a forward path and a return path, and the step S4 includes:
and if the current electric quantity is smaller than the total electric consumption of the outgoing path, sequentially carrying out nuclear reduction on the electric consumption of the sub-paths of each outgoing path from the current electric quantity until the current electric quantity is reduced to a set threshold value, and determining the sum of the sub-path mileage of all outgoing paths corresponding to the nuclear reduced electric consumption as a first driving mileage.
Further, a red indicator lamp is adopted to indicate the first driving range.
Further, the step S4 includes: and if the current electric quantity is larger than the total electric consumption of the travel path and smaller than the total electric consumption of the travel path, firstly carrying out nuclear reduction on the electric consumption of the travel path from the current electric quantity, and then sequentially carrying out nuclear reduction on the electric consumption of the sub-paths of each section of the return path from the current electric quantity until the current electric quantity is nuclear reduced to the threshold value, wherein the sum of all travel sub-path mileage corresponding to the nuclear reduced electric consumption is determined to be a second driving mileage.
And further, indicating the second driving range by adopting a yellow indicator lamp.
Further, the step S4 includes: if the current electric quantity is larger than the total electric consumption of the travel path;
calculating the redundant electric quantity, wherein the redundant electric quantity is the current electric quantity minus the total electric consumption of the travel path;
calculating the average electricity consumption of the travel path, wherein the average electricity consumption of the travel path is equal to the mileage of the travel path divided by the total electricity consumption of the travel path;
calculating an excess mileage, wherein the excess mileage is equal to the excess electric quantity multiplied by the average electric consumption;
and taking the sum of the mileage of the travel path and the superfluous mileage as a third driving mileage.
And further, a green indicator lamp is adopted to indicate the third driving range.
Further, the step S3 includes:
step S31, inquiring the unit distance electricity consumption of the road condition of each sub-path;
step S32, calculating the power consumption of each segment of sub-path, wherein the power consumption of each segment of sub-path is equal to the unit distance power consumption multiplied by the mileage of the segment of sub-path;
step S33, calculating the total power consumption of the travel path.
Further, the step S2 includes:
step S21, inquiring whether the navigation system is started;
step S22, if not, starting the navigation system according to a destination instruction sent by a user or a travel habit of the user;
step S23, acquiring the travel path and the current road condition according to the navigation system;
and step S24, the travel path is segmented into a plurality of sub-paths in sequence according to the current road condition.
The driving range estimation system of the electric automobile comprises a navigation system and a battery management system which are electrically connected;
the navigation system is used for acquiring a travel path and a current road condition and sequentially segmenting the travel path into a plurality of sub-paths according to the current road condition;
the battery management system is used for acquiring the current electric quantity of the battery of the electric automobile; the power consumption of each sub-path is estimated, and the total power consumption of the travel path is obtained; and the power consumption of each sub-path is sequentially subtracted from the current electric quantity in sequence, and the driving range is determined according to the current electric quantity and the total power consumption.
The embodiment of the invention has the following beneficial effects: according to the invention, the travel path is segmented according to road conditions, the electricity consumption of each segment is counted respectively, and then the electricity consumption of each segment is checked and subtracted from the current electric quantity in sequence, and because the check and subtraction sequence of the electricity consumption of the sub-path is accurately matched with the road segments (sub-paths) which travel sequentially passes, compared with the traditional method of estimating the driving range of the current electric quantity by adopting the average electricity consumption under a fixed working condition, the invention can more accurately reflect the driving range of the battery in combination with the actual congestion degree, and eliminate the mileage anxiety of users.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flow chart of a driving range estimation method of an electric vehicle according to an embodiment of the invention.
Fig. 2 is a flowchart of acquiring navigation data according to a first embodiment of the present invention.
Fig. 3 is a flow chart of a driving range estimation method of an electric vehicle according to a second embodiment of the invention.
Detailed Description
The following description of embodiments refers to the accompanying drawings, which illustrate specific embodiments in which the invention may be practiced.
Referring to fig. 1, a driving range estimation method for an electric vehicle according to an embodiment of the present invention includes steps S101 to S104.
Step S101, obtaining the current electric quantity of the electric automobile battery.
Specifically, the current electric quantity can be directly obtained by inquiring the current State of Charge (SOC) of the battery pack through the battery management system, and the inquired current electric quantity is recorded as SOC0.
Step S102, a travel path and a current road condition are obtained, and the travel path is segmented into a plurality of sub-paths in sequence according to the current road condition.
The travel path and the current road condition can be obtained by the navigation system, the user can actively start the navigation system to obtain travel path and current road condition data, and corresponding data can be obtained according to the data shown in fig. 2, and the method specifically comprises the steps of S1021-S1024:
step S1021, inquiring whether the navigation system is started, if yes, proceeding to step S1023, otherwise proceeding to step S1022.
Step S1022, if not, starting the navigation system according to the destination instruction sent by the user or the travel habit of the user. Specifically, when the navigation system is not started, the navigation system can actively send out a voice prompt to the user to inquire the destination, and after receiving the destination instruction sent by the user, the navigation system is started, and the operation can be started only in the background. And the navigation system can be started in the background directly according to the travel habit of the user, and the travel path is loaded.
Step S1023, obtaining the travel path and the current road condition according to the navigation system.
Step S1024, segmenting the travel path into a plurality of sub-paths according to the current road condition.
For example, a road section with more serious congestion is represented by a red line, a road section with less congestion is represented by a yellow line, and a road section with smooth traffic is represented by a green line. According to the invention, the travel path is sequentially decomposed into multiple sections according to different traffic road conditions. The current average speed of the road section can be used for dividing, for example, the travel path sequentially comprises an AB section, a BC section, a CD section and a DE section, wherein the AB section speed is 35km/h on average, the length is 5km, the BC section speed is 80km/h on average, the length is 30km, the CD section speed is 40km/h on average, the length is 4km, the DE section speed is 10km/h on average, and the length is 2km. According to the information, the travel path can be divided into 4 sub-paths in sequence.
And step S103, estimating the power consumption of each section of sub-path to obtain the total power consumption of the travel path.
In this embodiment, estimating the power consumption of each sub-path may include the following steps S1031-S1033:
step S1031, inquiring the unit distance electricity consumption of the road condition of each sub-path.
Specifically, statistical analysis is performed on actual electricity consumption data collected through experiments or big data in advance, an electricity consumption standard database is established, and the electricity consumption standard database can comprise unit distance energy consumption of a series of speeds of different vehicle types. The data is stored in the server, and can be inquired and called by the driving range estimation system of the motor vehicle at any time.
In step S1032, the power consumption of each sub-path is calculated, where the power consumption of each sub-path is equal to the unit distance power consumption multiplied by the mileage of the sub-path.
After inquiring the power consumption of the unit distance, multiplying the power consumption of the unit distance by the mileage of the sub-path to obtain the power consumption of the sub-path, and calculating the power consumption of each sub-path according to the method.
Step S1033, calculating the total power consumption of the travel path.
Specifically, the power consumption of each segment of sub-path calculated in the previous step is summed to obtain the total power consumption SOCn of the travel path.
And step S104, sequentially carrying out the nuclear subtraction of the power consumption of each sub-path from the current electric quantity, and determining the driving range according to the current electric quantity and the total power consumption.
Specifically, assuming that the trip sequentially passes through AB, BC, CD, DE sub-paths, the total power consumption of the AB section is firstly checked and subtracted in the current electric quantity, the BC section is checked and subtracted after the check and the like, the check and subtraction sequence is accurately matched with the road section (sub-path) sequentially passed by the trip, and compared with the traditional method for estimating the driving range of the current electric quantity by adopting the average power consumption under a fixed working condition, the method and the device can more accurately reflect the driving range of the battery. The final driving range after the deduction is further determined according to the current electric quantity SOC0 and the total electric consumption SOCn.
The method for estimating the driving range of the electric vehicle provided by the second embodiment of the invention refers to fig. 3, and includes the following steps:
step S301, obtaining the current electric quantity of the electric automobile battery.
In particular, reference may be made to step S101, and the description of the present invention is omitted.
Step S302, a travel path and a current road condition are obtained, and the travel path is segmented into a plurality of sub-paths according to the current road condition in sequence, wherein the travel path comprises a travel path (mileage is P1, electricity consumption SOCn 1) and a return path (mileage is P2, electricity consumption SOCn 2).
The method for obtaining the travel path and the current road condition can refer to step S102, and the present invention is not described in detail.
Step S303, estimating the power consumption of each segment of sub-path to obtain the total power consumption of the travel path, and this step may refer to step S103, which is not described in detail in the present invention.
If SOC0 < SOCn1, i.e. the current electric quantity is not enough to support the arrival of the outgoing path at the destination, step S304 is executed, where the power consumption of the sub-paths of each outgoing path is sequentially subtracted from the current electric quantity in order until the current electric quantity is subtracted to a set threshold, where the threshold may be 0, or the remaining electric quantity is subtracted to 5% of the battery capacity, and may be set according to the battery performance, and the sum of the sub-path mileage of all outgoing paths corresponding to the subtracted power consumption is determined as the first driving range. The first range is displayed in the meter.
Preferably, step 3041 is further performed, and a red indicator light is used to indicate the first driving range.
Further, if SOCn1 is equal to or less than SOC0 < socn1+socn2, that is, the current power can meet the arrival destination but is insufficient to support the return from the destination to the departure point, in consideration of the actual situation, the battery pack needs to leave a certain power, so that the equal sign of the lower limit of the conditional expression indicates that the current power just meets the arrival destination, and the current power value is not required to be absolutely equal to the total power consumption value of the departure. Step S305 is executed, referring to fig. 3, at this time, the mileage of the trip path is firstly reduced from the current electric quantity, then the electric consumption of the sub-paths of each section of the return path is sequentially reduced from the current electric quantity in sequence until the current electric quantity is reduced to the set threshold value, and the sum of the mileage of all trip sub-paths corresponding to the reduced electric consumption is determined as the second driving mileage. The second range is displayed in the meter.
Preferably, step 3051 may be further performed, and the second driving range is indicated by using a yellow indicator light.
If SOC0 is more than or equal to SOCn1+SOCn2, the current electric quantity can meet the requirement of reaching a destination, and the current electric quantity can also support returning to a departure place from the destination, and a certain electric quantity is required to be reserved for a battery pack in consideration of actual conditions, so that an equal sign in the conditional expression indicates that the current electric quantity just meets the trip and the current electric quantity is not required to be absolutely equal to the total electric consumption value of a trip path. Referring to fig. 3, for the mileage corresponding to the excess electric power, the present invention provides a processing embodiment as follows: firstly, calculating the redundant electric quantity, wherein the redundant electric quantity=SO0- (SOCn1+SOCn2); then calculating the average power consumption V of the travel path, wherein the average power consumption of the travel path is equal to the mileage of the travel path divided by the total power consumption of the travel path, namely V= = (P1+P2)/(SOCn1+SOCn2); finally, the excess mileage is calculated again, excess mileage = V [ SOC0- (socn1+socn2) ]. The sum of the mileage of the travel path and the redundant mileage is taken as a third driving mileage S, s=p1+p2+v [ SOC0- (socn1+socn2) ]. And displaying the third driving range in the instrument.
Preferably, step 3061 is further performed, and a green indicator light is used to indicate the third driving range.
Corresponding to the method for estimating the driving range of the electric vehicle provided by the first embodiment of the invention, the third embodiment of the invention also provides a system for estimating the driving range of the electric vehicle, which comprises a navigation system and a battery management system which are electrically connected;
the navigation system is used for acquiring a travel path and a current road condition and sequentially segmenting the travel path into a plurality of sub-paths according to the current road condition;
the battery management system is used for acquiring the current electric quantity of the battery of the electric automobile; the power consumption of each sub-path is estimated, and the total power consumption of the travel path is obtained; and the power consumption of each sub-path is sequentially subtracted from the current electric quantity in sequence, and the driving range is determined according to the current electric quantity and the total power consumption.
Regarding the working principle and process of the driving range estimation system of the electric vehicle in this embodiment, reference is made to the description of the first embodiment of the present invention, and the description is omitted here.
As can be seen from the above description, compared with the prior art, the invention has the following beneficial effects: according to the invention, the travel path is segmented according to road conditions, the electricity consumption of each segment is counted respectively, and then the electricity consumption of each segment is checked and subtracted from the current electric quantity in sequence, and because the check and subtraction sequence of the electricity consumption of the sub-path is accurately matched with the road segments (sub-paths) which travel sequentially passes, compared with the traditional method of estimating the driving range of the current electric quantity by adopting the average electricity consumption under a fixed working condition, the invention can more accurately reflect the driving range of the battery in combination with the actual congestion degree, and eliminate the mileage anxiety of users.
The foregoing disclosure is illustrative of the present invention and is not to be construed as limiting the scope of the invention, which is defined by the appended claims.
Claims (8)
1. The method for estimating the driving range of the electric automobile is characterized by comprising the following steps of:
step S1, acquiring the current electric quantity of an electric automobile battery;
step S2, a travel path and a current road condition are obtained, and the travel path is segmented into a plurality of sub-paths according to the current road condition in sequence;
s3, estimating the power consumption of each section of sub-path to obtain the total power consumption of the travel path;
step S4, sequentially carrying out nuclear subtraction on the power consumption of each sub-path from the current electric quantity according to the sequence, and determining the driving range according to the current electric quantity and the total power consumption;
the travel path includes a travel path and a return path, and the step S4 includes:
if the current electric quantity is smaller than the total electric consumption of the outgoing path, sequentially carrying out nuclear reduction on the electric consumption of the sub-paths of each outgoing path from the current electric quantity until the current electric quantity is reduced to a set threshold value, and determining the sum of the sub-path mileage of all outgoing paths corresponding to the nuclear reduced electric consumption as a first driving mileage;
the step S4 further includes:
and if the current electric quantity is larger than the total electric consumption of the travel path and smaller than the total electric consumption of the travel path, firstly carrying out nuclear reduction on the electric consumption of the travel path from the current electric quantity, and then sequentially carrying out nuclear reduction on the electric consumption of the sub-paths of each section of the return path from the current electric quantity until the current electric quantity is nuclear reduced to the threshold value, wherein the sum of all travel sub-path mileage corresponding to the nuclear reduced electric consumption is determined to be a second driving mileage.
2. The method of estimating range of an electric vehicle according to claim 1, wherein the first range is indicated by a red indicator lamp.
3. The method of estimating range of an electric vehicle according to claim 1, wherein the second range is indicated by a yellow indicator lamp.
4. The method for estimating a driving range of an electric vehicle according to claim 1, wherein the step S4 includes:
if the current electric quantity is larger than the total electric consumption of the travel path;
calculating the redundant electric quantity, wherein the redundant electric quantity is the current electric quantity minus the total electric consumption of the travel path;
calculating the average electricity consumption of the travel path, wherein the average electricity consumption of the travel path is equal to the mileage of the travel path divided by the total electricity consumption of the travel path;
calculating an excess mileage, wherein the excess mileage is equal to the excess electric quantity multiplied by the average electric consumption;
and taking the sum of the mileage of the travel path and the superfluous mileage as a third driving mileage.
5. The method of estimating range of an electric vehicle according to claim 4, wherein the third range is indicated by using a green indicator lamp.
6. The method for estimating a driving range of an electric vehicle according to claim 1, wherein the step S3 includes:
step S31, inquiring the unit distance electricity consumption of the road condition of each sub-path;
step S32, calculating the power consumption of each segment of sub-path, wherein the power consumption of each segment of sub-path is equal to the unit distance power consumption multiplied by the mileage of the segment of sub-path;
step S33, calculating the total power consumption of the travel path.
7. The method for estimating a driving range of an electric vehicle according to any one of claims 1 to 6, wherein the step S2 includes:
step S21, inquiring whether the navigation system is started;
step S22, if not, starting the navigation system according to a destination instruction sent by a user or a travel habit of the user;
step S23, acquiring the travel path and the current road condition according to the navigation system;
and step S24, the travel path is segmented into a plurality of sub-paths in sequence according to the current road condition.
8. The electric automobile driving range estimation system is characterized by comprising a navigation system and a battery management system which are electrically connected;
the navigation system is used for acquiring a travel path and a current road condition and sequentially segmenting the travel path into a plurality of sub-paths according to the current road condition;
the battery management system is used for acquiring the current electric quantity of the battery of the electric automobile; the power consumption of each sub-path is estimated, and the total power consumption of the travel path is obtained; the power consumption of each sub-path is sequentially subtracted from the current electric quantity in sequence, and the driving range is determined according to the current electric quantity and the total power consumption;
the travel path comprises a travel path and a travel return path, the power consumption of each sub path is sequentially reduced from the current electric quantity in order, and the determination of the driving range according to the current electric quantity and the total power consumption comprises the following steps:
if the current electric quantity is smaller than the total electric consumption of the outgoing path, sequentially carrying out nuclear reduction on the electric consumption of the sub-paths of each outgoing path from the current electric quantity until the current electric quantity is reduced to a set threshold value, and determining the sum of the sub-path mileage of all outgoing paths corresponding to the nuclear reduced electric consumption as a first driving mileage;
and if the current electric quantity is larger than the total electric consumption of the travel path and smaller than the total electric consumption of the travel path, firstly carrying out nuclear reduction on the electric consumption of the travel path from the current electric quantity, and then sequentially carrying out nuclear reduction on the electric consumption of the sub-paths of each section of the return path from the current electric quantity until the current electric quantity is nuclear reduced to the threshold value, wherein the sum of all travel sub-path mileage corresponding to the nuclear reduced electric consumption is determined to be a second driving mileage.
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