WO2022199417A1 - 确定续航里程的方法、装置和车辆 - Google Patents

确定续航里程的方法、装置和车辆 Download PDF

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Publication number
WO2022199417A1
WO2022199417A1 PCT/CN2022/080774 CN2022080774W WO2022199417A1 WO 2022199417 A1 WO2022199417 A1 WO 2022199417A1 CN 2022080774 W CN2022080774 W CN 2022080774W WO 2022199417 A1 WO2022199417 A1 WO 2022199417A1
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WIPO (PCT)
Prior art keywords
cruising range
vehicle
preset
hydrogen consumption
target
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PCT/CN2022/080774
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English (en)
French (fr)
Inventor
吴麦青
刘喜明
石旭
闫岗
李雪静
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长城汽车股份有限公司
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Priority to EP22774079.2A priority Critical patent/EP4316903A1/en
Publication of WO2022199417A1 publication Critical patent/WO2022199417A1/zh

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • 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
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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
    • B60L2260/44—Control modes by parameter estimation
    • 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
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present disclosure relates to the technical field of fuel cell vehicles, and in particular, to a method, device and vehicle for determining cruising range.
  • the calculation method is based on the hydrogen consumption rate of the hydrogen fuel cell at the current moment, the remaining usable hydrogen amount of the hydrogen cylinder at the current moment, the hydrogen utilization rate of the hydrogen fuel cell, and the vehicle speed of the hydrogen fuel cell vehicle at the current moment.
  • the hydrogen consumption rate and the hydrogen utilization rate of the hydrogen fuel cell need to be calculated after the information is collected by the relevant sensors of the hydrogen storage bottle. There is an error, so the cruising range obtained by this method is also inaccurate, which in turn leads to the problem of poor accuracy in the cruising range obtained by the user, which reduces the user's driving experience.
  • the present disclosure provides a method, device and vehicle for determining a cruising range.
  • a method for determining a cruising range comprising: obtaining a first hydrogen consumption parameter and a second hydrogen consumption parameter of a fuel cell of the vehicle when a vehicle start signal is obtained and the current driving parameters of the vehicle; the average hydrogen consumption per unit mileage of the vehicle is determined according to the first hydrogen consumption parameter and the current driving parameter; the average hydrogen consumption per unit mileage is determined according to the second hydrogen consumption parameter and the average hydrogen consumption per unit mileage A target range for the vehicle is determined.
  • the first hydrogen consumption parameter includes instantaneous hydrogen consumption and a preset initial hydrogen consumption
  • the current driving parameter includes a preset initial mileage and the current mileage of the vehicle
  • Determining the average hydrogen consumption per unit mileage of the vehicle based on the hydrogen consumption parameters and the current driving parameters includes: according to the instantaneous hydrogen consumption, the preset initial hydrogen consumption, the current driving mileage and the preset initial hydrogen consumption
  • the mileage is determined by the first formula to determine the average hydrogen consumption per unit mileage: the first formula includes:
  • H 1 is the average hydrogen consumption per unit mileage
  • H S is the instantaneous hydrogen consumption
  • H 0 is the preset initial hydrogen consumption
  • D 1 is the current mileage
  • D 0 is the preset initial mileage
  • f is the mileage factor.
  • the second hydrogen consumption parameter includes the current remaining hydrogen amount of the fuel cell and a preset basic hydrogen amount; the determination of the vehicle's The target cruising range includes: determining the hydrogen consumption per 100 kilometers of the vehicle according to the average hydrogen consumption per unit mileage; A second formula determines the target cruising range; the second formula includes:
  • DR is the target cruising range
  • HR is the current hydrogen remaining amount
  • H UL is the preset basic hydrogen amount
  • HU is the hydrogen consumption per 100 kilometers.
  • the method further includes: outputting an output based on the current driving state of the vehicle. the target cruising range.
  • the outputting the target cruising range based on the current driving state of the vehicle includes: acquiring the current driving state of the vehicle; determining a target correction strategy according to the difference between the driving state and the cruising range, the cruising range.
  • the mileage difference is the difference between the target cruising range and the historically output cruising range to be corrected, and the target correction strategy is used to represent a correction period for correcting the cruising range output by the vehicle;
  • the cruising range to be corrected is corrected, and the corrected cruising range is output.
  • the driving state includes an idling state or a non-idling driving state
  • the determining a target correction strategy according to the difference between the driving state and the cruising range includes: when the cruising range to be corrected is greater than the target cruising range.
  • the target correction strategy is to control the cruising range output by the vehicle to decrease according to a first preset correction cycle; when the cruising range difference is less than the first preset difference threshold Next, the target correction strategy is to control the cruising range output by the vehicle to decrease according to a second preset correction period, wherein the second preset correction period is greater than the first preset correction period;
  • the target correction strategy is to control the cruising range output by the vehicle to decrease according to a third preset correction cycle; when the cruising range difference is less
  • the determining the target correction strategy according to the driving state and the cruising range difference includes: in the case that the cruising range to be corrected is less than the target cruising range, determining whether the cruising range difference is greater than or equal to The third preset difference threshold, if the cruising range difference is greater than or equal to the third preset difference threshold, the target correction strategy is: when the cruising range to be corrected is greater than or equal to the preset display threshold In this case, the target cruising range is output as the corrected cruising range, and when the cruising range to be corrected is less than the preset display threshold, the preset display invalid value is output;
  • the difference threshold is set to be greater than the second preset difference threshold; if the cruising range difference is smaller than the third preset difference threshold, in the case that the vehicle is in the non-idling state, the The target correction strategy is: controlling the cruising range output by the vehicle to decrease according to a fourth preset correction period; the fourth preset correction period is greater than the third preset correction period; when the vehicle is in the idle state
  • the driving state further includes a hydrogen refueling state
  • the outputting the target cruising range based on the current driving state of the vehicle includes: acquiring a state of a hydrogen refueling port cover of the vehicle; When the state of the lid determines that the vehicle is in the hydrogen refueling state, if the cruising range difference is greater than or equal to a fourth preset difference threshold, the cruising range output by the vehicle is corrected to the target cruising range ; if the cruising range difference is smaller than the fourth preset difference threshold, the cruising range currently output by the vehicle is controlled to remain unchanged.
  • an apparatus for determining a cruising range includes: a first acquisition module, configured to acquire a first hydrogen consumption parameter of a fuel cell of a vehicle when a vehicle start signal is acquired , the second hydrogen consumption parameter and the current driving parameter of the vehicle; the first determination module is used to determine the average hydrogen consumption per unit mileage of the vehicle according to the first hydrogen consumption parameter and the current driving parameter; the second determination module , which is used to determine the target cruising range of the vehicle according to the second hydrogen consumption parameter and the average hydrogen consumption per unit mileage.
  • the first hydrogen consumption parameter includes an instantaneous hydrogen consumption amount and a preset initial hydrogen consumption amount
  • the driving parameter includes a preset initial mileage and a current mileage of the vehicle
  • the first determination module is used for : According to the instantaneous hydrogen consumption, the preset initial hydrogen consumption, the current mileage and the preset initial mileage, the average hydrogen consumption per unit mileage is determined by a first formula: the first formula includes :
  • H 1 is the average hydrogen consumption per unit mileage
  • H S is the instantaneous hydrogen consumption
  • H 0 is the preset initial hydrogen consumption
  • D 1 is the current mileage
  • D 0 is the preset initial mileage
  • f is the mileage factor.
  • the second hydrogen consumption parameter includes the current remaining hydrogen amount of the fuel cell and a preset basic hydrogen amount; the second determining module is configured to: determine the hydrogen consumption of the vehicle according to the average hydrogen consumption per unit mileage. Hydrogen consumption per kilometer; the target cruising range is determined by a second formula according to the current remaining hydrogen amount, the preset basic hydrogen amount, and the hydrogen consumption per 100 kilometers; the second formula includes:
  • DR is the target cruising range
  • HR is the current hydrogen remaining amount
  • H UL is the preset basic hydrogen amount
  • HU is the hydrogen consumption per 100 kilometers.
  • the device further includes: an output module, configured to output the target cruising range based on the current driving state of the vehicle.
  • the output module is used to: obtain the current driving state of the vehicle; determine a target correction strategy according to the driving state and a difference in cruising range, where the difference in cruising range is the target cruising range and historical output.
  • the difference value of the cruising range to be corrected, the target correction strategy is used to represent the correction period for correcting the cruising range output by the vehicle; the cruising range to be corrected is corrected according to the target correction strategy, and the corrected cruising range is output. recharge mileage.
  • the driving state includes an idle speed state or a non-idle speed driving state
  • the output module is configured to: in the case that the to-be-corrected cruising range is greater than the target cruising range, if the vehicle is in the non-idling speed Driving state, determine whether the cruising range difference is greater than or equal to a first preset difference threshold, and in the case that the cruising range difference is greater than or equal to the first preset difference threshold, the target correction strategy is: controlling the cruising range output by the vehicle to decrease according to a first preset correction period; in the case that the cruising range difference is less than the first preset difference threshold, the target correction strategy is: controlling all The cruising range output by the vehicle is decremented according to a second preset correction period, wherein the second preset correction period is greater than the first preset correction period; when the cruising range to be corrected is greater than the target cruising range In this case, if the vehicle is in the idle state, determine whether the cruising range difference is greater than a second preset difference
  • the output module is further configured to: in the case that the cruising range to be corrected is less than the target cruising range, determine whether the cruising range difference is greater than or equal to a third preset difference threshold, if the The cruising range difference is greater than or equal to the third preset difference threshold, and the target correction strategy is: when the to-be-corrected cruising range is greater than or equal to the preset display threshold, the target cruising range is used as The corrected cruising range is output, and when the to-be-corrected cruising range is less than the preset display threshold, a preset display invalid value is output; wherein the third preset difference threshold is greater than the second preset threshold Set a difference threshold; if the cruising range difference is less than the third preset difference threshold, in the case that the vehicle is in the non-idling state, the target correction strategy is: control the output of the vehicle The cruising range is decremented according to a fourth preset correction period; the fourth preset correction period is greater than the third preset correction period; when the
  • the driving state further includes a hydrogen refueling state
  • the output module is further configured to: acquire the state of the vehicle hydrogen refueling cap; In the case of hydrogen state, if the cruising range difference is greater than or equal to the fourth preset difference threshold, the cruising range output by the vehicle is corrected to the target cruising range; if the cruising range difference is less than the The fourth preset difference threshold controls the cruising range currently output by the vehicle to remain unchanged.
  • a vehicle including the apparatus for determining a cruising range according to the second aspect of the present disclosure.
  • the first hydrogen consumption parameter, the second hydrogen consumption parameter of the vehicle fuel cell and the current driving parameter of the vehicle are obtained; according to the first hydrogen consumption parameter and the current The driving parameters determine the average hydrogen consumption per unit mileage of the vehicle; the target cruising range of the vehicle is determined according to the second hydrogen consumption parameter and the average hydrogen consumption per unit mileage, so that the first hydrogen consumption through the fuel cell Parameters and the current driving parameters of the vehicle are calculated to obtain the average hydrogen consumption per unit mileage of the vehicle.
  • the average hydrogen consumption per unit mileage can more accurately reflect the current average hydrogen consumption of the vehicle, so that The cruising mileage of the vehicle is calculated based on the average hydrogen consumption per unit mileage, which can improve the accuracy and precision of the calculation of the cruising mileage of the vehicle. driving experience.
  • a fourth aspect of the present disclosure provides a computing processing device, including:
  • One or more processors when the computer readable code is executed by the one or more processors, the computing processing device executes the method for determining the cruising range proposed by the embodiment of the first aspect of the present disclosure.
  • the fifth aspect of the present disclosure provides a computer program, including computer-readable codes, when the computer-readable codes are executed on a computing and processing device, causing the computing and processing device to execute the first step of the present disclosure.
  • the method for determining the cruising range proposed by the embodiment is not limited to the one hand.
  • the embodiment of the sixth aspect of the present disclosure provides a computer-readable storage medium, in which the computer program proposed by the embodiment of the fifth aspect of the present disclosure is stored.
  • FIG. 1 is a flowchart of a method for determining a cruising range according to an exemplary implementation
  • Fig. 2 is a flow chart of another method for determining cruising range according to an exemplary embodiment
  • FIG. 3 is a block diagram of an apparatus for determining a cruising range according to an exemplary implementation
  • FIG. 4 is a block diagram of another apparatus for determining cruising range according to an exemplary implementation
  • FIG. 5 is a structural block diagram of a vehicle according to an exemplary implementation
  • FIG. 6 provides a schematic structural diagram of a computing processing device according to an embodiment of the present disclosure
  • FIG. 7 provides a schematic diagram of a storage unit for portable or fixed program codes for implementing the method according to the present disclosure according to an embodiment of the present disclosure.
  • the hydrogen consumption rate at the current moment and the hydrogen utilization rate of the hydrogen fuel cell need to be calculated after information collection by the relevant sensors of the hydrogen storage bottle, but because the collected information has errors, and based on the hydrogen consumption rate at the current moment
  • the cruising range calculated from the hydrogen utilization rate and the hydrogen utilization rate is only an instantaneous cruising range. Therefore, there is also an error between the cruising range calculated in the prior art and the cruising range corresponding to the actual working conditions, which leads to the The cruising range may have poor accuracy, reducing the user's driving experience.
  • the present disclosure provides a method, a device and a vehicle for determining the cruising range.
  • the first hydrogen consumption parameter, the second hydrogen consumption parameter of the vehicle fuel cell, and the vehicle's fuel cell are obtained. current driving parameters; determine the average hydrogen consumption per unit mileage of the vehicle according to the first hydrogen consumption parameter and the current driving parameter; determine the target cruising range of the vehicle according to the second hydrogen consumption parameter and the average hydrogen consumption per unit mileage, In this way, the average hydrogen consumption per unit mileage of the vehicle is obtained by calculating the first hydrogen consumption parameter of the fuel cell and the current driving parameter of the vehicle.
  • the average hydrogen consumption per unit mileage can be more accurately calculated It reflects the current average hydrogen consumption of the vehicle, so that the cruising range of the vehicle can be calculated based on the average hydrogen consumption per unit mileage, which can improve the accuracy and accuracy of the calculation of the cruising range of the vehicle, which is convenient for users to plan the subsequent driving distance according to the cruising range. Hydrogenation is carried out on demand, improving the user's driving experience.
  • FIG. 1 is a flow chart of a method for determining a cruising range according to an exemplary implementation. As shown in FIG. 1 , the method includes the following steps:
  • the first hydrogen consumption parameter includes an instantaneous hydrogen consumption amount and a preset initial hydrogen consumption amount
  • the current driving parameter includes a preset initial mileage and a current traveling mileage of the vehicle.
  • the start signal of the vehicle may be that the fuel cell enters a running state or a hot standby state.
  • the hot standby state may be a state in which the fuel cell operates at a minimum output power.
  • the current driving parameters of the vehicle are further obtained.
  • the instantaneous hydrogen consumption in the first hydrogen consumption parameter can be sent to the power control unit through the fuel cell system;
  • the preset initial hydrogen consumption can be set according to actual needs, for example, the preset initial hydrogen consumption It can be half of the hydrogen consumption certification index for 100 kilometers in the vehicle announcement; or, the hydrogen consumption per 100 kilometers calculated after the vehicle was started last time is used as the preset initial hydrogen consumption.
  • the preset initial mileage in the current driving parameters of the vehicle can be set according to actual needs.
  • the preset initial mileage can be half of the fuel cell mileage certification index in the vehicle announcement; the current driving mileage of the vehicle can pass
  • the current vehicle speed and the current travel time of the vehicle are determined, and the current vehicle speed and the current travel time can be obtained through the vehicle CAN (Controller Area Network, controller area network) bus.
  • vehicle CAN Controller Area Network, controller area network
  • S102 Determine the average hydrogen consumption per unit mileage of the vehicle according to the first hydrogen consumption parameter and the current driving parameter.
  • the average hydrogen consumption per unit mileage may be the average hydrogen consumption when the vehicle travels 1Km.
  • the current mileage of the vehicle may be determined according to the current vehicle speed and the current travel time. Specifically, the current vehicle speed and the current travel time may be integrated to obtain the current travel mileage of the vehicle, and then the current travel mileage of the vehicle may be obtained according to the instantaneous travel time.
  • the hydrogen consumption, the preset initial hydrogen consumption, the current mileage and the preset initial mileage are determined by the first formula to determine the average hydrogen consumption per unit mileage; wherein, the first formula is:
  • H 1 is the average hydrogen consumption per unit mileage
  • H S is the instantaneous hydrogen consumption
  • H 0 is the preset initial hydrogen consumption
  • D 1 is the current mileage
  • D 0 is the preset initial mileage
  • f is the mileage factor
  • S103 Determine the target cruising range of the vehicle according to the second hydrogen consumption parameter and the average hydrogen consumption per unit mileage.
  • the second hydrogen consumption parameter includes the current hydrogen remaining amount of the fuel cell and the preset basic hydrogen amount
  • DR is the target cruising range
  • HR is the current hydrogen remaining amount
  • H UL is the preset basic hydrogen amount
  • HU is the hydrogen consumption per 100 kilometers.
  • ( HR -H UL )*100 is used In this way, the target cruising range of the vehicle can be obtained by dividing the remaining available hydrogen amount of the vehicle by the hydrogen consumption per 100 kilometers of the vehicle, and then the target cruising range can be output to the user.
  • the preset basic hydrogen amount refers to the unusable amount of hydrogen in the hydrogen storage tank, and the preset basic hydrogen amount will be indicated in the announcement of the vehicle.
  • the present disclosure can also determine whether the power control unit of the vehicle enters the dormant state according to the power-off signal of the vehicle, and when it is determined that the power control unit enters the dormant state, the calculated hydrogen consumption per 100 kilometers is stored in the In the memory of the vehicle controller, the hydrogen consumption per 100 kilometers can be used as the preset initial hydrogen consumption when the vehicle start signal is acquired next time.
  • the average hydrogen consumption per unit mileage of the vehicle can be obtained by calculating the first hydrogen consumption parameter of the fuel cell and the current driving parameter of the vehicle. Compared with the instantaneous hydrogen consumption at the current moment, the average hydrogen consumption per unit mileage can be It can more accurately reflect the current average hydrogen consumption of the vehicle, so that the cruising range of the vehicle can be calculated based on the average hydrogen consumption per unit mileage, which can improve the accuracy and accuracy of the calculation of the vehicle cruising range, and facilitate the user to plan the follow-up according to the cruising range. Driving distances and refueling as needed improves the user's driving experience.
  • Fig. 2 is a flowchart of another method for determining cruising range according to an exemplary embodiment. As shown in Fig. 2, the method further includes the following steps:
  • the target cruising range can be directly output.
  • the target cruising range can be output through voice information.
  • the in-vehicle audio will be used to notify the user that " Your current cruising range is 100Km”, or, the target cruising range is displayed on the vehicle dashboard, and the user determines the target cruising range through the vehicle dashboard. This is just an example, which is not limited in this disclosure.
  • the historically output cruising range (for example, the cruising range of the vehicle being displayed on the instrument panel) can also be corrected and displayed according to the target cruising range.
  • the current cruising range of the vehicle can be obtained.
  • determine the target correction strategy according to the difference between the driving status and the cruising range the cruising range difference is the difference between the target cruising range and the historically output cruising range to be corrected, and the target correction strategy is used to characterize and correct the vehicle
  • the calibration period of the output cruising range then correct the cruising range to be corrected according to the target correction strategy, and output the corrected cruising range.
  • the driving state may include an idling state or a non-idling driving state.
  • the cruising range to be corrected is greater than the target cruising range
  • the target correction strategy is: control the cruising range output by the vehicle according to the first preset correction period Decrease; when the cruising range difference is less than the first preset difference threshold, the target correction strategy is to control the cruising range output by the vehicle to decrease according to a second preset correction cycle, wherein the second The preset calibration period is greater than the first preset calibration period;
  • the cruising range to be corrected is greater than the target cruising range, at this time, the actual cruising range is less than the cruising range to be corrected for the historical output, and a target correction strategy needs to be adopted to appropriately reduce the cruising range to be corrected for the historical output , so that the user can know the accurate cruising range.
  • the first preset difference threshold is 10Km
  • the first preset correction period is 10s
  • the second preset correction period is 30s
  • the target correction strategy is: control the cruising range output by the vehicle to decrease according to a third preset correction cycle; when the cruising range difference is less than or equal to the second preset difference threshold
  • the target correction strategy is to control the current output cruising range of the vehicle to remain unchanged, wherein the third preset correction period is greater than the second preset correction period, and the first preset difference threshold is greater than the The second preset difference threshold.
  • the third preset correction period is greater than the second preset correction period, for example, it is assumed that the second preset difference
  • the threshold is 0Km
  • the third preset correction period is 100s, then in the case of determining that the cruising range difference is >0Km, the output cruising range is reduced by 1Km every 100s; when the cruising range difference is less than or equal to 0Km In the case of control, the cruising range of the current output of the vehicle remains unchanged.
  • the target correction strategy is: when the to-be-corrected cruising range is greater than or equal to the preset display threshold, output the target cruising range as the corrected cruising range, and when the to-be-corrected cruising range is less than the preset display threshold In the case of , the preset display invalid value is output; wherein, the third preset difference threshold is greater than the second preset difference threshold.
  • the to-be-corrected cruising range is less than the target cruising range, it is possible that the vehicle has added hydrogen. Therefore, it is necessary to determine whether the cruising range difference is greater than or equal to the third preset difference threshold.
  • the difference in cruising range is greater than or equal to the third preset difference threshold, the pressure in the hydrogen storage tank will decrease because the remaining amount of hydrogen is too small, resulting in a small amount of hydrogen that can be released, which in turn leads to inaccurate calculations , because there is some hydrogen that cannot be used, in order to avoid the situation that the cruising range to be corrected has no cruising range, it is necessary to further judge whether the cruising range to be corrected is greater than or equal to the preset display threshold, and the cruising range to be corrected is greater than or equal to In the case of the preset display threshold, it means that the target cruising range is still relatively large, and the above-mentioned situation that may be caused by too little hydrogen remaining will not occur.
  • the target cruising range is output as the corrected cruising range.
  • the preset display invalid value is output, for example, "0" is output.
  • the user obtains the target cruising range and performs hydrogen refueling as needed.
  • the target correction strategy is: controlling the cruising range output by the vehicle to be performed according to the fourth preset calibration cycle Decrease; the fourth preset correction period is greater than the third preset correction period; when the vehicle is in the idling state, the target correction strategy is to control the current output cruising range of the vehicle to remain unchanged.
  • the four preset calibration periods should be much longer than the third preset calibration period.
  • the four preset calibration periods can be 400s, and the cruising range of the output is reduced by 1Km every 400s; in addition, due to the idling speed In this state, the hydrogen consumption of the vehicle is very low, and the difference in the cruising range is less than the third preset difference threshold, indicating that the difference between the actual cruising range and the historically output cruising range is not very large, so control the current range of the vehicle at this time.
  • the output cruising range remains the same.
  • the cruising range of the vehicle can be more accurately reflected, so that the user can know the cruising range of the vehicle in time, and then arrange the itinerary according to the cruising range of the vehicle and consider whether It is necessary to refuel the vehicle, which facilitates the user's travel and improves the user's driving experience.
  • the present disclosure can also correct the corresponding cruising range for the vehicle in the hydrogen refueling mode. Therefore, in another possible implementation manner of this step, you can Obtain the state of the hydrogen refueling port cover of the vehicle, and in the case of determining that the vehicle is in the hydrogen refueling state according to the state of the hydrogen refueling port cover of the vehicle, if the cruising range difference is greater than or equal to the fourth preset difference threshold, the The cruising range output by the vehicle is corrected to the target cruising range; if the cruising range difference is less than the fourth preset difference threshold, the cruising range currently output by the vehicle is controlled to remain unchanged.
  • the vehicle can obtain the state of the hydrogen filler cap of the vehicle through the CAN bus.
  • the vehicle when the vehicle detects that the hydrogen refueling port cover is open, it means that the vehicle is in the hydrogen refueling mode. Since the cruising range of the vehicle will change after the hydrogen refueling, it is necessary to correct the cruising range to be corrected in the historical output of the vehicle, and further , if the cruising range difference is greater than or equal to the fourth preset difference threshold, the cruising range output by the vehicle is corrected to the target cruising range. When the difference is greater than or equal to 10Km, the cruising range output by the vehicle is corrected to the target cruising range; in addition, if the cruising range difference is less than the preset difference threshold, the cruising range output by the vehicle remains unchanged.
  • the average hydrogen consumption per unit mileage of the vehicle can be obtained by calculating the first hydrogen consumption parameter of the fuel cell and the current driving parameter of the vehicle. Compared with the instantaneous hydrogen consumption at the current moment, the average hydrogen consumption per unit mileage can be It can more accurately reflect the current average hydrogen consumption of the vehicle, so that the cruising range of the vehicle can be calculated based on the average hydrogen consumption per unit mileage, which can improve the accuracy and accuracy of the calculation of the vehicle cruising range, and facilitate the user to plan the follow-up according to the cruising range. Driving distances and refueling as needed improves the user's driving experience.
  • FIG. 3 is a block diagram of an apparatus 300 for determining a cruising range according to an exemplary implementation. As shown in FIG. 3 , the apparatus includes:
  • the first obtaining module 301 is configured to obtain the first hydrogen consumption parameter, the second hydrogen consumption parameter and the current driving parameter of the vehicle of the fuel cell of the vehicle when the vehicle start signal is obtained;
  • a first determination module 302 configured to determine the average hydrogen consumption per unit mileage of the vehicle according to the first hydrogen consumption parameter and the current driving parameter;
  • the first hydrogen consumption parameter includes instantaneous hydrogen consumption and a preset initial hydrogen consumption
  • the current driving parameter includes a preset initial mileage and the current mileage of the vehicle
  • the first determination module is used for:
  • the preset initial hydrogen consumption, the current mileage and the preset initial mileage the average hydrogen consumption per unit mileage is determined by the first formula:
  • the first formula includes:
  • H 1 is the average hydrogen consumption per unit mileage
  • H S is the instantaneous hydrogen consumption
  • H 0 is the preset initial hydrogen consumption
  • D 1 is the current mileage
  • D 0 is the preset initial mileage
  • f is the mileage factor.
  • the second determination module 303 is configured to determine the target cruising range of the vehicle according to the second hydrogen consumption parameter and the average hydrogen consumption per unit mileage;
  • the hydrogen consumption parameter includes the current hydrogen remaining amount of the fuel cell and the preset basic hydrogen amount; the second determining module is used for:
  • the target cruising range is determined by the second formula according to the current hydrogen remaining amount, the preset basic hydrogen amount and the hydrogen consumption per 100 kilometers;
  • the second formula includes:
  • DR is the target cruising range
  • HR is the current hydrogen remaining amount
  • H UL is the preset basic hydrogen amount
  • HU is the hydrogen consumption per 100 kilometers.
  • FIG. 4 is a block diagram of another apparatus 300 for determining cruising range according to an exemplary implementation. As shown in FIG. 4 , the apparatus further includes:
  • the output module 304 is configured to output the target cruising range based on the current driving state of the vehicle.
  • the output module 304 is used for: acquiring the current driving state of the vehicle; determining a target correction strategy according to the driving state and the cruising range difference, where the cruising range difference is the difference between the target cruising range and the historically output cruising range to be corrected
  • the target correction strategy is used to represent the correction period for correcting the cruising range output by the vehicle; the to-be-corrected cruising range is corrected according to the target correction strategy, and the corrected cruising range is output.
  • the driving state includes an idle speed state or a non-idle speed driving state
  • the output module 304 is configured to: in the case that the to-be-corrected cruising range is greater than the target cruising range, if the vehicle is in the non-idling speed state.
  • the target correction strategy is: controlling the cruising range output by the vehicle to decrease according to a first preset correction period; when the cruising range difference is less than the first preset difference threshold, the target correction strategy is: controlling The cruising range output by the vehicle is decremented according to a second preset correction period, wherein the second preset correction period is greater than the first preset correction period; when the cruising range to be corrected is greater than the target cruising range If the vehicle is in the idle state, determine whether the cruising range difference is greater than a second preset difference threshold, and in the case where the cruising range difference is greater than the second preset difference threshold
  • the target correction strategy is: controlling the cruising range output by the vehicle to decrease according to a third preset correction period; when the cruising range difference is less than or equal to the second preset difference threshold, The target correction strategy is to control the current
  • the output module 304 is further configured to: in the case that the cruising range to be corrected is less than the target cruising range, determine whether the cruising range difference is greater than or equal to a third preset difference threshold, if The cruising range difference is greater than or equal to the third preset difference threshold, and the target correction strategy is: when the to-be-corrected cruising range is greater than or equal to a preset display threshold, the target cruising range is Output as the corrected cruising range, when the to-be-corrected cruising range is less than the preset display threshold, output a preset display invalid value; wherein the third preset difference threshold is greater than the second a preset difference threshold; if the cruising range difference is less than the third preset difference threshold, in the case that the vehicle is in the non-idling state, the target correction strategy is: control the vehicle The output cruising range is decremented according to a fourth preset correction period; the fourth preset correction period is greater than the third preset correction period; when the vehicle is in the idle
  • the driving state further includes a hydrogen refueling state
  • the output module 304 is further configured to: acquire the state of a hydrogen refueling port cover of the vehicle; In the case of hydrogen refueling, if the cruising range difference is greater than or equal to the fourth preset difference threshold, the cruising range output by the vehicle is corrected to the target cruising range; The fourth preset difference threshold is used to control the cruising range currently output by the vehicle to remain unchanged.
  • the average hydrogen consumption per unit mileage of the vehicle can be obtained by calculating the first hydrogen consumption parameter of the fuel cell and the current driving parameter of the vehicle.
  • the average hydrogen consumption per unit mileage can be It can more accurately reflect the current average hydrogen consumption of the vehicle, so that the cruising range of the vehicle can be calculated based on the average hydrogen consumption per unit mileage, which can improve the accuracy and accuracy of the calculation of the vehicle cruising range, and facilitate the user to plan the follow-up according to the cruising range.
  • Driving distances and refueling as needed improves the user's driving experience.
  • FIG. 5 is a structural block diagram of a vehicle according to an exemplary implementation. As shown in FIG. 5 , the present disclosure further provides a vehicle, including the above-mentioned apparatus 300 for determining a cruising range.
  • the present disclosure also proposes a computing processing device, including:
  • One or more processors when the computer readable code is executed by the one or more processors, the computing processing device performs the aforementioned method of determining the cruising range.
  • the present disclosure also proposes a computer program, comprising computer-readable codes, which, when the computer-readable codes are executed on a computing and processing device, cause the computing and processing device to perform the aforementioned method of determining the cruising range. method.
  • the present disclosure also proposes a computer-readable storage medium in which the aforementioned computer program is stored.
  • FIG. 6 provides a schematic structural diagram of a computing processing device according to an embodiment of the present disclosure.
  • the computing processing device typically includes a processor 610 and a computer program product or computer readable medium in the form of a memory 630 .
  • the memory 630 may be electronic memory such as flash memory, EEPROM (electrically erasable programmable read only memory), EPROM, hard disk, or ROM.
  • the memory 630 has storage space 650 for program code 651 for performing any of the method steps in the above-described methods.
  • storage space 650 for program code may include various program codes 651 for implementing various steps in the above methods, respectively. These program codes can be read from or written to one or more computer program products.
  • These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards or floppy disks. Such computer program products are typically portable or fixed storage units as shown in FIG. 7 .
  • the storage unit may have storage segments, storage spaces, etc. arranged similarly to the storage 630 in the server of FIG. 6 .
  • the program code may, for example, be compressed in a suitable form.
  • the storage unit includes computer readable code 651', i.e. code readable by a processor such as 610 for example, which when executed by a server, causes the server to perform the various steps in the methods described above.
  • first and second are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature delimited with “first”, “second” may expressly or implicitly include at least one of that feature.
  • plurality means at least two, such as two, three, etc., unless expressly and specifically defined otherwise.
  • a "computer-readable medium” can be any device that can contain, store, communicate, propagate, or transport the program for use by or in connection with an instruction execution system, apparatus, or apparatus.
  • computer readable media include the following: electrical connections with one or more wiring (electronic devices), portable computer disk cartridges (magnetic devices), random access memory (RAM), Read Only Memory (ROM), Erasable Editable Read Only Memory (EPROM or Flash Memory), Fiber Optic Devices, and Portable Compact Disc Read Only Memory (CDROM).
  • the computer readable medium may even be paper or other suitable medium on which the program may be printed, as the paper or other medium may be optically scanned, for example, followed by editing, interpretation, or other suitable medium as necessary process to obtain the program electronically and then store it in computer memory.
  • portions of the present disclosure may be implemented in hardware, software, firmware, or a combination thereof.
  • various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware as in another embodiment, it can be implemented by any one of the following techniques known in the art, or a combination thereof: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, Programmable Gate Arrays (PGA), Field Programmable Gate Arrays (FPGA), etc.
  • each functional unit in each embodiment of the present disclosure may be integrated into one processing module, or each unit may exist physically alone, or two or more units may be integrated into one module.
  • the above-mentioned integrated modules can be implemented in the form of hardware, and can also be implemented in the form of software function modules. If the integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium.
  • the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, and the like.

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Abstract

提供了一种确定续航里程的方法、装置和车辆，在获取到车辆启动信号的情况下，通过获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数（S101），根据第一氢气消耗参数和当前行驶参数确定车辆的单位里程平均耗氢量（S102），根据第二氢气消耗参数和单位里程平均耗氢量确定车辆的目标续航里程（S103），以更准确地反映车辆当前的平均耗氢量，提高了车辆续航里程计算的准确性和精确性，便于用户根据续航里程规划后续的行驶路程并根据需要进行加氢，提高了用户的驾驶体验。

Description

确定续航里程的方法、装置和车辆
相关申请的交叉引用
本公开要求在2021年03月24日提交中国专利局、申请号为202110313522.7、名称为“确定续航里程的方法、装置和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及燃料电池汽车技术领域，具体地，涉及一种确定续航里程的方法、装置和车辆。
背景技术
随着科学技术的发展以及对生态环境保护的刻不容缓，汽车行业也将发展的关注点放到了保护环境和节约资源上来，近几年燃料电池汽车的数量持续上升，区别于传统的燃油汽车，燃料电池汽车通过氢气和氧气的化学反应产生电能来驱动车辆，具有零排放或近似零排放、燃料加注快、减少机油泄露带来的水污染以及提高燃油经济性等优点；进一步地，为了让用户更直观地了解到何时需要添加燃料，需要让用户了解到氢燃料剩余的可行驶里程，以便用户根据需要及时进行加氢。
现有技术中，公开了通过根据氢燃料电池在当前时刻的氢气消耗速率、氢气瓶在当前时刻的剩余可使用氢气量、氢燃料电池的氢气利用率以及氢燃料电池车在当前时刻的车速计算氢燃料电池车在当前时刻的可续航里程，采取此种方法进行计算时，氢气消耗速率和氢燃料电池的氢气利用率需要通过储氢瓶的相关传感器进行信息采集后计算，但因为采集的信息是存在误差的，因此此种方法得到的可续航里程也是存在误差的，进而导致用户获得的可续航里程可能存在准确性差的问题，降低了用户的驾驶体验。
发明内容
为克服相关技术中存在的问题，本公开提供一种确定续航里程的方法、装置和车辆。
根据本公开实施例的第一方面，提供一种确定续航里程的方法，所述方法包括：在获取到车辆启动信号的情况下，获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数；根据所述第一氢气消耗参数和所述当前行驶参数确定所 述车辆的单位里程平均耗氢量；根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程。
可选地，所述第一氢气消耗参数包括瞬时氢气消耗量以及预设初始氢气消耗量，所述当前行驶参数包括预设初始里程以及所述车辆的当前行驶里程；所述根据所述第一氢气消耗参数和所述当前行驶参数确定所述车辆的单位里程平均耗氢量包括：根据所述瞬时氢气消耗量、所述预设初始氢气消耗量、所述当前行驶里程和所述预设初始里程通过第一公式确定所述单位里程平均耗氢量：所述第一公式包括：
Figure PCTCN2022080774-appb-000001
其中，H 1为单位里程平均耗氢量，H S为瞬时氢气消耗量，H 0为预设初始氢气消耗量，D 1为当前行驶里程，D 0为预设初始里程，f为里程因子。
可选地，所述第二氢气消耗参数包括燃料电池的当前氢气剩余量以及预设基础氢气量；所述根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程包括：根据所述单位里程平均耗氢量确定所述车辆的百公里耗氢量；根据所述当前氢气剩余量、所述预设基础氢气量以及所述百公里耗氢量通过第二公式确定所述目标续航里程；所述第二公式包括：
Figure PCTCN2022080774-appb-000002
其中，D R为目标续航里程，H R为当前氢气剩余量，H UL为预设基础氢气量，H U为百公里耗氢量。
可选地，在所述根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程后，所述方法还包括：基于所述车辆当前的行驶状态，输出所述目标续航里程。
可选地，所述基于所述车辆当前的行驶状态，输出所述目标续航里程包括：获取所述车辆当前的行驶状态；根据所述行驶状态和续航里程差值确定目标校正策略，所述续航里程差值为所述目标续航里程与历史输出的待校正续航里程的差值，所述目标校正策略用于表征校正所述车辆输出的续航里程的校正周期；根据所述目标校正策略对所述待校正续航里程进行校正，并输出校正后的续航里程。
可选地，所述行驶状态包括怠速状态或者非怠速行驶状态，所述根据所述行驶状态 和续航里程差值确定目标校正策略包括：在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述非怠速行驶状态，确定所述续航里程差值是否大于或者等于第一预设差值阈值，在所述续航里程差值大于或者等于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第一预设校正周期进行递减；在所述续航里程差值小于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第二预设校正周期进行递减，其中，所述第二预设校正周期大于所述第一预设校正周期；在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述怠速状态，确定所述续航里程差值是否大于第二预设差值阈值，在所述续航里程差值大于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第三预设校正周期进行递减；在所述续航里程差值小于或者等于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变，其中，所述第三预设校正周期大于所述第二预设校正周期，所述第一预设差值阈值大于所述第二预设差值阈值。
可选地，所述根据所述行驶状态和续航里程差值确定目标校正策略包括：在所述待校正续航里程小于所述目标续航里程的情况下，确定所述续航里程差值是否大于或者等于第三预设差值阈值，若所述续航里程差值大于或者等于所述第三预设差值阈值，所述目标校正策略为：在所述待校正续航里程大于或者等于预设显示阈值的情况下，将所述目标续航里程作为校正后的续航里程进行输出，在所述待校正续航里程小于所述预设显示阈值的情况下，输出预设显示无效值；其中，所述第三预设差值阈值大于所述第二预设差值阈值；若所述续航里程差值小于所述第三预设差值阈值，在所述车辆处于所述非怠速行驶状态的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第四预设校正周期进行递减；所述第四预设校正周期大于所述第三预设校正周期；在所述车辆处于所述怠速状态的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变。
可选地，所述行驶状态还包括加氢状态，所述基于所述车辆当前的行驶状态，输出所述目标续航里程包括：获取车辆加氢口盖的状态；在根据所述车辆加氢口盖的状态确定所述车辆处于所述加氢状态的情况下，若所述续航里程差值大于或者等于第四预设差值阈值，将所述车辆输出的续航里程校正为所述目标续航里程；若所述续航里程差值小于所述第四预设差值阈值，控制所述车辆当前输出的续航里程保持不变。
根据本公开实施例的第二方面，提供一种确定续航里程的装置，所属装置包括：第一获取模块，用于在获取到车辆启动信号的情况下，获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数；第一确定模块，用于根据所述第一氢气消耗参数和所述当前行驶参数确定所述车辆的单位里程平均耗氢量；第二确定模块，用于根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程。
可选地，所述第一氢气消耗参数包括瞬时氢气消耗量以及预设初始氢气消耗量，所述行驶参数包括预设初始里程以及所述车辆的当前行驶里程；所述第一确定模块用于：根据所述瞬时氢气消耗量、所述预设初始氢气消耗量、所述当前行驶里程和所述预设初始里程通过第一公式确定所述单位里程平均耗氢量：所述第一公式包括：
Figure PCTCN2022080774-appb-000003
其中，H 1为单位里程平均耗氢量，H S为瞬时氢气消耗量，H 0为预设初始氢气消耗量，D 1为当前行驶里程，D 0为预设初始里程，f为里程因子。
可选地，所述第二氢气消耗参数包括燃料电池的当前氢气剩余量以及预设基础氢气量；所述第二确定模块用于：根据所述单位里程平均耗氢量确定所述车辆的百公里耗氢量；根据所述当前氢气剩余量、所述预设基础氢气量以及所述百公里耗氢量通过第二公式确定所述目标续航里程；所述第二公式包括：
Figure PCTCN2022080774-appb-000004
其中，D R为目标续航里程，H R为当前氢气剩余量，H UL为预设基础氢气量，H U为百公里耗氢量。
可选地，所述装置还包括：输出模块，用于基于所述车辆当前的行驶状态，输出所述目标续航里程。
可选地，所述输出模块用于：获取所述车辆当前的行驶状态；根据所述行驶状态和续航里程差值确定目标校正策略，所述续航里程差值为所述目标续航里程与历史输出的待校正续航里程的差值，所述目标校正策略用于表征校正所述车辆输出的续航里程的校正周期；根据所述目标校正策略对所述待校正续航里程进行校正，并输出校正后的续航里程。
可选地，所述行驶状态包括怠速状态或者非怠速行驶状态，所述输出模块用于：在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述非怠速行驶状态，确定所述续航里程差值是否大于或者等于第一预设差值阈值，在所述续航里程差值大于或者等于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第一预设校正周期进行递减；在所述续航里程差值小于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第二预设校正周期进行递减，其中，所述第二预设校正周期大于所述第一预设校正周期；在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述怠速状态，确定所述续航里程差值是否大于第二预设差值阈值，在所述续航里程差值大于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第三预设校正周期进行递减；在所述续航里程差值小于或者等于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变，其中，所述第三预设校正周期大于所述第二预设校正周期，所述第一预设差值阈值大于所述第二预设差值阈值。
可选地，所述输出模块还用于：在所述待校正续航里程小于所述目标续航里程的情况下，确定所述续航里程差值是否大于或者等于第三预设差值阈值，若所述续航里程差值大于或者等于所述第三预设差值阈值，所述目标校正策略为：在所述待校正续航里程大于或者等于预设显示阈值的情况下，将所述目标续航里程作为校正后的续航里程进行输出，在所述待校正续航里程小于所述预设显示阈值的情况下，输出预设显示无效值；其中，所述第三预设差值阈值大于所述第二预设差值阈值；若所述续航里程差值小于所述第三预设差值阈值，在所述车辆处于所述非怠速行驶状态的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第四预设校正周期进行递减；所述第四预设校正周期大于所述第三预设校正周期；在所述车辆处于所述怠速状态的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变。
可选地，所述行驶状态还包括加氢状态，所述输出模块还用于：获取车辆加氢口盖的状态；在根据所述车辆加氢口盖的状态确定所述车辆处于所述加氢状态的情况下，若所述续航里程差值大于或者等于第四预设差值阈值，将所述车辆输出的续航里程校正为所述目标续航里程；若所述续航里程差值小于所述第四预设差值阈值，控制所述车辆当前输出的续航里程保持不变。
根据本公开实施例的第三方面，提供一种车辆，包括本公开第二方面所述的确定续航里程的装置。
通过上述技术方案，在获取到车辆启动信号的情况下，获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数；根据所述第一氢气消耗参数和所述当前行驶参数确定所述车辆的单位里程平均耗氢量；根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程，这样，通过燃料电池的第一氢气消耗参数和车辆的当前行驶参数进行计算得到车辆的单位里程平均耗氢量，相比较于当前时刻的瞬时氢耗，该单位里程平均耗氢量可以更准确地反映车辆当前的平均耗氢量，这样基于该单位里程平均耗氢量再计算得到车辆的续航里程，可以提高车辆续航里程计算的准确性和精确性，便于用户根据续航里程规划后续的行驶路程并根据需要进行加氢，提高了用户的驾驶体验。
为达上述目的，本公开第四方面实施例提出了一种计算处理设备，包括：
存储器，其中存储有计算机可读代码；以及
一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行本公开第一方面实施例所提出的确定续航里程的方法。
为达上述目的，本公开第五方面实施例提出了一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行本公开第一方面实施例所提出的确定续航里程的方法。
为达上述目的，本公开第六方面实施例提出了一种计算机可读存储介质，其中存储了本公开第五方面实施例所提出的计算机程序。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据一示例性实施示出的一种确定续航里程的方法的流程图；
图2是根据一示例性实施例示出的另一种确定续航里程的方法的流程图；
图3是根据一示例性实施示出的一种确定续航里程的装置的框图；
图4是根据一示例性实施示出的另一种确定续航里程的装置的框图；
图5是根据一示例性实施示出的一种车辆的结构框图；
图6为本公开实施例提供了一种计算处理设备的结构示意图；
图7为本公开实施例提供了一种用于便携式或者固定实现根据本发明的方法的程序代码的存储单元的示意图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
首先对本公开的应用场景进行说明，鉴于燃料电池汽车零排放或近似零排放、燃料加注快、减少机油泄露带来的水污染以及提高燃油经济性等优点，近几年来燃料电池汽车的数量持续上升，为了让用户合理规划行驶路程以及更直观地了解到何时需要添加燃料，需要让用户了解到氢燃料剩余的可行驶里程，以便用户根据需要及时进行加氢，现有技术的可续航里程计算方法中当前时刻的氢气消耗速率和氢燃料电池的氢气利用率需要通过储氢瓶的相关传感器进行信息采集后计算，但因为采集的信息是存在误差的，并且基于该当前时刻的氢气消耗速率和氢气利用率计算得到的可续航里程也仅是一个瞬时续航里程，因此，现有技术中计算得到的可续航里程与实际工况对应的续航里程之间也是存在误差的，进而导致用户获得的可续航里程可能存在准确性差的问题，降低了用户的驾驶体验。
为了解决上述的问题，本公开提供一种确定续航里程的方法、装置和车辆，在获取到车辆启动信号的情况下，获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数；根据该第一氢气消耗参数和该当前行驶参数确定该车辆的单位里程平均耗氢量；根据该第二氢气消耗参数和该单位里程平均耗氢量确定该车辆的目标续航里程，这样，通过燃料电池的第一氢气消耗参数和车辆的当前行驶参数进行计算得到车辆的单位里程平均耗氢量，相比较于当前时刻的瞬时氢耗，该单位里程平均耗氢量可以更准确地反映车辆当前的平均耗氢量，这样基于该单位里程平均耗氢量再计算得到车辆的续航里程，可以提高车辆续航里程计算的准确性和精确性，便于用户根据续航里程规划后续的行驶路程并根据需要进行加氢，提高了用户的驾驶体验。
下面通过具体的实施例，对本公开的内容进行详细说明。
图1为根据一示例性实施示出的一种确定续航里程的方法的流程图，如图1所示，该方法包括以下步骤：
S101、在获取到车辆启动信号的情况下，获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数。
其中，该第一氢气消耗参数包括瞬时氢气消耗量以及预设初始氢气消耗量，该当前行驶参数包括预设初始里程以及该车辆的当前行驶里程。
在一种可能的实现方式中，该车辆的启动信号可以是燃料电池进入运行状态或者是热待机状态，具体地，该热待机状态可以是燃料电池以最小输出功率工作的状态，在获取到该车辆启动信号的情况下，再进一步获取车辆的当前行驶参数。
具体地，该第一氢气消耗参数中的瞬时氢气消耗量可以通过燃料电池系统发送给动力控制单元；该预设初始氢气消耗量可根据实际需要进行设定，例如，该预设初始氢气消耗量可以是车辆发布公告中百公里氢耗认证指标的一半；或者，将上次车辆启动后计算得到的百公里耗氢量作为该预设初始氢气消耗量。
该车辆的当前行驶参数中的预设初始里程可根据实际需要进行设定，例如，该预设初始里程可以是车辆发布公告中该燃料电池里程认证指标的一半；该车辆的当前行驶里程可以通过车辆的当前车速和当前行驶时间确定，该当前车速和该当前行驶时间可以通过车辆CAN(Controller Area Network，控制器局域网络)总线获得。
S102、根据该第一氢气消耗参数和该当前行驶参数确定该车辆的单位里程平均耗氢量。
其中，单位里程平均耗氢量可以是车辆行驶1Km的平均耗氢量。
在本步骤中，可以根据该当前车速和该当前行驶时间确定该车辆的当前行驶里程，具体地，可以将该当前车速和该当前行驶时间进行积分得到该车辆的当前行驶里程，然后根据该瞬时氢气消耗量、该预设初始氢气消耗量、该当前行驶里程和该预设初始里程通过第一公式确定该单位里程平均耗氢量；其中，该第一公式为：
Figure PCTCN2022080774-appb-000005
H 1为单位里程平均耗氢量，H S为瞬时氢气消耗量，H 0为预设初始氢气消耗量，D 1为当前行驶里程，D 0为预设初始里程，f为里程因子；需要说明的是，该第一公式中相关参数*0.1、*10以及*0.01均用于单位换算，在该瞬时氢气消耗量、该预设初始氢气消耗 量、该当前行驶里程和该预设初始里程的单位一致的情况下，可将该第一公式中的*0.1、*10以及*0.01删除。
S103、根据该第二氢气消耗参数和该单位里程平均耗氢量确定该车辆的目标续航里程。
其中，该第二氢气消耗参数包括燃料电池的当前氢气剩余量以及预设基础氢气量；
在本步骤中，根据该单位里程平均耗氢量确定该车辆的百公里耗氢，具体地，该车辆的百公里耗氢＝该单位里程平均耗氢量*100；根据该当前氢气剩余量、该预设基础氢气量以及该百公里耗氢量通过第二公式确定该目标续航里程，其中，该第二公式为：
Figure PCTCN2022080774-appb-000006
其中，D R为目标续航里程，H R为当前氢气剩余量，H UL为预设基础氢气量，H U为百公里耗氢量，该第二公式中(H R-H UL)*100用于单位的换算，这样，通过该车辆的剩余可用氢气量除以该车辆的百公里耗氢量，即可得到该车辆的目标续航里程，继而将该目标续航里程输出给用户，需要说明的是，该预设基础氢气量是指储氢罐中无法使用的氢气量，通过在车辆的发布公告中会指出该预设基础氢气量。
另外，本公开还可以根据该车辆的下电信号确定该车辆的动力控制单元是否进入休眠状态，在确定该动力控制单元进入休眠状态的情况下，将计算得到的该百公里耗氢量存储至该车辆控制器的存储器中，以便于下次获取到车辆启动信号时，将该百公里耗氢量用作为该预设初始氢气消耗量。
采用上述方法，可以通过燃料电池的第一氢气消耗参数和车辆的当前行驶参数进行计算得到车辆的单位里程平均耗氢量，相比较于当前时刻的瞬时氢耗，该单位里程平均耗氢量可以更准确地反映车辆当前的平均耗氢量，这样基于该单位里程平均耗氢量再计算得到车辆的续航里程，可以提高车辆续航里程计算的准确性和精确性，便于用户根据续航里程规划后续的行驶路程并根据需要进行加氢，提高了用户的驾驶体验。
图2是根据一示例性实施例示出的另一种确定续航里程的方法的流程图，如图2所示，该方法还包括以下步骤：
S104、基于该车辆当前的行驶状态，输出该目标续航里程。
在本步骤一种可能的实现方式中，可以直接输出该目标续航里程，例如，可以通过语音信息输出该目标续航里程，假设该车辆的目标续航里程为100Km，则利用车内音响 语音通知用户“您当前的可续航里程为100Km”，或者，将该目标续航里程显示到车辆仪表盘中，用户通过该车辆仪表盘确定该目标续航里程，此处只是举例说明，本公开对此不作限定。
在本步骤另一种可能的实现方式中，还可以根据该目标续航里程对历史输出的续航里程(如指仪表盘中正在显示的车辆续航里程)进行校正显示，具体地，可以获取该车辆当前的行驶状态；根据该行驶状态和续航里程差值确定目标校正策略，该续航里程差值为该目标续航里程与历史输出的待校正续航里程的差值，该目标校正策略用于表征校正该车辆输出的续航里程的校正周期；然后根据该目标校正策略对该待校正续航里程进行校正，并输出校正后的续航里程。
具体地，该行驶状态可以包括怠速状态或者非怠速行驶状态，在该待校正续航里程大于该目标续航里程的情况下，若该车辆处于该非怠速行驶状态，确定该续航里程差值是否大于或者等于第一预设差值阈值，在该续航里程差值大于或者等于该第一预设差值阈值的情况下，该目标校正策略为：控制该车辆输出的续航里程按照第一预设校正周期进行递减；在该续航里程差值小于该第一预设差值阈值的情况下，该目标校正策略为：控制该车辆输出的续航里程按照第二预设校正周期进行递减，其中，该第二预设校正周期大于该第一预设校正周期；
其中，在该待校正续航里程大于该目标续航里程的情况下，此时，实际的续航里程小于该历史输出的待校正续航里程，需要采取目标校正策略适当减小该历史输出的待校正续航里程，从而使用户能够了解到准确的续航里程，例如，假设该第一预设差值阈值为10Km，该第一预设校正周期为10s，该第二预设校正周期为30s，则在确定该续航里程差值>10Km的情况下，每10s减小该输出的续航里程的1Km，在确定该续航里程差值<10Km的情况下，每30s减小该输出的续航里程的1Km；需要说明的是，该续航里程差值越大，则该校正周期应该越短，从而才能更有效地校正该输出的续航里程。
另外，在该待校正续航里程大于该目标续航里程的情况下，若该车辆处于该怠速状态，确定该续航里程差值是否大于第二预设差值阈值，在该续航里程差值大于该第二预设差值阈值的情况下，该目标校正策略为：控制该车辆输出的续航里程按照第三预设校正周期进行递减；在该续航里程差值小于或者等于该第二预设差值阈值的情况下，该目标校正策略为：控制该车辆当前输出的续航里程保持不变，其中，该第三预设校正周期大于该第二预设校正周期，该第一预设差值阈值大于该第二预设差值阈值。
其中，若该车辆处于该怠速状态时，由于怠速状态下车辆的氢耗很低，因此，该第三预设校正周期大于该第二预设校正周期，例如，假设该第二预设差值阈值为0Km，该第三预设校正周期为100s，则在确定该续航里程差值>0Km的情况下，每100s减小该输出的续航里程的1Km；在该续航里程差值小于或者等于0Km的情况下，控制该车辆当前输出的续航里程保持不变。
在该待校正续航里程小于该目标续航里程的情况下，确定该续航里程差值是否大于或者等于第三预设差值阈值，若该续航里程差值大于或者等于该第三预设差值阈值，该目标校正策略为：在该待校正续航里程大于或者等于预设显示阈值的情况下，将该目标续航里程作为校正后的续航里程进行输出，在该待校正续航里程小于该预设显示阈值的情况下，输出预设显示无效值；其中，该第三预设差值阈值大于该第二预设差值阈值。
需要说明的是，在该待校正续航里程小于该目标续航里程的情况下时，有可能是车辆加了氢，因此需要确定该续航里程差值是否大于或者等于第三预设差值阈值，若该续航里程差值大于或者等于该第三预设差值阈值时，又因为氢气剩余量过少会使得储氢罐里压力减小，导致能放出来的氢气量很少，继而导致计算不准确，因为存在部分氢气无法使用，为了避免显示还有里程实际已经没有续航里程的情况发生，还需要进一步判断该待校正续航里程是否大于或者等于预设显示阈值，在该待校正续航里程大于或者等于预设显示阈值的情况下，说明该目标续航里程还剩余较多，不会发生上述的氢气剩余量过少可能导致的情况，因此将该目标续航里程作为校正后的续航里程进行输出，在该待校正续航里程小于该预设显示阈值的情况下，输出预设显示无效值，例如，输出“0”，此时，用户获得该目标续航里程后根据需要进行加氢。
若该续航里程差值小于该第三预设差值阈值，在该车辆处于该非怠速行驶状态的情况下，该目标校正策略为：控制该车辆输出的续航里程按照第四预设校正周期进行递减；该第四预设校正周期大于该第三预设校正周期；在该车辆处于该怠速状态的情况下，该目标校正策略为：控制该车辆当前输出的续航里程保持不变。
其中，在该待校正续航里程小于该目标续航里程的情况下时，说明此时该车辆的实际续航里程是大于历史输出的续航里程的，在进行续航里程校正的时候应该缓慢减小输出的目标续航里程，因此该四预设校正周期应该远远大于该第三预设校正周期，例如，该四预设校正周期可以是400s，每400s减小该输出的续航里程的1Km；另外，由于怠速状态下车辆的耗氢很低，而此时该续航里程差值小于该第三预设差值阈值，说明实际 续航里程与历史输出的续航里程差别并不是非常大，因此此时控制该车辆当前输出的续航里程保持不变。
这样，通过采取不同的目标校正策略输出该目标续航里程，可以更准确地反映该车辆的续航里程，让用户及时了解到车辆的续航里程，继而根据该车辆的续航里程进行行程的安排以及考虑是否要给车辆加氢，方便了用户的出行，提高了用户的驾驶体验。
考虑到加氢后车辆的续航里程会产生较大的变化，本公开还可以针对车辆在加氢模式下进行相应的续航里程的校正，因此，在本步骤另一种可能的实现方式中，可以获取车辆加氢口盖的状态，在根据该车辆加氢口盖的状态确定该车辆处于所述加氢状态的情况下，若该续航里程差值大于或者等于第四预设差值阈值，将该车辆输出的续航里程校正为该目标续航里程；若所述续航里程差值小于所述第四预设差值阈值，控制所述车辆当前输出的续航里程保持不变。
其中，车辆可以通过CAN总线获取该车辆加氢口盖的状态。
其中，车辆在检测到加氢口盖开启的情况下说明该车辆处于加氢模式，由于车辆加氢后其续航里程会出现变化，因此需要对车辆历史输出的待校正续航里程进行校正，进一步地，若该续航里程差值大于或者等于第四预设差值阈值，将该车辆输出的续航里程校正为该目标续航里程，例如，假设该预设差值阈值为10Km，则在确定该航里程差值大于或者等于10Km的情况下，将该车辆输出的续航里程校正为该目标续航里程；另外，若该续航里程差值小于该预设差值阈值，该车辆输出的续航里程保持不变。
另外，当插拔充电枪的过程中，即当加氢时，因为此时车辆处于静止状态，该车辆的燃料电池处于停止状态，氢气没有消耗因此该车辆仪表盘中显示的续航里程不变，维持加氢前的续航里程值。
采用上述方法，可以通过燃料电池的第一氢气消耗参数和车辆的当前行驶参数进行计算得到车辆的单位里程平均耗氢量，相比较于当前时刻的瞬时氢耗，该单位里程平均耗氢量可以更准确地反映车辆当前的平均耗氢量，这样基于该单位里程平均耗氢量再计算得到车辆的续航里程，可以提高车辆续航里程计算的准确性和精确性，便于用户根据续航里程规划后续的行驶路程并根据需要进行加氢，提高了用户的驾驶体验。
图3为根据一示例性实施示出的一种确定续航里程的装置300的框图，如图3所示，该装置包括：
第一获取模块301，用于在获取到车辆启动信号的情况下，获取车辆燃料电池的第一 氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数；
第一确定模块302，用于根据该第一氢气消耗参数和该当前行驶参数确定该车辆的单位里程平均耗氢量；
其中，该第一氢气消耗参数包括瞬时氢气消耗量以及预设初始氢气消耗量，该当前行驶参数包括预设初始里程以及所述车辆的当前行驶里程；该第一确定模块用于：
根据该瞬时氢气消耗量、该预设初始氢气消耗量、该当前行驶里程和该预设初始里程通过第一公式确定该单位里程平均耗氢量：
该第一公式包括：
Figure PCTCN2022080774-appb-000007
其中，H 1为单位里程平均耗氢量，H S为瞬时氢气消耗量，H 0为预设初始氢气消耗量，D 1为当前行驶里程，D 0为预设初始里程，f为里程因子。
第二确定模块303，用于根据该第二氢气消耗参数和该单位里程平均耗氢量确定该车辆的目标续航里程；
其中，该氢气消耗参数包括燃料电池的当前氢气剩余量以及预设基础氢气量；该第二确定模块用于：
根据该单位里程平均耗氢量确定该车辆的百公里耗氢量；
根据该当前氢气剩余量、该预设基础氢气量以及该百公里耗氢量通过第二公式确定该目标续航里程；
该第二公式包括：
Figure PCTCN2022080774-appb-000008
其中，D R为目标续航里程，H R为当前氢气剩余量，H UL为预设基础氢气量，H U为百公里耗氢量。
图4为根据一示例性实施示出的另一种确定续航里程的装置300的框图，如图4所示，该装置还包括：
输出模块304，用于基于所述车辆当前的行驶状态，输出该目标续航里程。
其中，该输出模块304用于：获取该车辆当前的行驶状态；根据该行驶状态和续航里程差值确定目标校正策略，该续航里程差值为该目标续航里程与历史输出的待校正续 航里程的差值，该目标校正策略用于表征校正该车辆输出的续航里程的校正周期；根据所述目标校正策略对所述待校正续航里程进行校正，并输出校正后的续航里程。
可选地，所述行驶状态包括怠速状态或者非怠速行驶状态，所述输出模块304用于：在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述非怠速行驶状态，确定所述续航里程差值是否大于或者等于第一预设差值阈值，在所述续航里程差值大于或者等于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第一预设校正周期进行递减；在所述续航里程差值小于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第二预设校正周期进行递减，其中，所述第二预设校正周期大于所述第一预设校正周期；在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述怠速状态，确定所述续航里程差值是否大于第二预设差值阈值，在所述续航里程差值大于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第三预设校正周期进行递减；在所述续航里程差值小于或者等于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变，其中，所述第三预设校正周期大于所述第二预设校正周期，所述第一预设差值阈值大于所述第二预设差值阈值。
可选地，所述输出模块304还用于：在所述待校正续航里程小于所述目标续航里程的情况下，确定所述续航里程差值是否大于或者等于第三预设差值阈值，若所述续航里程差值大于或者等于所述第三预设差值阈值，所述目标校正策略为：在所述待校正续航里程大于或者等于预设显示阈值的情况下，将所述目标续航里程作为校正后的续航里程进行输出，在所述待校正续航里程小于所述预设显示阈值的情况下，输出预设显示无效值；其中，所述第三预设差值阈值大于所述第二预设差值阈值；若所述续航里程差值小于所述第三预设差值阈值，在所述车辆处于所述非怠速行驶状态的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第四预设校正周期进行递减；所述第四预设校正周期大于所述第三预设校正周期；在所述车辆处于所述怠速状态的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变。
可选地，所述行驶状态还包括加氢状态，所述输出模块304还用于：获取车辆加氢口盖的状态；在根据所述车辆加氢口盖的状态确定所述车辆处于所述加氢状态的情况下，若所述续航里程差值大于或者等于第四预设差值阈值，将所述车辆输出的续航里程校正 为所述目标续航里程；若所述续航里程差值小于所述第四预设差值阈值，控制所述车辆当前输出的续航里程保持不变。
关于上述实施例中的装置，其中各个模块执行操作的具体方式已经在有关该方法的实施例中进行了详细描述，此处将不做详细阐述说明。
采用上述装置，可以通过燃料电池的第一氢气消耗参数和车辆的当前行驶参数进行计算得到车辆的单位里程平均耗氢量，相比较于当前时刻的瞬时氢耗，该单位里程平均耗氢量可以更准确地反映车辆当前的平均耗氢量，这样基于该单位里程平均耗氢量再计算得到车辆的续航里程，可以提高车辆续航里程计算的准确性和精确性，便于用户根据续航里程规划后续的行驶路程并根据需要进行加氢，提高了用户的驾驶体验。
图5为根据一示例性实施示出的一种车辆的结构框图，如图5所示，本公开还提供一种车辆，包括上述所述的确定续航里程的装置300。
为了实现上述实施例，本公开还提出了一种计算处理设备，包括：
存储器，其中存储有计算机可读代码；以及
一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行前述的确定续航里程的方法。
为了实现上述实施例，本公开还提出了一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行前述的确定续航里程的方法。
为了实现上述实施例，本公开还提出了一种计算机可读存储介质，其中存储了前述的计算机程序。
图6为本公开实施例提供了一种计算处理设备的结构示意图。该计算处理设备通常包括处理器610和以存储器630形式的计算机程序产品或者计算机可读介质。存储器630可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器630具有用于执行上述方法中的任何方法步骤的程序代码651的存储空间650。例如，用于程序代码的存储空间650可以包括分别用于实现上面的方法中的各种步骤的各个程序代码651。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如图7所示的便携式或者固定存储单元。该存储单元可以具有与图6的服务器中的存储器630 类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元包括计算机可读代码651’，即可以由例如诸如610之类的处理器读取的代码，这些代码当由服务器运行时，导致该服务器执行上面所描述的方法中的各个步骤。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本公开的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本公开的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚 至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本公开的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本公开各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (13)

  1. 一种确定续航里程的方法，其特征在于，所述方法包括：
    在获取到车辆启动信号的情况下，获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数；
    根据所述第一氢气消耗参数和所述当前行驶参数确定所述车辆的单位里程平均耗氢量；
    根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程。
  2. 根据权利要求1所述的方法，其特征在于，所述第一氢气消耗参数包括瞬时氢气消耗量以及预设初始氢气消耗量，所述当前行驶参数包括预设初始里程以及所述车辆的当前行驶里程；
    所述根据所述第一氢气消耗参数和所述当前行驶参数确定所述车辆的单位里程平均耗氢量包括：
    根据所述瞬时氢气消耗量、所述预设初始氢气消耗量、所述当前行驶里程和所述预设初始里程通过第一公式确定所述单位里程平均耗氢量：
    所述第一公式包括：
    Figure PCTCN2022080774-appb-100001
    其中，H 1为单位里程平均耗氢量，H S为瞬时氢气消耗量，H 0为预设初始氢气消耗量，D 11为当前行驶里程，D 0为预设初始里程，f为里程因子。
  3. 根据权利要求1所述的方法，其特征在于，所述第二氢气消耗参数包括燃料电池的当前氢气剩余量以及预设基础氢气量；所述根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程包括：
    根据所述单位里程平均耗氢量确定所述车辆的百公里耗氢量；
    根据所述当前氢气剩余量、所述预设基础氢气量以及所述百公里耗氢量通过第二公式确定所述目标续航里程；
    所述第二公式包括：
    Figure PCTCN2022080774-appb-100002
    其中，D R为目标续航里程，H R为当前氢气剩余量，H UL为预设基础氢气量，H U为百公里耗氢量。
  4. 根据权利要求1-3任一项所述的方法，其特征在于，在所述根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程后，所述方法还包括：
    基于所述车辆当前的行驶状态，输出所述目标续航里程。
  5. 根据权利要求4所述的方法，其特征在于，所述基于所述车辆当前的行驶状态，输出所述目标续航里程包括：
    获取所述车辆当前的行驶状态；
    根据所述行驶状态和续航里程差值确定目标校正策略，所述续航里程差值为所述目标续航里程与历史输出的待校正续航里程的差值，所述目标校正策略用于表征校正所述车辆输出的续航里程的校正周期；
    根据所述目标校正策略对所述待校正续航里程进行校正，并输出校正后的续航里程。
  6. 根据权利要求5所述的方法，其特征在于，所述行驶状态包括怠速状态或者非怠速行驶状态，所述根据所述行驶状态和续航里程差值确定目标校正策略包括：
    在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述非怠速行驶状态，确定所述续航里程差值是否大于或者等于第一预设差值阈值，在所述续航里程差值大于或者等于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第一预设校正周期进行递减；在所述续航里程差值小于所述第一预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第二预设校正周期进行递减，其中，所述第二预设校正周期大于所述第一预设校正周期；
    在所述待校正续航里程大于所述目标续航里程的情况下，若所述车辆处于所述怠速状态，确定所述续航里程差值是否大于第二预设差值阈值，在所述续航里程差值大于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第三预设校正周期进行递减；在所述续航里程差值小于或者等于所述第二预设差值阈值的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变，其中，所述第三预设校正周期大于所述第二预设校正周期，所述第一预设差值阈值大于所述第二预设差值阈值。
  7. 根据权利要求6所述的方法，其特征在于，所述根据所述行驶状态和续航里程差值确定目标校正策略包括：
    在所述待校正续航里程小于所述目标续航里程的情况下，确定所述续航里程差值是否大于或者等于第三预设差值阈值，若所述续航里程差值大于或者等于所述第三预设差值阈值，所述目标校正策略为：在所述待校正续航里程大于或者等于预设显示阈值的情况下，将所述目标续航里程作为校正后的续航里程进行输出，在所述待校正续航里程小于所述预设显示阈值的情况下，输出预设显示无效值；其中，所述第三预设差值阈值大于所述第二预设差值阈值；
    若所述续航里程差值小于所述第三预设差值阈值，在所述车辆处于所述非怠速行驶状态的情况下，所述目标校正策略为：控制所述车辆输出的续航里程按照第四预设校正周期进行递减；所述第四预设校正周期大于所述第三预设校正周期；在所述车辆处于所述怠速状态的情况下，所述目标校正策略为：控制所述车辆当前输出的续航里程保持不变。
  8. 根据权利要求5所述的方法，其特征在于，所述行驶状态还包括加氢状态，所述基于所述车辆当前的行驶状态，输出所述目标续航里程包括：
    获取车辆加氢口盖的状态；
    在根据所述车辆加氢口盖的状态确定所述车辆处于所述加氢状态的情况下，若所述续航里程差值大于或者等于第四预设差值阈值，将所述车辆输出的续航里程校正为所述目标续航里程；若所述续航里程差值小于所述第四预设差值阈值，控制所述车辆当前输出的续航里程保持不变。
  9. 一种确定续航里程的装置，其特征在于，所述装置包括：
    第一获取模块，用于在获取到车辆启动信号的情况下，获取车辆燃料电池的第一氢气消耗参数、第二氢气消耗参数以及车辆的当前行驶参数；
    第一确定模块，用于根据所述第一氢气消耗参数和所述当前行驶参数确定所述车辆的单位里程平均耗氢量；
    第二确定模块，用于根据所述第二氢气消耗参数和所述单位里程平均耗氢量确定所述车辆的目标续航里程。
  10. 一种车辆，其特征在于，包括权利要求9所述的确定续航里程的装置。
  11. 一种计算处理设备，其特征在于，包括：
    存储器，其中存储有计算机可读代码；以及
    一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述 计算处理设备执行如权利要求1-8中任一项所述的确定续航里程的方法。
  12. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行根据权利要求1-8中任一项所述的确定续航里程的方法。
  13. 一种计算机可读存储介质，其中存储了如权利要求12所述的计算机程序。
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