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WO2024125093A1 - 续航里程确定方法、装置、混合动力汽车及存储介质 - Google Patents

续航里程确定方法、装置、混合动力汽车及存储介质 Download PDF

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Publication number
WO2024125093A1
WO2024125093A1 PCT/CN2023/126361 CN2023126361W WO2024125093A1 WO 2024125093 A1 WO2024125093 A1 WO 2024125093A1 CN 2023126361 W CN2023126361 W CN 2023126361W WO 2024125093 A1 WO2024125093 A1 WO 2024125093A1
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WO
WIPO (PCT)
Prior art keywords
consumption
fuel
ratio
conversion ratio
amount
Prior art date
Application number
PCT/CN2023/126361
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English (en)
French (fr)
Inventor
苏万樯
周重光
Original Assignee
奇瑞汽车股份有限公司
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Publication of WO2024125093A1 publication Critical patent/WO2024125093A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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]
    • 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
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]

Definitions

  • the present application relates to the field of automobile technology, and in particular to a method and device for determining a cruising range, a hybrid vehicle, and a storage medium.
  • hybrid vehicles have become an important player in the automotive field.
  • hybrid vehicles have both electric motors and engines, and at least one of the electric motors and engines can provide power for hybrid vehicles.
  • the electric motor provides energy through batteries and the engine provides energy through fuel, and the battery capacity and fuel capacity affect each other, there is an urgent need for a solution to determine the remaining fuel to determine the range of the hybrid vehicle.
  • the embodiments of the present application provide a method and device for determining the cruising range, a hybrid vehicle, and a storage medium, which eliminate the influence of the power on the cruising range of the hybrid vehicle, ensure that the fuel consumption and power consumption are comprehensively considered, and improve the accuracy of determining the mileage that the remaining fuel can support the hybrid vehicle to travel.
  • the technical solution is as follows:
  • a method for determining a cruising range comprising:
  • the product of the first power consumption and the conversion ratio is determined as a first converted consumption, wherein the conversion ratio refers to the ratio between the fuel consumption and the power consumption per unit mileage of the hybrid vehicle during historical driving, and the first converted consumption refers to the consumption after the first power consumption is converted into fuel;
  • the remaining fuel amount of the hybrid vehicle has a cruising range.
  • a device for determining a cruising range comprising:
  • An acquisition module used for acquiring a remaining amount of fuel in the hybrid electric vehicle, a first fuel consumption amount within a unit mileage, and a first power consumption amount;
  • a determination module configured to determine a product of the first power consumption and a conversion ratio as a first converted consumption, wherein the conversion ratio refers to a ratio between fuel consumption and power consumption per unit mileage of the hybrid electric vehicle during historical driving, and the first converted consumption refers to a consumption after the first power consumption is converted into fuel;
  • the determination module is further configured to determine a cruising range of the hybrid vehicle based on the remaining fuel amount, the first fuel consumption amount, and the first converted consumption amount.
  • the determining module is used to:
  • the ratio indicating the number of unit mileages corresponding to the remaining fuel amount
  • the product of the ratio and the unit mileage is determined as the cruising range of the remaining fuel amount.
  • the determining module is further configured to:
  • the first consumption threshold is less than the second consumption threshold.
  • the acquisition module is further used to acquire a second power consumption per unit mileage when the hybrid electric vehicle is driven by electric energy and a second fuel consumption per unit mileage when the hybrid electric vehicle is driven by fuel;
  • the determination module is further used to determine the ratio of the second fuel consumption to the second electricity consumption as the conversion ratio.
  • the step of determining the ratio of the second fuel consumption to the second electricity consumption as the conversion ratio is performed once every set time period;
  • the acquisition module is used to acquire, at intervals of the set time period, the second power consumption when the hybrid electric vehicle is driven by electric energy and the second fuel consumption when the hybrid electric vehicle is driven by fuel.
  • the acquisition module is further used to acquire a third power consumption and a third fuel consumption consumed by the hybrid electric vehicle when traveling the target mileage, wherein the third power consumption refers to the power consumed when the hybrid electric vehicle is driven by electric energy, and the third fuel consumption refers to the fuel consumed when the hybrid electric vehicle is driven by fuel;
  • the device further includes: an adjustment module, configured to adjust the conversion ratio based on the ratio of the third fuel consumption to the third power consumption and the conversion ratio to obtain an adjusted conversion ratio.
  • the adjustment module is used to:
  • the product of the conversion ratio and a fourth ratio is determined as the adjusted conversion ratio.
  • a fourth fuel consumption in the first fuel consumption is converted into the first power consumption, and the fourth fuel consumption is less than the first fuel consumption;
  • the first power consumption is a positive number
  • the first power consumption is used to drive the hybrid vehicle.
  • a hybrid vehicle comprising a processor and a memory, the memory storing at least one program code, the at least one program code being The processor loads and executes to implement the method for determining the cruising range as described in any one of the above items.
  • a computer-readable storage medium characterized in that at least one program code is stored in the computer-readable storage medium, and the at least one program code is loaded and executed by a processor to implement the method for determining the cruising range as described in any of the above items.
  • a computer program product wherein at least one program code is stored in the computer program product, and the at least one program code is loaded and executed by a processor to implement any of the above-mentioned methods for determining the cruising range.
  • the power consumption per unit mile of the hybrid vehicle is converted into an equivalent equivalent fuel consumption, and then the cruising range corresponding to the remaining fuel amount of the hybrid vehicle is determined based on the determined fuel consumption per unit mileage and the equivalent fuel consumption. Since the influence of the power on the cruising range of the hybrid vehicle is eliminated, it is ensured that the fuel consumption and power consumption are comprehensively considered, thereby improving the accuracy of determining the mileage that the remaining fuel can support the hybrid vehicle.
  • FIG1 is a flow chart of a method for determining a cruising range provided in an embodiment of the present application
  • FIG2 is a flow chart of a method for determining a cruising range provided in an embodiment of the present application
  • FIG3 is a schematic diagram of the structure of a device for determining a cruising range provided in an embodiment of the present application
  • FIG4 is a schematic diagram of the structure of another device for determining a cruising range provided in an embodiment of the present application.
  • FIG5 shows a structural block diagram of a hybrid vehicle provided by an exemplary embodiment of the present application.
  • the information including but not limited to user device information, user personal information, etc.
  • data including but not limited to data used for analysis, stored data, displayed data, etc.
  • signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.
  • the range determination method provided in the embodiments of the present application is performed by a hybrid electric vehicle.
  • the hybrid electric vehicle can be any device that is driven by electric energy and fuel, wherein the fuel includes gasoline, diesel or other types of fuel.
  • the hybrid vehicle is a car, a truck, a bus or other types of vehicles.
  • FIG. 1 is a flow chart of a method for determining a cruising range provided in an embodiment of the present application.
  • the method is executed by a hybrid electric vehicle, and specifically can be executed by an onboard control computer of the hybrid electric vehicle.
  • the method includes:
  • the hybrid vehicle obtains a remaining amount of fuel in the hybrid vehicle, a first fuel consumption amount within a unit mileage, and a first power consumption amount.
  • the unit mileage is expressed in Km (kilometer), m (meter) or other ways.
  • the unit mileage is 100 km as a unit mileage, or the unit mileage is 1 km as a unit mileage.
  • the hybrid vehicle includes a fuel storage chamber and a battery, wherein the fuel storage chamber is used to store fuel, and the battery is used to store electrical energy.
  • the hybrid vehicle can determine a first fuel consumption amount of fuel and a first electrical consumption amount of electrical energy per unit mileage according to the mileage traveled, the amount of fuel consumed, and the amount of electrical energy consumed.
  • the hybrid vehicle determines the product of the first power consumption and the conversion ratio as the first converted consumption.
  • the conversion ratio refers to the ratio between the fuel consumption and the power consumption per unit mileage of the hybrid vehicle in the historical driving process.
  • the first converted consumption refers to the consumption after the first power consumption is converted into fuel.
  • the conversion ratio refers to the ratio of converting the power consumption into the corresponding fuel consumption when the hybrid vehicle is running.
  • the hybrid vehicle since the hybrid vehicle needs to determine the remaining fuel amount for its own mileage, and the hybrid vehicle is also affected by electric power driving, the product of the first electric power consumption and the conversion ratio is obtained and determined as the first equivalent consumption.
  • the first equivalent consumption can indicate the amount of fuel corresponding to the electric power consumed by the hybrid vehicle.
  • the hybrid vehicle determines a cruising range of the remaining fuel amount of the hybrid vehicle based on the remaining fuel amount, the first fuel consumption amount, and the first converted consumption amount.
  • the first fuel consumption indicates the amount of fuel required for the hybrid vehicle to travel a unit mileage
  • the first converted consumption indicates the amount of fuel corresponding to the amount of electricity required for the hybrid vehicle to travel a unit mileage
  • the first fuel consumption and the first converted consumption indicate the actual amount of fuel required for the hybrid vehicle to travel a unit mileage, and then based on the remaining fuel amount, the first fuel consumption and the first converted consumption, the cruising range of the hybrid vehicle with the remaining fuel amount can be determined.
  • the power consumption per unit mile of the hybrid vehicle is converted into an equivalent equivalent fuel consumption, and then the cruising range corresponding to the remaining fuel amount of the hybrid vehicle is determined based on the determined fuel consumption per unit mileage and the equivalent fuel consumption. Since the influence of the power on the cruising range of the hybrid vehicle is eliminated, it is ensured that the fuel consumption and power consumption are comprehensively considered, thereby improving the accuracy of determining the mileage that the remaining fuel can support the hybrid vehicle.
  • the hybrid vehicle can display the cruising range on the dashboard or display screen to show the cruising range to the user and prompt the user to pay attention.
  • the hybrid vehicle will also timely update the cruising range displayed on the dashboard or display screen according to the subsequent driving conditions and the cruising range determination method provided in the embodiment of the present application, so that the user can timely grasp the cruising range of the vehicle and replenish fuel or battery power according to actual needs.
  • the driving information of the hybrid vehicle can be adjusted according to the determined cruising range, and the hybrid vehicle can be controlled to travel according to the adjusted driving information, wherein the driving information of the hybrid vehicle includes at least one of a driving mode and a driving destination.
  • a hybrid vehicle may be equipped with an automatic driving function.
  • the user Before driving, the user may input a driving destination through the on-board display screen and activate the automatic driving function.
  • the on-board display screen sends the driving destination input by the user to the on-board control computer, so that the on-board computer plans a navigation route using the driving destination as the destination of this navigation, and controls the hybrid vehicle to travel according to the planned navigation route.
  • the above-mentioned step of determining the cruising range may be triggered in real time or periodically; in response to the determined cruising range being insufficient to reach the driving destination preset by the user, the on-board computer controls the hybrid vehicle to change the driving mode, such as changing the current driving mode to an extended-range mode or an energy-saving mode, wherein in the extended-range mode, the engine The battery is charged and the battery is used to drive the vehicle to extend the driving distance; in energy-saving mode, the vehicle will turn off unnecessary energy consumption, such as turning off the air conditioner, audio, etc.; and/or, the on-board computer will also control the hybrid vehicle to change the current driving destination, such as setting the nearest gas station or charging station as the new driving destination, and re-planning the navigation route, and then after refueling or replenishing the battery, it will return to the driving destination entered by the user.
  • the driving mode such as changing the current driving mode to an extended-range mode or an energy-saving mode, wherein in the extended-range mode, the engine The battery is charged and
  • FIG. 2 is a flow chart of a method for determining a cruising range provided in an embodiment of the present application.
  • the method is executed by a hybrid electric vehicle, and specifically can be executed by an onboard control computer of the hybrid electric vehicle.
  • the method includes:
  • the hybrid electric vehicle obtains a second electricity consumption per unit mileage when the hybrid electric vehicle is driven by electric energy and a second fuel consumption per unit mileage when the hybrid electric vehicle is driven by fuel.
  • the hybrid electric vehicle can be driven by at least one of electric energy and fuel.
  • the hybrid electric vehicle can be driven only by electric energy, that is, when the hybrid electric vehicle is driven only by electric energy, the amount of electric energy consumed per unit mileage is the second amount of electric energy consumed.
  • the hybrid electric vehicle can be driven only by fuel, that is, when the hybrid electric vehicle is driven only by fuel, the amount of fuel consumed per unit mileage is the second amount of fuel consumed.
  • the hybrid vehicle when the hybrid vehicle is driven by fuel, the kinetic energy generated will also charge the battery, and electric energy may be mixed in at this time. Therefore, in the embodiments of the present application, the hybrid vehicle is driven by fuel, which means that the battery power of the hybrid vehicle remains unchanged before and after driving. In this case, it is considered that the hybrid vehicle is only driven by fuel.
  • the fuel consumption is expressed in L (liter) or other units.
  • the power consumption is expressed in kw.h (kilowatt-hour) or other units.
  • the hybrid vehicle obtains fuel consumption by performing integral calculation on the injection pulse width and injection pressure of the engine injector to obtain the fuel consumption of the hybrid vehicle.
  • the method for the hybrid vehicle to obtain the power consumption includes: obtaining the power consumption of the hybrid vehicle by integrating the bus current and voltage of the high-voltage battery.
  • the hybrid vehicle in the embodiment of the present application when driven by electricity or fuel, it travels under the same road conditions, environment and temperature, so as to improve the accuracy of the subsequent conversion ratio determined based on the second fuel consumption and the second power consumption.
  • the hybrid electric vehicle determines a ratio of a second fuel consumption to a second power consumption as a conversion ratio.
  • the second fuel consumption and the second power consumption are both consumption per unit mileage. Therefore, the ratio of the second fuel consumption to the second power consumption can indicate the ratio between the fuel consumption and the power consumption per unit mileage of the hybrid vehicle in the historical driving process.
  • the step of determining the ratio of the second fuel consumption to the second power consumption as the conversion ratio is performed once every set time, that is, the hybrid vehicle obtains the second power consumption when the hybrid vehicle is driven by electric energy and the second fuel consumption when the hybrid vehicle is driven by fuel every set time, and then determines the ratio of the second fuel consumption to the second power consumption as the conversion ratio.
  • the hybrid vehicle periodically updates the conversion ratio so that the conversion ratio is more consistent with the conversion situation of the hybrid vehicle itself, ensuring the personalized setting of the determined conversion ratio.
  • the set duration is set by the designer according to actual needs, for example, it can be 1 day, 5 days, 1 month or other values. For example, if the set duration is 1 day, the hybrid vehicle obtains the second fuel consumption and the second power consumption every 1 day, and then determines the ratio of the second fuel consumption to the second power consumption as the conversion ratio.
  • the hybrid vehicle obtains a third power consumption and a third fuel consumption consumed when the hybrid vehicle travels a target mileage, and adjusts the conversion ratio based on the ratio of the third fuel consumption to the third power consumption and the conversion ratio to obtain an adjusted conversion ratio, wherein the third power consumption refers to the amount of electricity consumed when the hybrid vehicle is driven by electric energy, and the third fuel consumption refers to the fuel consumed when the hybrid vehicle is driven by fuel.
  • the hybrid vehicle after determining the conversion ratio, the hybrid vehicle will also determine the ratio of the third fuel consumption to the third power consumption based on the third power consumption and the third fuel consumption recorded subsequently after the hybrid vehicle has traveled the target mileage, compare the ratio with the conversion ratio of the hybrid vehicle, adjust the conversion ratio based on the comparison result, and thus obtain an accurate conversion ratio.
  • the first type when the ratio of the third fuel consumption to the third power consumption is greater than the conversion ratio, the conversion ratio is increased by the first ratio to obtain an adjusted conversion ratio.
  • the ratio of the third fuel consumption to the third power consumption is greater than the conversion ratio, it means that the conversion ratio adopted by the hybrid vehicle is low at this time and the conversion ratio needs to be increased. This increases the conversion ratio by the first ratio to obtain an adjusted conversion ratio.
  • the first ratio is 0.1, 0.2 or other values.
  • the conversion ratio is 0.6
  • the first ratio is 0.1
  • the adjusted conversion ratio is 0.7.
  • the second type when the ratio of the third fuel consumption to the third electricity consumption is greater than the conversion ratio, the product of the conversion ratio and the second ratio is determined as the adjusted conversion ratio.
  • the ratio of the third fuel consumption to the third power consumption is greater than the conversion ratio, it means that the conversion ratio adopted by the hybrid vehicle at this time is low and the conversion ratio needs to be increased. Therefore, the product of the conversion ratio and the second ratio is determined as the adjusted conversion ratio.
  • the second ratio is a value greater than 1.
  • the second ratio is 1.1, 1.5 or other values.
  • the conversion ratio is 0.6
  • the first ratio is 1.5
  • the product of the conversion ratio 0.6 and 1.5 is 0.9, which is determined as the adjusted conversion ratio.
  • the third type when the ratio of the third fuel consumption to the third electricity consumption is smaller than the conversion ratio, the conversion ratio is reduced by the third ratio to obtain an adjusted conversion ratio.
  • the ratio of the third fuel consumption to the third power consumption is less than the conversion ratio, it means that the conversion ratio adopted by the hybrid vehicle at this time is relatively high and the conversion ratio needs to be reduced. Therefore, the conversion ratio is reduced by the third ratio to obtain an adjusted conversion ratio.
  • the third ratio is 0.1, 0.2 or other values.
  • the conversion ratio is 0.6
  • the third ratio is 0.1
  • the adjusted conversion ratio is 0.5.
  • Fourth method when the ratio of the third fuel consumption to the third power consumption is smaller than the conversion ratio, the product of the conversion ratio and the fourth ratio is determined as the adjusted conversion ratio.
  • the ratio of the third fuel consumption to the third power consumption is less than the conversion ratio, it means that the conversion ratio adopted by the hybrid vehicle at this time is relatively high and the conversion ratio needs to be reduced. Therefore, the product of the conversion ratio and the fourth ratio is determined as the adjusted conversion ratio.
  • the fourth ratio is a value less than 1.
  • the fourth ratio is 0.8, 0.9 or other values.
  • the conversion ratio is 0.6
  • the fourth ratio is 0.8
  • first ratio, the second ratio, the third ratio and the fourth ratio in the embodiment of the present application do not affect each other, and the first ratio, the second ratio, the third ratio and the fourth ratio can all be any numerical value.
  • the hybrid vehicle obtains a remaining amount of fuel in the hybrid vehicle, a first fuel consumption amount within a unit mileage, and a first power consumption amount.
  • the hybrid vehicle has traveled s mileage, and the hybrid vehicle can also detect that the fuel consumption for traveling S mileage is T and the power consumption is W, then it can be determined that the first fuel consumption is T/S and the first power consumption is W/S.
  • the hybrid vehicle obtains its remaining fuel amount through a sensor.
  • a sensor For example, if the fuel used by the hybrid vehicle is gasoline, the sensor is an oil level sensor, and the remaining fuel amount of the hybrid vehicle can be obtained by using the oil level sensor.
  • the hybrid vehicle determines the product of the first power consumption and the conversion ratio as the first converted consumption.
  • the conversion ratio refers to the ratio between the fuel consumption and the power consumption per unit mileage of the hybrid vehicle in the historical driving process.
  • the first converted consumption refers to the consumption after the first power consumption is converted into fuel.
  • the hybrid vehicle determines the sum of the first fuel consumption and the first converted consumption as the average fuel consumption per unit mileage.
  • the hybrid vehicle needs to determine the cruising range of the remaining fuel, it is necessary to first determine the fuel consumption required by the hybrid vehicle per unit mileage based on the first fuel consumption and the first converted consumption.
  • the hybrid vehicle may be driven by electric energy or by charging the battery while driving with fuel. Therefore, the positive or negative state of the consumption is used to indicate whether the hybrid vehicle is driven by electric energy or charging the battery.
  • the fourth fuel consumption in the first fuel consumption is converted into the first power consumption, and the fourth fuel consumption is less than the first fuel consumption.
  • the first power consumption is a negative number, it means that a part of the fuel consumed by the hybrid vehicle is converted into electricity. At this time, the power of the hybrid vehicle increases. Therefore, the first power consumption is set to a negative number, and the corresponding fuel consumption can be excluded subsequently. The remaining fuel consumption is the fuel consumed to drive the hybrid vehicle.
  • the first power consumption when the first power consumption is a positive number, the first power consumption is used to drive a hybrid electric vehicle.
  • the first power consumption is a positive number, it means that the hybrid vehicle is driven by electric energy at this time, and the power of the hybrid vehicle is reduced at this time. Therefore, the first power consumption is set to a positive number, which can be converted into fuel with corresponding consumption later, and then the consumed fuel amount and the converted fuel amount are determined as the total fuel consumption of the hybrid vehicle.
  • the power consumption W of this mileage S is a positive value
  • the converted first equivalent consumption W_T is a positive value.
  • the average fuel consumption C_T obtained will be higher than the fuel consumption T during this period. This means that in the S mileage, although the fuel consumption is low, this is because part of the energy and electricity that drives the vehicle. Therefore, when determining the cruising range of the remaining fuel, it is necessary to convert this part of the consumption borne by the electricity into fuel, and add the converted fuel to the fuel consumption T to determine the cruising range.
  • the power consumption W during this period is a negative value
  • the converted first equivalent consumption W_T is a negative value
  • the obtained average fuel consumption C_T will be lower than the fuel consumption T during this period.
  • the converted first equivalent consumption W_T is also 0, and the obtained average fuel consumption C_T will be equal to the fuel consumption T during this period.
  • the hybrid vehicle obtains a ratio of the remaining fuel amount to the average fuel consumption, where the ratio indicates the number of unit mileages corresponding to the remaining fuel amount.
  • Hybrid electric vehicles determine the cruising range of the remaining fuel by multiplying the ratio by the unit mileage.
  • the average fuel consumption refers to the average fuel consumption per unit mileage of the hybrid vehicle.
  • the embodiment of the present application is described by taking the example of determining the cruising range directly based on the remaining fuel amount, the first fuel consumption amount and the first converted consumption amount.
  • the hybrid vehicle is further provided with a consumption threshold, and when determining the cruising range of the remaining fuel amount, the cruising range of the remaining fuel amount needs to be determined according to the set consumption threshold.
  • a ratio of the remaining fuel amount to the first consumption threshold is determined as the cruising range of the remaining fuel amount.
  • the cruising range is determined directly based on the average fuel consumption in this situation, the determined cruising range will be too large. Therefore, by setting a first consumption threshold, when it is determined that the average fuel consumption is less than the first consumption threshold, the ratio of the remaining fuel amount to the average fuel consumption is not obtained, but the ratio of the remaining fuel amount to the first consumption threshold is determined as the cruising range of the remaining fuel, so as to prevent the situation where the determined cruising range is inaccurate due to the average fuel consumption being too low.
  • the ratio of the remaining fuel amount to the second consumption threshold is determined as the cruising range of the remaining fuel amount.
  • the cruising range is determined directly based on the average fuel consumption in this situation, the determined cruising range will be too short. Therefore, by setting a second consumption threshold, when it is determined that the average fuel consumption is greater than the second consumption threshold, the ratio of the remaining fuel amount to the average fuel consumption is not obtained, but the ratio of the remaining fuel amount to the second consumption threshold is determined as the cruising range of the remaining fuel, so as to prevent the situation where the determined cruising range is inaccurate due to the excessively high average fuel consumption.
  • the first consumption threshold in the embodiment of the present application is smaller than the second consumption threshold.
  • the power consumption per unit mileage of the hybrid vehicle is converted into an equivalent equivalent fuel consumption, and then the cruising range corresponding to the remaining fuel amount of the hybrid vehicle is determined based on the determined fuel consumption per unit mileage and the equivalent fuel consumption. Since the influence of the power on the cruising range of the hybrid vehicle is excluded, it is ensured that the fuel consumption and The amount of electricity consumed improves the accuracy of determining the remaining fuel range to support hybrid vehicle driving.
  • the hybrid vehicle periodically updates the conversion ratio so that the conversion ratio is more consistent with the conversion situation of the hybrid vehicle itself, thereby ensuring the personalized setting of the determined conversion ratio.
  • the present application sets a consumption threshold value, and determines whether the average fuel consumption obtained is reasonable by judging the size relationship between the average fuel consumption and the consumption threshold value, and then determines whether to use the average fuel consumption to determine the cruising range of the remaining fuel, so as to prevent the situation where the determined cruising range is inaccurate due to the average fuel consumption being too high.
  • the following is an example of the cruising range determination method of the present application.
  • the working condition tests were carried out in pure electric mode and pure oil mode respectively.
  • the power consumption measured in pure electric mode was 15kw.h/100km
  • the power consumption of the last 100 km journey is calculated to be -10 kw.h.
  • the negative value means that the engine charged the high-voltage battery during this journey.
  • the hybrid vehicle can display the cruising range on the dashboard or display screen to show the cruising range to the user and prompt the user to pay attention.
  • the hybrid vehicle will also timely update the cruising range displayed on the dashboard or display screen according to the subsequent driving conditions and the cruising range determination method provided in the embodiment of the present application, so that the user can timely grasp the vehicle's cruising range and replenish fuel or battery power according to actual needs.
  • the driving information of the hybrid vehicle can be adjusted according to the determined cruising range, and the hybrid vehicle can be controlled to travel according to the adjusted driving information, wherein the driving information of the hybrid vehicle includes at least one of a driving mode and a driving destination.
  • a hybrid vehicle may be equipped with an automatic driving function. Before driving, the user may input a driving destination through the vehicle display screen and start the automatic driving function.
  • the vehicle display screen sends the driving destination input by the user to the vehicle control computer, so that the vehicle computer plans the navigation driving route with the driving destination as the destination of this navigation, and controls the hybrid vehicle to drive according to the planned navigation route.
  • the above-mentioned step of determining the cruising range may be triggered in real time or periodically; in response to the determined cruising range being insufficient to reach the driving destination preset by the user, the vehicle computer controls the hybrid vehicle to change the driving mode, such as modifying the current driving mode to an extended range mode or an energy-saving mode, wherein in the extended range mode, the engine charges the battery, and the battery drives the vehicle to travel, so as to extend the driving distance; in the energy-saving mode, the vehicle will shut down unnecessary energy consumption, such as turning off the air conditioner, the audio system, etc.; and/or, the vehicle computer will also control the hybrid vehicle to change the current driving destination, such as setting the nearest gas station or charging station as the new driving destination, and replanning the navigation driving route, and then re-driving to the driving destination input by the user after refueling or recharging the battery.
  • the driving mode such as modifying the current driving mode to an extended range mode or an energy-saving mode, wherein in the extended range mode, the engine charges the battery
  • FIG3 is a schematic diagram of the structure of a device for determining a cruising range provided in an embodiment of the present application.
  • the device includes:
  • An acquisition module 301 is used to acquire the remaining fuel amount, the first fuel consumption amount and the first power consumption amount in the hybrid electric vehicle per unit mileage;
  • the determination module 302 is used to determine the product of the first power consumption and the conversion ratio as a first equivalent consumption, wherein the conversion ratio refers to the unit mileage of the hybrid vehicle during the historical driving process.
  • the ratio between the fuel consumption and the electricity consumption, the first converted consumption refers to the consumption after the first electricity consumption is converted into fuel;
  • the determination module 302 is further configured to determine a cruising range of the hybrid vehicle based on the remaining fuel amount, the first fuel consumption amount, and the first converted consumption amount.
  • the determining module 302 is configured to:
  • the ratio indicating the number of unit mileages corresponding to the remaining fuel amount
  • the product of the ratio and the unit mileage is determined as the cruising range of the remaining fuel amount.
  • the determining module 302 is further configured to:
  • the first consumption threshold is less than the second consumption threshold.
  • the acquisition module 303 is further used to acquire a second power consumption per unit mileage when the hybrid electric vehicle is driven by electric energy and a second fuel consumption per unit mileage when the hybrid electric vehicle is driven by fuel;
  • the determination module 302 is further configured to determine a ratio of the second fuel consumption to the second power consumption as the conversion ratio.
  • the step of determining the ratio of the second fuel consumption to the second electricity consumption as the conversion ratio is performed once every set time period;
  • the acquisition module 303 is used to acquire, at intervals of the set time period, the second power consumption when the hybrid electric vehicle is driven by electric energy and the second fuel consumption when the hybrid electric vehicle is driven by fuel.
  • the acquisition module 303 is further used to acquire a third power consumption and a third fuel consumption consumed by the hybrid electric vehicle to travel the target mileage, wherein the third power consumption refers to the power consumed when the hybrid electric vehicle is driven by electric energy, and the third fuel consumption refers to the power consumed when the hybrid electric vehicle is driven by electric energy. It refers to the fuel consumed when the hybrid electric vehicle is driven by fuel;
  • the device further includes: an adjustment module 303 for adjusting the conversion ratio based on the ratio of the third fuel consumption to the third power consumption and the conversion ratio to obtain an adjusted conversion ratio.
  • the adjustment module 303 is used to:
  • the product of the conversion ratio and a fourth ratio is determined as the adjusted conversion ratio.
  • a fourth fuel consumption in the first fuel consumption is converted into the first power consumption, and the fourth fuel consumption is less than the first fuel consumption;
  • the first power consumption is a positive number
  • the first power consumption is used to drive the hybrid vehicle.
  • the cruising range determination device provided in the above embodiment only uses the division of the above functional modules as an example to illustrate when determining the cruising range.
  • the above functions can be assigned to different functional modules as needed, that is, the internal structure of the hybrid vehicle is divided into different functional modules to complete all or part of the functions described above.
  • the traffic state determination device provided in the above embodiment and the traffic state determination method embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.
  • FIG. 5 shows a hybrid vehicle 500 provided by an exemplary embodiment of the present application.
  • Structural block diagram of the vehicle-mounted control computer may include: a processor 501 and a memory 502 .
  • the processor 501 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc.
  • the processor 501 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array).
  • the processor 501 may also include a main processor and a coprocessor.
  • the main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state.
  • the processor 501 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen.
  • the processor 501 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.
  • AI Artificial Intelligence
  • the memory 502 may include one or more computer-readable storage media, which may be non-transitory.
  • the memory 502 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices.
  • the non-transitory computer-readable storage medium in the memory 502 is used to store at least one program code, which is used to be executed by the processor 501 to implement the operations performed by the hybrid vehicle in the range determination method provided in the method embodiment of the present application.
  • the vehicle control computer of the hybrid vehicle 500 may further optionally include: a peripheral device interface 503 and at least one peripheral device.
  • the processor 501, the memory 502 and the peripheral device interface 503 may be connected via a bus or a signal line.
  • Each peripheral device may be connected to the peripheral device interface 503 via a bus, a signal line or a circuit board.
  • the peripheral device includes: at least one of a radio frequency circuit 504, a display screen 505, a camera assembly 506, an audio circuit 507 and a power supply 508.
  • the peripheral device interface 503 may be used to connect at least one peripheral device related to I/O (Input/Output) to the processor 501 and the memory 502.
  • the processor 501, the memory 502, and the peripheral device interface 503 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 501, the memory 502, and the peripheral device interface 503 may be implemented on a separate chip or circuit board.
  • the radio frequency circuit 504 is used to receive and transmit RF (Radio Frequency) signals, also known as radio frequency. Magnetic signal.
  • the radio frequency circuit 504 communicates with the communication network and other communication devices through electromagnetic signals.
  • the radio frequency circuit 504 converts the electrical signal into an electromagnetic signal for transmission, or converts the received electromagnetic signal into an electrical signal.
  • the radio frequency circuit 504 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc.
  • the radio frequency circuit 504 can communicate with other hybrid vehicles through at least one wireless communication protocol.
  • the wireless communication protocol includes but is not limited to: the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and/or a WiFi (Wireless Fidelity) network.
  • the radio frequency circuit 504 may also include circuits related to NFC (Near Field Communication).
  • the display screen 505 is used to display a UI (User Interface).
  • the UI may include graphics, text, icons, videos, and any combination thereof.
  • the display screen 505 also has the ability to collect touch signals on the surface or above the surface of the display screen 505.
  • the touch signal may be input as a control signal to the processor 501 for processing.
  • the display screen 505 may also be used to provide virtual buttons and/or virtual keyboards, also known as soft buttons and/or soft keyboards.
  • the display screen 505 may be one, which is arranged on the front panel of the hybrid vehicle 500; in other embodiments, the display screen 505 may be at least two, which are arranged on different surfaces of the hybrid vehicle 500 or are folded; in other embodiments, the display screen 505 may be a flexible display screen, which is arranged on a curved surface or a folded surface of the hybrid vehicle 500. Even, the display screen 505 may be arranged in a non-rectangular irregular shape, that is, a special-shaped screen.
  • the display screen 505 may be made of materials such as LCD (Liquid Crystal Display) and OLED (Organic Light-Emitting Diode).
  • the camera assembly 506 is used to capture images or videos.
  • the camera assembly 506 includes a front camera and a rear camera.
  • the front camera is arranged on the front panel of the hybrid vehicle, and the rear camera is arranged on the back of the hybrid vehicle.
  • there are at least two rear cameras which are any one of a main camera, a depth of field camera, a wide-angle camera, and a telephoto camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, the fusion of the main camera and the wide-angle camera to realize the panoramic shooting and VR (Virtual Reality) shooting function or other fusion shooting functions.
  • the camera assembly 506 may also include a flash.
  • the flash can be a monochrome temperature flash or a dual-color temperature flash.
  • a dual-color temperature flash refers to a combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.
  • the audio circuit 507 may include a microphone and a speaker.
  • the microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals and input them into the processor 501 for processing, or input them into the radio frequency circuit 504 to achieve voice communication.
  • the microphone may also be an array microphone or an omnidirectional acquisition microphone.
  • the speaker is used to convert the electrical signal from the processor 501 or the radio frequency circuit 504 into sound waves.
  • the speaker may be a traditional film speaker or a piezoelectric ceramic speaker.
  • the speaker When the speaker is a piezoelectric ceramic speaker, it can not only convert the electrical signal into sound waves audible to humans, but also convert the electrical signal into sound waves inaudible to humans for purposes such as ranging.
  • the audio circuit 507 may also include a headphone jack.
  • the power source 508 is used to power various components in the hybrid vehicle 500.
  • the power source 508 can be an alternating current, a direct current, a disposable battery, or a rechargeable battery.
  • the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery.
  • a wired rechargeable battery is a battery that is charged through a wired line
  • a wireless rechargeable battery is a battery that is charged through a wireless coil.
  • the rechargeable battery can also be used to support fast charging technology.
  • the hybrid vehicle 500 further includes one or more sensors 509 , including but not limited to: an acceleration sensor 510 , a gyroscope sensor 511 , a pressure sensor 512 , an optical sensor 513 , and a proximity sensor 514 .
  • sensors 509 including but not limited to: an acceleration sensor 510 , a gyroscope sensor 511 , a pressure sensor 512 , an optical sensor 513 , and a proximity sensor 514 .
  • the acceleration sensor 510 can detect the magnitude of acceleration on the three coordinate axes of the coordinate system established by the hybrid vehicle 500.
  • the acceleration sensor 510 can be used to detect the components of gravity acceleration on the three coordinate axes.
  • the processor 501 can control the display screen 505 to display the user interface in a horizontal view or a vertical view based on the gravity acceleration signal collected by the acceleration sensor 510.
  • the acceleration sensor 510 can also be used for collecting game or user motion data.
  • the gyro sensor 511 can detect the body direction and rotation angle of the hybrid vehicle 500, and the gyro sensor 511 can cooperate with the acceleration sensor 510 to collect the user's 3D actions on the hybrid vehicle 500. Based on the data collected by the gyro sensor 511, the processor 501 can implement the following functions: motion sensing (such as changing the UI based on the user's tilt operation), image stabilization during shooting, game control, and inertial navigation.
  • the pressure sensor 512 can be set on the side frame of the hybrid vehicle 500 and/or the lower layer of the display screen 505. When the pressure sensor 512 is set on the side frame of the hybrid vehicle 500, it can detect the user's grip signal of the hybrid vehicle 500.
  • the processor 501 can detect the grip signal of the hybrid vehicle 500 based on the grip signal collected by the pressure sensor 512.
  • the processor 501 controls the operable controls on the UI interface based on the user's pressure operation on the display screen 505.
  • the operable controls include at least one of a button control, a scroll bar control, an icon control, and a menu control.
  • the optical sensor 513 is used to collect the ambient light intensity.
  • the processor 501 can control the display brightness of the display screen 505 based on the ambient light intensity collected by the optical sensor 513. Specifically, when the ambient light intensity is high, the display brightness of the display screen 505 is increased; when the ambient light intensity is low, the display brightness of the display screen 505 is reduced.
  • the processor 501 can also dynamically adjust the shooting parameters of the camera component 506 based on the ambient light intensity collected by the optical sensor 513.
  • the proximity sensor 514 also called a distance sensor, is usually disposed on the front panel of the hybrid vehicle 500.
  • the proximity sensor 514 is used to collect the distance between the user and the front of the hybrid vehicle 500.
  • the processor 501 controls the display screen 505 to switch from the screen-on state to the screen-off state; when the proximity sensor 514 detects that the distance between the user and the front of the hybrid vehicle 500 is gradually increasing, the processor 501 controls the display screen 505 to switch from the screen-off state to the screen-on state.
  • FIG. 5 does not constitute a limitation on the hybrid vehicle 500 and its on-board control computer.
  • the hybrid vehicle 500 provided in the embodiment of the present application may include more or fewer components than those shown in the figure, or a portion of the components shown in the figure, or a combination of certain components, or may not include the components shown in the figure and adopt a component arrangement different from that shown in the figure.
  • a computer-readable storage medium which stores at least one program code, and the at least one program code is loaded and executed by a processor to implement the method for determining the cruising range in the above embodiment.
  • a computer program product stores at least one program code, and the at least one program code is loaded and executed by a processor to implement the method for determining the cruising range in the above embodiment.

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Abstract

本申请公开了一种续航里程确定方法、装置、混合动力汽车及存储介质，属于汽车技术领域。方法包括：获取混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量；将第一电量消耗量和转换比例的乘积确定为第一折合消耗量，转换比例是指混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例，第一折合消耗量是指第一电量消耗量折合为燃料后的消耗量；基于剩余燃料量、第一燃料消耗量和第一折合消耗量，确定混合动力汽车的剩余燃料量的续航里程。本申请排除了电量对该混合动力汽车的续航里程的影响，保证是综合考虑了燃料消耗量以及电量消耗量，提高了确定剩余燃料支持混合动力汽车行驶的里程的准确性。

Description

续航里程确定方法、装置、混合动力汽车及存储介质
本申请要求于2022年12月13日提交的申请号为202211604270.4、发明名称为“续航里程确定方法、装置、混合动力汽车及存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车技术领域，特别涉及一种续航里程确定方法、装置、混合动力汽车及存储介质。
背景技术
随着汽车技术的快速发展，混合动力汽车成为汽车领域中重要的一员。一般来讲，混合动力汽车同时具备电动机和发动机，可以通过电动机和发动机中的至少一个为混合动力汽车提供动力。但是，由于电动机通过电池提供能量，发动机通过燃料提供能量，而电池容量和燃料容量会互相产生影响，亟需一种确定剩余燃料确定该混合动力汽车的续航里程的方案。
发明内容
本申请实施例提供了续航里程确定方法、装置、混合动力汽车及存储介质,排除了电量对该混合动力汽车的续航里程的影响，保证是综合考虑了燃料消耗量以及电量消耗量，提高了确定剩余燃料支持混合动力汽车行驶的里程的准确性。所述技术方案如下：
一方面，提供了一种续航里程确定方法，所述方法包括：
获取所述混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量；
将所述第一电量消耗量和转换比例的乘积确定为第一折合消耗量，所述转换比例是指所述混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例，所述第一折合消耗量是指所述第一电量消耗量折合为燃料后的消耗量；
基于所述剩余燃料量、所述第一燃料消耗量和所述第一折合消耗量，确定 所述混合动力汽车的所述剩余燃料量的续航里程。
另一方面，提供了一种续航里程确定装置，所述装置包括：
获取模块，用于获取所述混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量；
确定模块，用于将所述第一电量消耗量和转换比例的乘积确定为第一折合消耗量，所述转换比例是指所述混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例，所述第一折合消耗量是指所述第一电量消耗量折合为燃料后的消耗量；
所述确定模块，还用于基于所述剩余燃料量、所述第一燃料消耗量和所述第一折合消耗量，确定所述混合动力汽车的所述剩余燃料量的续航里程。
在一种可能实现方式中，所述确定模块，用于：
将所述第一燃料消耗量和所述第一折合消耗量的和值确定为单位里程内的平均燃料消耗量；
获取所述剩余燃料量与所述平均燃料消耗量的比值，所述比值指示所述剩余燃料量对应的单位里程的数量；
将所述比值与所述单位里程的乘积确定为所述剩余燃料量的续航里程。
在一种可能实现方式中，所述确定模块，还用于：
在所述平均燃料消耗量小于第一消耗量阈值的情况下，将所述剩余燃料量与所述第一消耗量阈值的比值确定为所述剩余燃料量的续航里程；
或者，
在所述平均燃料消耗量大于第二消耗量阈值的情况下，将所述剩余燃料量与所述第二消耗量阈值的比值确定为所述剩余燃料量的续航里程；
所述第一消耗量阈值小于所述第二消耗量阈值。
在一种可能实现方式中，所述获取模块，还用于获取所述混合动力汽车采用电能驱动时单位里程的第二电量消耗量以及所述混合动力汽车采用燃料驱动时单位里程的第二燃料消耗量；
所述确定模块，还用于将所述第二燃料消耗量与所述第二电量消耗量的比值确定为所述转换比例。
在一种可能实现方式中，所述将所述第二燃料消耗量与所述第二电量消耗量的比值确定为所述转换比例的步骤每隔设定时长执行一次；
所述获取模块，用于每隔所述设定时长，获取所述混合动力汽车采用电能驱动时的所述第二电量消耗量以及所述混合动力汽车采用燃料驱动时的所述第二燃料消耗量。
在一种可能实现方式中，所述获取模块，还用于获取所述混合动力汽车行驶目标里程所消耗的第三电量消耗量以及第三燃料消耗量，所述第三电量消耗量是指所述混合动力汽车采用电能驱动时消耗的电量，所述第三燃料消耗量是指所述混合动力汽车采用燃料驱动时消耗的燃料；
所述装置还包括：调整模块，用于基于所述第三燃料消耗量与所述第三电量消耗量的比值以及所述转换比例，对所述转换比例进行调整，得到调整后的转换比例。
在一种可能实现方式中，所述调整模块，用于：
在所述第三燃料消耗量与所述第三电量消耗量的比值大于所述转换比例的情况下，将所述转换比例增加第一比例，得到调整后的转换比例；
或者，
在所述第三燃料消耗量与所述第三电量消耗量的比值大于所述转换比例的情况下，将所述转换比例与第二比例的乘积确定为调整后的转换比例；
或者，
在所述第三燃料消耗量与所述第三电量消耗量的比值小于所述转换比例的情况下，将所述转换比例减小第三比例，得到调整后的转换比例；
或者，
在所述第三燃料消耗量与所述第三电量消耗量的比值小于所述转换比例的情况下，将所述转换比例与第四比例的乘积确定为调整后的转换比例。
在一种可能实现方式中，在所述第一电量消耗量为负数的情况下，所述第一燃料消耗量中的第四燃料消耗量转换为所述第一电量消耗量，所述第四燃料消耗量小于所述第一燃料消耗量；
或者，
在所述第一电量消耗量为正数的情况下，所述第一电量消耗量用于驱动所述混合动力汽车。
另一方面，提供了一种混合动力汽车，所述混合动力汽车包括处理器和存储器，所述存储器中存储有至少一条程序代码，所述至少一条程序代码由所述 处理器加载并执行，以实现如上述任一项所述的续航里程确定方法。
另一方面，提供了计算机可读存储介质，其特征在于，所述计算机可读存储介质中存储有至少一条程序代码，所述至少一条程序代码由处理器加载并执行，以实现如上述任一项所述的续航里程确定方法。
另一方面，提供了一种计算机程序产品，所述计算机程序产品中存储有至少一条程序代码，所述至少一条程序代码由处理器加载并执行，以实现上述任一项所述的续航里程确定方法。
本申请实施例提供的方案中，将混合动力汽车的单位里程的电量消耗量转换为对等的折合燃料消耗量，再根据已确定的单位里程的燃料消耗量、折合燃料消耗量，来确定该混合动力汽车的剩余燃料量对应的续航里程，由于排除了电量对该混合动力汽车的续航里程的影响，保证是综合考虑了燃料消耗量以及电量消耗量，提高了确定剩余燃料支持混合动力汽车行驶的里程的准确性。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性的，并不能限制本公开。
附图说明
图1是本申请实施例提供的一种续航里程确定方法的流程图；
图2是本申请实施例提供的一种续航里程确定方法的流程图；
图3是本申请实施例提供的一种续航里程确定装置的结构示意图；
图4是本申请实施例提供的另一种续航里程确定装置的结构示意图；
图5示出了本申请一个示例性实施例提供的混合动力汽车的结构框图。
具体实施方式
为使本申请的技术方案和优点更加清楚，下面对本申请实施方式作进一步地详细描述。
本申请的说明书和权利要求书及所述附图中的术语“第一”、“第二”、“第三”和“第四”等是用于区别不同对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们的任意变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、方法、系统、产品或设备没有限定于已列出的步骤或单元，而是可选地还包括没有列出的步骤或单元，或可选地还包 括对于这些过程、方法、产品或设备固有的其他步骤或单元。
需要说明的是，本申请所涉及的信息(包括但不限于用户设备信息、用户个人信息等)、数据(包括但不限于用于分析的数据、存储的数据、展示的数据等)以及信号，均为经用户授权或者经过各方充分授权的，且相关数据的收集、使用和处理需要遵守相关国家和地区的相关法律法规和标准。
在一些实施例中，本申请实施例提供的续航里程确定方法由混合动力汽车执行。该混合动力汽车可以是任一具有采用电能驱动以及采用燃料驱动的设备。其中，该燃料包括汽油、柴油或者其他类型的燃料。
可选地，该混合动力汽车为轿车、卡车、公交车或者其他类型的汽车等等。
图1是本申请实施例提供的一种续航里程确定方法的流程图，参见图1，该方法由混合动力汽车执行，具体可以由混合动力汽车的车载控制计算机执行，该方法包括：
101、混合动力汽车获取混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量。
其中，该单位里程采用Km(千米)、m(米)或者其他方式表示。例如，该单位里程以100Km为一个单位里程，或者，该单位里程以1Km为一个单位里程。
该混合动力汽车包括燃料储藏室和电池，该燃料储藏室用于储藏燃料，该电池用于储藏电能，该混合动力汽车在行驶过程中，可以根据行驶的里程、消耗的燃料量以及电量，确定单位里程内燃料的第一燃料消耗量以及电量的第一电量消耗量。
102、混合动力汽车将第一电量消耗量和转换比例的乘积确定为第一折合消耗量，转换比例是指混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例，第一折合消耗量是指第一电量消耗量折合为燃料后的消耗量。
其中，该转换比例是指混合动力汽车行驶时，将电量消耗量转换为对应的燃料消耗量的比例。
在本申请实施例中，由于混合动力汽车需要确定剩余燃料量供自身可行驶的里程，并且该混合动力汽车还受电量驱动的影响，因此，获取第一电量消耗量和转换比例的乘积，确定为第一折合消耗量，该第一折合消耗量即可指示该混合动力汽车消耗的电量对应的燃料量。
103、混合动力汽车基于剩余燃料量、第一燃料消耗量和第一折合消耗量，确定混合动力汽车的剩余燃料量的续航里程。
在本申请实施例中，由于第一燃料消耗量指示混合动力汽车行驶单位里程所需要的燃料量，第一折合消耗量指示混合动力汽车行驶单位里程所需要的电量对应的燃料量，因此该第一燃料消耗量和第一折合消耗量指示该混合动力汽车行驶单位里程所需的实际燃料量，进而基于该剩余燃料量、第一燃料消耗量和第一折合消耗量，可以确定该混合动力汽车的剩余燃料量的续航里程。
本申请实施例提供的方案中，将混合动力汽车的单位里程的电量消耗量转换为对等的折合燃料消耗量，再根据已确定的单位里程的燃料消耗量、折合燃料消耗量，来确定该混合动力汽车的剩余燃料量对应的续航里程，由于排除了电量对该混合动力汽车的续航里程的影响，保证是综合考虑了燃料消耗量以及电量消耗量，提高了确定剩余燃料支持混合动力汽车行驶的里程的准确性。
在确定续航里程后，混合动力汽车可在仪表盘或者显示屏上对续航里程进行显示，以向用户展示续航里程并提示用户关注。可选地，混合动力汽车还会根据后续的行驶情况，按照本申请实施例提供的续航里程确定方法及时更新仪表盘或者显示屏所显示的续航里程，以便于用户及时掌握车辆的续航情况，从而根据实际需求及时补充燃料或者为电池补充电量。
在本申请的一些实施例中，在确定续航里程之后，响应于所确定的续航里程不足以到达用户在行驶前输入的行驶目的地，还可以根据所确定的续航里程调整混合动力汽车的行驶信息，并控制混合动力汽车按照调整后的行驶信息进行行驶，其中，混合动力汽车的行驶信息包括行驶模式和行驶目的地中的至少一种。
示例性地，混合动力汽车可以配置有自动驾驶功能。在行驶前，用户可以通过车载显示屏输入行驶目的地，并启动自动驾驶功能。车载显示屏将用户输入的该行驶目的地发送至车载控制计算机，以使车载计算机将该行驶目的地作为本次导航的目的地规划导航行驶路线，并控制混合动力汽车按照所规划的导航路线行驶。其中，在混合动力汽车按照导航路线正常行驶期间，可以实时或周期性地触发上述确定续航里程的步骤；响应于所确定的续航里程不足以到达用户预先设定的行驶目的地，车载计算机控制混合动力汽车改变行驶模式，例如将当前的行驶模式修改为增程模式或者节能模式，其中增程模式下，发动机 为电池充电，并由电池来驱动车辆行驶，以延长行驶距离；在节能模式下，车辆会关闭不必要的能耗，例如关闭空调、音响等；和/或，车载计算机还会控制混合动力汽车改变当前行驶目的地，例如将距离最近的加油站或充电站设定为新的行驶目的地，并重新规划导航行驶路线，进而待补充燃料或为电池补充电量后，再重新驶向用户输入的行驶目的地。
图2是本申请实施例提供的一种续航里程确定方法的流程图，参见图2，该方法由混合动力汽车执行，具体可以由混合动力汽车的车载控制计算机执行，该方法包括：
201、混合动力汽车获取混合动力汽车采用电能驱动时单位里程的第二电量消耗量以及混合动力汽车采用燃料驱动时单位里程的第二燃料消耗量。
其中，该混合动力汽车能够采用电能或燃料中的至少一种方式进行驱动。该混合动力汽车可以仅采用电能驱动，也就是说混合动力汽车在仅采用电能驱动时，单位里程所消耗的电量为第二电量消耗量，另外，该混合动力汽车还可以仅采用燃料驱动，也就是说混合动力汽车在仅采用燃料驱动时，单位里程所消耗的燃料为第二燃料消耗量。
在一些实施例中，该混合动力汽车在采用燃料进行驱动时，产生的动能还会为电池充电，此时可能会混有电能驱动，因此本申请实施例中混合动力汽车采用燃料驱动是指混合动力汽车在行驶前和行驶后电池的电量保持不变，在此情况下认为该混合动力汽车仅采用燃料进行驱动。
可选地，燃料消耗量采用L(升)表示，或者采用其他单位表示。电量消耗量采用kw.h(千瓦时)表示，或者采用其他单位表示。
在一些实施例中，混合动力汽车获取燃料的消耗量的方式包括：通过对发动机的喷油器的喷油脉宽、喷油压力进行积分计算，得到该混合动力汽车的燃料消耗量。
在另一些实施例中，混合动力汽车获取电量的消耗量的方式包括：通过对高压电池的母线电流和电压进行积分计算，得到该混合动力汽车的电量消耗量。
需要说明的是，本申请实施例中的混合动力汽车采用电能或燃料驱动时，是在相同的道路状况、环境以及温度的情况下行驶的，以便于提高后续根据第二燃料消耗量与第二电量消耗量确定的转换比例的准确性。
202、混合动力汽车将第二燃料消耗量与第二电量消耗量的比值确定为转换比例。
在本申请实施例中，第二燃料消耗量与第二电量消耗量均为单位里程内的消耗量，因此，该第二燃料消耗量与第二电量消耗量的比值即可指示该混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例。
在一些实施例中，将第二燃料消耗量与第二电量消耗量的比值确定为转换比例的步骤每隔设定时长执行一次，也就是说该混合动力汽车每隔设定时长，获取混合动力汽车采用电能驱动时的第二电量消耗量以及混合动力汽车采用燃料驱动时的第二燃料消耗量，然后将该第二燃料消耗量与第二电量消耗的比值确定为转换比例。也就是说，该混合动力汽车周期性对该转换比例进行更新，以便于该转换比例更符合该混合动力汽车自身的转换情况，保证确定的转换比例的个性化设置。
其中，该设定时长由设计人员根据实际需求进行设置，例如可以为1天、5天、1个月或者其他数值。例如，该设定时长为1天，那么混合动力汽车每隔1天获取第二燃料消耗量以及第二电量消耗量，再将第二燃料消耗量与第二电量消耗量的比值确定为转换比例。
在另一些实施例中，该混合动力汽车获取混合动力汽车行驶目标里程所消耗的第三电量消耗量以及第三燃料消耗量，基于第三燃料消耗量与第三电量消耗量的比值以及转换比例，对转换比例进行调整，得到调整后的转换比例，第三电量消耗量是指混合动力汽车采用电能驱动时消耗的电量，第三燃料消耗量是指混合动力汽车采用燃料驱动时消耗的燃料。
在本申请实施例中，该混合动力汽车在确定转换比例后，还会根据后续记录的混合动力汽车行驶目标里程后的第三电量消耗量以及第三燃料消耗量，确定该第三燃料消耗量与第三电量消耗量的比值，将该比值与该混合动力汽车的转换比例进行对比，根据该对比结果调整转换比例，进而得到准确的转换比例。
下面，对如何根据对比结果调整转换比例进行说明：
第一种：在第三燃料消耗量与第三电量消耗量的比值大于转换比例的情况下，将转换比例增加第一比例，得到调整后的转换比例。
在本申请实施例中，若第三燃料消耗量与第三电量消耗量的比值大于转换比例，说明此时混合动力汽车采用的转换比例较低，需要增加该转换比例，因 此将转换比例增加第一比例，得到调整后的转换比例。
其中，该第一比例为0.1、0.2或者其他数值。例如，该转换比例为0.6，该第一比例为0.1，在确定第三燃料消耗量与第三电量消耗量的比值大于转换比例时，将转换比例0.6增加0.1，得到调整后的转换比例为0.7。
第二种：在第三燃料消耗量与第三电量消耗量的比值大于转换比例的情况下，将转换比例与第二比例的乘积确定为调整后的转换比例。
在本申请实施例中，若第三燃料消耗量与第三电量消耗量的比值大于转换比例，说明此时混合动力汽车采用的转换比例较低，需要增大该转换比例，因此将转换比例与第二比例的乘积确定为调整后的转换比例。
该第二比例为大于1的数值。例如，该第二比例为1.1、1.5或者其他数值。例如，该转换比例为0.6，该第一比例为1.5，在确定第三燃料消耗量与第三电量消耗量的比值大于转换比例时，将转换比例0.6与1.5的乘积0.9确定为调整后的转换比例。
第三种：在第三燃料消耗量与第三电量消耗量的比值小于转换比例的情况下，将转换比例减小第三比例，得到调整后的转换比例。
在本申请实施例中，若第三燃料消耗量与第三电量消耗量的比值小于转换比例，说明此时混合动力汽车采用的转换比例较高，需要减小该转换比例，因此将转换比例减小第三比例，得到调整后的转换比例。
其中，该第三比例为0.1、0.2或者其他数值。例如，该转换比例为0.6，该第三比例为0.1，在确定第三燃料消耗量与第三电量消耗量的比值小于转换比例时，将转换比例0.6减小0.1，得到调整后的转换比例为0.5。
第四种：在第三燃料消耗量与第三电量消耗量的比值小于转换比例的情况下，将转换比例与第四比例的乘积确定为调整后的转换比例。
在本申请实施例中，若第三燃料消耗量与第三电量消耗量的比值小于转换比例，说明此时混合动力汽车采用的转换比例较高，需要减小该转换比例，因此将转换比例与第四比例的乘积确定为调整后的转换比例。
该第四比例为小于1的数值。例如，该第四比例为0.8、0.9或者其他数值。例如，该转换比例为0.6，该第四比例为0.8，在确定第三燃料消耗量与第三电量消耗量的比值小于转换比例时，将转换比例0.6与0.8的乘积0.48确定为调整后的转换比例。
需要说明的是，本申请实施例中的第一比例、第二比例、第三比例、第四比例之间互不影响，第一比例、第二比例、第三比例和第四比例均可以为任一数值。
203、混合动力汽车获取混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量。
例如，该混合动力汽车行驶的里程为s，并且该混合动力汽车还可以检测到行驶S里程的燃料消耗量为T，电量消耗量为W，则可以确定第一燃料消耗量为T/S，第一电量消耗量为W/S。
可选地，混合动力汽车通过传感器来获取自身的剩余燃料量。例如，该混合动力汽车采用的燃料为汽车，则该传感器为油量传感器，采用该油量传感器即可获取该混合动力汽车的剩余油量。
204、混合动力汽车将第一电量消耗量和转换比例的乘积确定为第一折合消耗量，转换比例是指混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例，第一折合消耗量是指第一电量消耗量折合为燃料后的消耗量。
205、混合动力汽车将第一燃料消耗量和第一折合消耗量的和值确定为单位里程内的平均燃料消耗量。
在本申请实施例中，若混合动力汽车需要确定剩余燃料量的续航里程，需要先根据该第一燃料消耗量和第一折合消耗量，确定该混合动力汽车在单位里程内所需要的燃料消耗量。
需要说明的是，该混合动力汽车在行驶过程中，存在通过电能驱动，或者通过燃料行驶时对电池进行充电两种情况，因此通过消耗量的正负情况来指示该混合动力汽车是通过电能进行驱动，还是对电池进行充电。
在一些实施例中，在第一电量消耗量为负数的情况下，第一燃料消耗量中的第四燃料消耗量转换为第一电量消耗量，第四燃料消耗量小于第一燃料消耗量。
在本申请实施例中，若第一电量消耗量为负数，则说明此时混合动力汽车消耗的燃料有一部分转换为了电量，此时该混合动力汽车的电量增加，因此将第一电量消耗量设置为负数，后续即可将对应消耗量的燃料排除，剩余的燃料消耗量即为驱动混合动力汽车所消耗量的燃料。
在另一些实施例中，在第一电量消耗量为正数的情况下，第一电量消耗量用于驱动混合动力汽车。
在本申请实施例中，若第一电量消耗量为正数，则说明此时混合动力汽车采用了电能进行驱动，此时该混合动力汽车的电量减少，因此将该第一电量消耗量设置为正数，后续即可折合为对应消耗量的燃料，然后将已消耗的燃料量以及折合后得到的燃料量确定为该混合动力汽车的总燃料消耗量。
需要说明的是，在该混合动力汽车在最近一段里程S中，如果有大量纯电工况，则行驶这段里程S的电量消耗量W为正值，换算成的第一折合消耗量W_T是正值，得到的平均燃料消耗量C_T将会高于这期间的燃料消耗量T，这说明在S里程中，虽然燃料消耗量较低，但这是因为一部分驱动车辆的能量电能，因此在确定剩余燃料的续航里程时，需要把这部分用电能承担的消耗量转换为燃料，将转换得到的燃料叠加燃料消耗量T确定续航里程。
又或者，在该混合动力汽车在最近一段里程S中，如果有大量行车充电工况，即通过发动机给电池充电，这期间的电量消耗量W为负值，换算成的第一折合消耗量W_T是负值，得到的平均燃料消耗量C_T将会低于这期间的燃料消耗量T，这说明在S里程中，虽然燃料消耗量较高，但这是因为一部分发动机所耗的燃料通过充电的形式存储在电池中了，这部分能量并未用于驱动车辆，因此在确定剩余燃料的续航里程时，需要把这部分未用于车辆驱动的燃料扣除掉，进而基于扣除后得到的燃料消耗量确定续航里程。
又或者，在该混合动力汽车在最近一段里程S中，如果这期间的电量消耗量W为零，则换算成的第一折合消耗量W_T也是0，得到的平均燃料消耗量C_T将会等于这期间的燃料消耗量T，这说明在S里程中，所有车辆驱动的能量均来自发动机燃料的消耗，且发动机燃料的消耗全都用于车辆驱动，因此计算接下来的续航里程时用平均燃料消耗量C_T来计算和燃料消耗量T来计算的结果是一样的。
206、混合动力汽车获取剩余燃料量与平均燃料消耗量的比值，该比值指示剩余燃料量对应的单位里程的数量。
207、混合动力汽车将比值与单位里程的乘积确定为剩余燃料量的续航里程。
在本申请实施例中，该平均燃料消耗量是指混合动力汽车行驶单位里程所 需要消耗的燃料量，因此，该混合动力汽车的剩余燃料量与平均燃料消耗量的比值是指剩余燃料量可支持行驶的单位里程的数量，因此，将获取的比值与单位里程的乘积确定为剩余燃料量的续航里程，保证确定的续航里程的准确性。
需要说明的是，本申请实施例是直接基于剩余燃料量、第一燃料消耗量以及第一折合消耗量确定续航里程为例进行说明。在另一实施例中，该混合动力汽车还设置有消耗量阈值，在确定剩余燃料量的续航里程时，需要根据设置的消耗量阈值确定剩余燃料量的续航里程。
在一些实施例中，在平均燃料消耗量小于第一消耗量阈值的情况下，将剩余燃料量与第一消耗量阈值的比值确定为剩余燃料量的续航里程。
在本申请实施例中，由于混合动力汽车的行驶情况不同，会存在获取的平均燃料消耗量过低的情况，但是这种行驶情况不会长时间出现，若直接根据此情况的平均燃料消耗量确定续航里程，会导致确定的续航里程过大，因此通过设置第一消耗量阈值，在确定平均燃料消耗量小于第一消耗量阈值的情况下，不获取剩余燃料量与平均燃料消耗量的比值，而是将剩余燃料量与第一消耗量阈值的比值确定为剩余燃料量的续航里程，防止出现由于平均燃料消耗量过低导致确定的续航里程不准确的情况。
在另一些实施例中，在平均燃料消耗量大于第二消耗量阈值的情况下，将剩余燃料量与第二消耗量阈值的比值确定为剩余燃料量的续航里程。
在本申请实施例中，由于混合动力汽车的行驶情况不同，会存在获取的平均燃料消耗量过高的情况，但是这种行驶情况不会长时间出现，若直接根据此情况的平均燃料消耗量确定续航里程，会导致确定的续航里程过小，因此通过设置第二消耗量阈值，在确定平均燃料消耗量大于第二消耗量阈值的情况下，不获取剩余燃料量与平均燃料消耗量的比值，而是将剩余燃料量与第二消耗量阈值的比值确定为剩余燃料量的续航里程，防止出现由于平均燃料消耗量过高导致确定的续航里程不准确的情况。
需要说明的是，本申请实施例中的第一消耗量阈值小于第二消耗量阈值。
本申请实施例提供的方案中，将混合动力汽车的单位里程的电量消耗量转换为对等的折合燃料消耗量，再根据已确定的单位里程的燃料消耗量、折合燃料消耗量，来确定该混合动力汽车的剩余燃料量对应的续航里程，由于排除了电量对该混合动力汽车的续航里程的影响，保证是综合考虑了燃料消耗量以及 电量消耗量，提高了确定剩余燃料支持混合动力汽车行驶的里程的准确性。
并且，混合动力汽车周期性对转换比例进行更新，以便于该转换比例更符合该混合动力汽车自身的转换情况，保证确定的转换比例的个性化设置。
并且，本申请设置消耗量阈值，通过判断平均燃料消耗量与消耗量阈值之间的大小关系，确定获取的平均燃料消耗量是否合理，进而确定是否采用平均燃料消耗量确定剩余燃料量的续航里程，防止出现由于平均燃料消耗量过高导致确定的续航里程不准确的情况。下面，以举例的方式对本申请的续航里程确定方法进行说明。
1、事先分别以纯电方式和纯油方式进行了工况测试，纯电方式下测得的电量消耗量为15kw.h/100km，纯油方式下测得的燃料消耗量为5L/100km，因此电油转换系数为:
(5L/100km)/(15kw.h/100km)＝0.33L/kw.h。
2、假设最近一段行驶里程为100km。
3、通过对发动机喷油器的喷油脉宽、喷油压力积分计算得到这最近100km行程的燃料消耗量为8L。
4、通过对高压电池的母线电流和电压进行积分计算得到这最近100km行程的电量消耗量为-10kw.h，负值代表这段行程中发动机对高压电池进行了充电。
5、最近100km行程中的电量消耗量对应的折合消耗量为:
(-10kw.h)*(0.33L/kw.h)＝-3.3L。
6、最近100km行程的平均消耗量为：
8L+(-3.3L)＝4.7L。
最近100km行程的每km平均消耗量为：
4.7L/100km＝0.047L/km。
7、设定每km的平均消耗量下限值为0.04L/km，上限值为0.1L/km，则(6)计算出的每km平均综合能耗在上下限值之内，可直接用于续航里程计算。
8、假设此时油量传感器获得的剩余燃料量为40L，则此时的续航里程为：
40L/(0.047L/km)＝851km。
9、假设该混合动力汽车加满燃料的燃料量为50L，则无论何种驾驶场景下，加满油时，续航里程最多显示为：50L/(0.04L/km)＝1250km；燃油续航里程最少显示为：50L/(0.1L/km)＝500km。
在确定续航里程后，混合动力汽车可在仪表盘或者显示屏上对续航里程进行显示，以向用户展示续航里程并提示用户关注。可选地，混合动力汽车还会根据后续的行驶情况，按照本申请实施例提供的续航里程确定方法及时更新仪表盘或者显示屏所显示的续航里程，以便于用户及时掌握车辆的续航情况，从而根据实际需求及时补充燃料或者为电池补充电量。
在本申请的一些实施例中，在确定续航里程之后，响应于所确定的续航里程不足以到达用户在行驶前输入的行驶目的地，还可以根据所确定的续航里程调整混合动力汽车的行驶信息，并控制混合动力汽车按照调整后的行驶信息进行行驶，其中，混合动力汽车的行驶信息包括行驶模式和行驶目的地中的至少一种。
示例性地，混合动力汽车可以配置有自动驾驶功能。在行驶前，用户可以通过车载显示屏输入行驶目的地，并启动自动驾驶功能。车载显示屏将用户输入的该行驶目的地发送至车载控制计算机，以使车载计算机将该行驶目的地作为本次导航的目的地规划导航行驶路线，并控制混合动力汽车按照所规划的导航路线行驶。其中，在混合动力汽车按照导航路线正常行驶期间，可以实时或周期性地触发上述确定续航里程的步骤；响应于所确定的续航里程不足以到达用户预先设定的行驶目的地，车载计算机控制混合动力汽车改变行驶模式，例如将当前的行驶模式修改为增程模式或者节能模式，其中增程模式下，发动机为电池充电，并由电池来驱动车辆行驶，以延长行驶距离；在节能模式下，车辆会关闭不必要的能耗，例如关闭空调、音响等；和/或，车载计算机还会控制混合动力汽车改变当前行驶目的地，例如将距离最近的加油站或充电站设定为新的行驶目的地，并重新规划导航行驶路线，进而待补充燃料或为电池补充电量后，再重新驶向用户输入的行驶目的地。
图3是本申请实施例提供的一种续航里程确定装置的结构示意图，参见图3，该装置包括：
获取模块301，用于获取所述混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量；
确定模块302，用于将所述第一电量消耗量和转换比例的乘积确定为第一折合消耗量，所述转换比例是指所述混合动力汽车在历史行驶过程中，单位里程 的燃料消耗量与电量消耗量之间的比例，所述第一折合消耗量是指所述第一电量消耗量折合为燃料后的消耗量；
所述确定模块302，还用于基于所述剩余燃料量、所述第一燃料消耗量和所述第一折合消耗量，确定所述混合动力汽车的所述剩余燃料量的续航里程。
在一种可能实现方式中，所述确定模块302，用于：
将所述第一燃料消耗量和所述第一折合消耗量的和值确定为单位里程内的平均燃料消耗量；
获取所述剩余燃料量与所述平均燃料消耗量的比值，所述比值指示所述剩余燃料量对应的单位里程的数量；
将所述比值与所述单位里程的乘积确定为所述剩余燃料量的续航里程。
在一种可能实现方式中，所述确定模块302，还用于：
在所述平均燃料消耗量小于第一消耗量阈值的情况下，将所述剩余燃料量与所述第一消耗量阈值的比值确定为所述剩余燃料量的续航里程；
或者，
在所述平均燃料消耗量大于第二消耗量阈值的情况下，将所述剩余燃料量与所述第二消耗量阈值的比值确定为所述剩余燃料量的续航里程；
所述第一消耗量阈值小于所述第二消耗量阈值。
在一种可能实现方式中，所述获取模块303，还用于获取所述混合动力汽车采用电能驱动时单位里程的第二电量消耗量以及所述混合动力汽车采用燃料驱动时单位里程的第二燃料消耗量；
所述确定模块302，还用于将所述第二燃料消耗量与所述第二电量消耗量的比值确定为所述转换比例。
在一种可能实现方式中，所述将所述第二燃料消耗量与所述第二电量消耗量的比值确定为所述转换比例的步骤每隔设定时长执行一次；
所述获取模块303，用于每隔所述设定时长，获取所述混合动力汽车采用电能驱动时的所述第二电量消耗量以及所述混合动力汽车采用燃料驱动时的所述第二燃料消耗量。
在一种可能实现方式中，所述获取模块303，还用于获取所述混合动力汽车行驶目标里程所消耗的第三电量消耗量以及第三燃料消耗量，所述第三电量消耗量是指所述混合动力汽车采用电能驱动时消耗的电量，所述第三燃料消耗量 是指所述混合动力汽车采用燃料驱动时消耗的燃料；
参见图4，所述装置还包括：调整模块303，用于基于所述第三燃料消耗量与所述第三电量消耗量的比值以及所述转换比例，对所述转换比例进行调整，得到调整后的转换比例。
在一种可能实现方式中，所述调整模块303，用于：
在所述第三燃料消耗量与所述第三电量消耗量的比值大于所述转换比例的情况下，将所述转换比例增加第一比例，得到调整后的转换比例；
或者，
在所述第三燃料消耗量与所述第三电量消耗量的比值大于所述转换比例的情况下，将所述转换比例与第二比例的乘积确定为调整后的转换比例；
或者，
在所述第三燃料消耗量与所述第三电量消耗量的比值小于所述转换比例的情况下，将所述转换比例减小第三比例，得到调整后的转换比例；
或者，
在所述第三燃料消耗量与所述第三电量消耗量的比值小于所述转换比例的情况下，将所述转换比例与第四比例的乘积确定为调整后的转换比例。
在一种可能实现方式中，在所述第一电量消耗量为负数的情况下，所述第一燃料消耗量中的第四燃料消耗量转换为所述第一电量消耗量，所述第四燃料消耗量小于所述第一燃料消耗量；
或者，
在所述第一电量消耗量为正数的情况下，所述第一电量消耗量用于驱动所述混合动力汽车。
需要说明的是：上述实施例提供的续航里程确定装置在确定续航里程时，仅以上述各功能模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能模块完成，即将混合动力汽车的内部结构划分成不同的功能模块，以完成以上描述的全部或者部分功能。另外，上述实施例提供的通行状态确定装置与通行状态确定方法实施例属于同一构思，其具体实现过程详见方法实施例，这里不再赘述。
参考图5，图5示出了本申请一个示例性实施例提供的混合动力汽车500的 车载控制计算机的结构框图。通常，该混合动力汽车500的车载控制计算机可以包括：处理器501和存储器502。
处理器501可以包括一个或多个处理核心，比如4核心处理器、8核心处理器等。处理器501可以采用DSP(Digital Signal Processing，数字信号处理)、FPGA(Field－Programmable Gate Array，现场可编程门阵列)、PLA(Programmable Logic Array，可编程逻辑阵列)中的至少一种硬件形式来实现。处理器501也可以包括主处理器和协处理器，主处理器是用于对在唤醒状态下的数据进行处理的处理器，也称CPU(Central Processing Unit，中央处理器)；协处理器是用于对在待机状态下的数据进行处理的低功耗处理器。在一些实施例中，处理器501可以集成有GPU(Graphics Processing Unit，图像处理器)，GPU用于负责显示屏所需要显示的内容的渲染和绘制。一些实施例中，处理器501还可以包括AI(Artificial Intelligence，人工智能)处理器，该AI处理器用于处理有关机器学习的计算操作。
存储器502可以包括一个或多个计算机可读存储介质，该计算机可读存储介质可以是非暂态的。存储器502还可包括高速随机存取存储器，以及非易失性存储器，比如一个或多个磁盘存储设备、闪存存储设备。在一些实施例中，存储器502中的非暂态的计算机可读存储介质用于存储至少一条程序代码，该至少一条程序代码用于被处理器501所执行以实现本申请中方法实施例提供的续航里程确定方法中混合动力汽车所执行的操作。
在一些实施例中，混合动力汽车500的车载控制计算机还可选包括有：外围设备接口503和至少一个外围设备。处理器501、存储器502和外围设备接口503之间可以通过总线或信号线相连。各个外围设备可以通过总线、信号线或电路板与外围设备接口503相连。具体地，外围设备包括：射频电路504、显示屏505、摄像头组件506、音频电路507和电源508中的至少一种。
外围设备接口503可被用于将I/O(Input/Output，输入/输出)相关的至少一个外围设备连接到处理器501和存储器502。在一些实施例中，处理器501、存储器502和外围设备接口503被集成在同一芯片或电路板上；在一些其他实施例中，处理器501、存储器502和外围设备接口503中的任意一个或两个可以在单独的芯片或电路板上实现。
射频电路504用于接收和发射RF(Radio Frequency，射频)信号，也称电 磁信号。射频电路504通过电磁信号与通信网络以及其他通信设备进行通信。射频电路504将电信号转换为电磁信号进行发送，或者，将接收到的电磁信号转换为电信号。可选地，射频电路504包括：天线系统、RF收发器、一个或多个放大器、调谐器、振荡器、数字信号处理器、编解码芯片组、用户身份模块卡等等。射频电路504可以通过至少一种无线通信协议来与其它混合动力汽车进行通信。该无线通信协议包括但不限于：万维网、城域网、内联网、各代移动通信网络(2G、3G、4G及5G)、无线局域网和/或WiFi(Wireless Fidelity，无线保真)网络。在一些实施例中，射频电路504还可以包括NFC(Near Field Communication，近距离无线通信)有关的电路。
显示屏505用于显示UI(User Interface，用户界面)。该UI可以包括图形、文本、图标、视频及其它们的任意组合。当显示屏505是触摸显示屏时，显示屏505还具有采集在显示屏505的表面或表面上方的触摸信号的能力。该触摸信号可以作为控制信号输入至处理器501进行处理。此时，显示屏505还可以用于提供虚拟按钮和/或虚拟键盘，也称软按钮和/或软键盘。在一些实施例中，显示屏505可以为一个，设置在混合动力汽车500的前面板；在另一些实施例中，显示屏505可以为至少两个，分别设置在混合动力汽车500的不同表面或呈折叠设计；在另一些实施例中，显示屏505可以是柔性显示屏，设置在混合动力汽车500的弯曲表面上或折叠面上。甚至，显示屏505还可以设置成非矩形的不规则图形，也即异形屏。显示屏505可以采用LCD(Liquid Crystal Display，液晶显示屏)、OLED(Organic Light-Emitting Diode，有机发光二极管)等材质制备。
摄像头组件506用于采集图像或视频。可选地，摄像头组件506包括前置摄像头和后置摄像头。通常，前置摄像头设置在混合动力汽车的前面板，后置摄像头设置在混合动力汽车的背面。在一些实施例中，后置摄像头为至少两个，分别为主摄像头、景深摄像头、广角摄像头、长焦摄像头中的任意一种，以实现主摄像头和景深摄像头融合实现背景虚化功能、主摄像头和广角摄像头融合实现全景拍摄以及VR(Virtual Reality，虚拟现实)拍摄功能或者其它融合拍摄功能。在一些实施例中，摄像头组件506还可以包括闪光灯。闪光灯可以是单色温闪光灯，也可以是双色温闪光灯。双色温闪光灯是指暖光闪光灯和冷光闪光灯的组合，可以用于不同色温下的光线补偿。
音频电路507可以包括麦克风和扬声器。麦克风用于采集用户及环境的声波，并将声波转换为电信号输入至处理器501进行处理，或者输入至射频电路504以实现语音通信。出于立体声采集或降噪的目的，麦克风可以为多个，分别设置在混合动力汽车500的不同部位。麦克风还可以是阵列麦克风或全向采集型麦克风。扬声器则用于将来自处理器501或射频电路504的电信号转换为声波。扬声器可以是传统的薄膜扬声器，也可以是压电陶瓷扬声器。当扬声器是压电陶瓷扬声器时，不仅可以将电信号转换为人类可听见的声波，也可以将电信号转换为人类听不见的声波以进行测距等用途。在一些实施例中，音频电路507还可以包括耳机插孔。
电源508用于为混合动力汽车500中的各个组件进行供电。电源508可以是交流电、直流电、一次性电池或可充电电池。当电源508包括可充电电池时，该可充电电池可以是有线充电电池或无线充电电池。有线充电电池是通过有线线路充电的电池，无线充电电池是通过无线线圈充电的电池。该可充电电池还可以用于支持快充技术。
在一些实施例中，混合动力汽车500还包括有一个或多个传感器509。该一个或多个传感器509包括但不限于：加速度传感器510、陀螺仪传感器511、压力传感器512、光学传感器513以及接近传感器514。
加速度传感器510可以检测以混合动力汽车500建立的坐标系的三个坐标轴上的加速度大小。比如，加速度传感器510可以用于检测重力加速度在三个坐标轴上的分量。处理器501可以基于加速度传感器510采集的重力加速度信号，控制显示屏505以横向视图或纵向视图进行用户界面的显示。加速度传感器510还可以用于游戏或者用户的运动数据的采集。
陀螺仪传感器511可以检测混合动力汽车500的机体方向及转动角度，陀螺仪传感器511可以与加速度传感器510协同采集用户对混合动力汽车500的3D动作。处理器501基于陀螺仪传感器511采集的数据，可以实现如下功能：动作感应(比如基于用户的倾斜操作来改变UI)、拍摄时的图像稳定、游戏控制以及惯性导航。
压力传感器512可以设置在混合动力汽车500的侧边框和/或显示屏505的下层。当压力传感器512设置在混合动力汽车500的侧边框时，可以检测用户对混合动力汽车500的握持信号，由处理器501基于压力传感器512采集的握 持信号进行左右手识别或快捷操作。当压力传感器512设置在显示屏505的下层时，由处理器501基于用户对显示屏505的压力操作，实现对UI界面上的可操作性控件进行控制。可操作性控件包括按钮控件、滚动条控件、图标控件、菜单控件中的至少一种。
光学传感器513用于采集环境光强度。在一个实施例中，处理器501可以基于光学传感器513采集的环境光强度，控制显示屏505的显示亮度。具体地，当环境光强度较高时，调高显示屏505的显示亮度；当环境光强度较低时，调低显示屏505的显示亮度。在另一个实施例中，处理器501还可以基于光学传感器513采集的环境光强度，动态调整摄像头组件506的拍摄参数。
接近传感器514，也称距离传感器，通常设置在混合动力汽车500的前面板。接近传感器514用于采集用户与混合动力汽车500的正面之间的距离。在一个实施例中，当接近传感器514检测到用户与混合动力汽车500的正面之间的距离逐渐变小时，由处理器501控制显示屏505从亮屏状态切换为息屏状态；当接近传感器514检测到用户与混合动力汽车500的正面之间的距离逐渐变大时，由处理器501控制显示屏505从息屏状态切换为亮屏状态。
本领域技术人员可以理解，图5中示出的结构并不构成对混合动力汽车500及其车载控制计算机的限定，本申请实施例提供的混合动力汽车500可以包括比图示更多或更少的组件，或者图示中的一部分组件，或者组合某些组件，或者不包括图示中的组件，而采用与图示中组件不同的组件布置。
在示例性实施例中，还提供了一种计算机可读存储介质，该计算机可读介质存储有至少一条程序代码，该至少一条程序代码由处理器加载并执行，以实现上述实施例中的续航里程确定方法。
在示例性实施例中，还提供了一种计算机程序产品，该计算机程序产品存储有至少一条程序代码，该至少一条程序代码由处理器加载并执行，以实现上述实施例中的续航里程确定方法。
本领域普通技术人员可以理解实现上述实施例的全部或部分步骤可以通过硬件来完成，也可以通过程序来指令相关的硬件完成，该程序可以存储于一种计算机可读存储介质中，上述提到的存储介质可以是只读存储器，磁盘或光盘等。
以上所述仅是为了便于本领域的技术人员理解本申请的技术方案，并不用 以限制本申请。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (11)

  1. 一种续航里程确定方法，其中，所述方法应用于混合动力汽车，所述方法包括：
    获取所述混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量；
    将所述第一电量消耗量和转换比例的乘积确定为第一折合消耗量，所述转换比例是指所述混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例，所述第一折合消耗量是指所述第一电量消耗量折合为燃料后的消耗量；
    基于所述剩余燃料量、所述第一燃料消耗量和所述第一折合消耗量，确定所述混合动力汽车的所述剩余燃料量的续航里程。
  2. 根据权利要求1所述的方法，其中，所述基于所述剩余燃料量、所述第一燃料消耗量和所述第一折合消耗量，确定所述混合动力汽车的所述剩余燃料量的续航里程，包括：
    将所述第一燃料消耗量和所述第一折合消耗量的和值确定为单位里程内的平均燃料消耗量；
    获取所述剩余燃料量与所述平均燃料消耗量的比值，所述比值指示所述剩余燃料量对应的单位里程的数量；
    将所述比值与所述单位里程的乘积确定为所述剩余燃料量的续航里程。
  3. 根据权利要求2所述的方法，其中，所述方法还包括：
    在所述平均燃料消耗量小于第一消耗量阈值的情况下，将所述剩余燃料量与所述第一消耗量阈值的比值确定为所述剩余燃料量的续航里程；
    或者，
    在所述平均燃料消耗量大于第二消耗量阈值的情况下，将所述剩余燃料量与所述第二消耗量阈值的比值确定为所述剩余燃料量的续航里程；
    所述第一消耗量阈值小于所述第二消耗量阈值。
  4. 根据权利要求1所述的方法，其中，所述方法还包括：
    获取所述混合动力汽车采用电能驱动时单位里程的第二电量消耗量以及所述混合动力汽车采用燃料驱动时单位里程的第二燃料消耗量；
    将所述第二燃料消耗量与所述第二电量消耗量的比值确定为所述转换比例。
  5. 根据权利要求4所述的方法，其中，所述将所述第二燃料消耗量与所述第二电量消耗量的比值确定为所述转换比例的步骤每隔设定时长执行一次；
    所述获取所述混合动力汽车采用电能驱动时的第二电量消耗量以及所述混合动力汽车采用燃料驱动时的第二燃料消耗量，包括：
    每隔所述设定时长，获取所述混合动力汽车采用电能驱动时的所述第二电量消耗量以及所述混合动力汽车采用燃料驱动时的所述第二燃料消耗量。
  6. 根据权利要求4所述的方法，其中，所述方法还包括：
    获取所述混合动力汽车行驶目标里程所消耗的第三电量消耗量以及第三燃料消耗量，所述第三电量消耗量是指所述混合动力汽车采用电能驱动时消耗的电量，所述第三燃料消耗量是指所述混合动力汽车采用燃料驱动时消耗的燃料；
    基于所述第三燃料消耗量与所述第三电量消耗量的比值以及所述转换比例，对所述转换比例进行调整，得到调整后的转换比例。
  7. 根据权利要求6所述的方法，其中，所述基于所述第三燃料消耗量与所述第三电量消耗量的比值以及所述转换比例，对所述转换比例进行调整，得到调整后的转换比例，包括：
    在所述第三燃料消耗量与所述第三电量消耗量的比值大于所述转换比例的情况下，将所述转换比例增加第一比例，得到调整后的转换比例；
    或者，
    在所述第三燃料消耗量与所述第三电量消耗量的比值大于所述转换比例的情况下，将所述转换比例与第二比例的乘积确定为调整后的转换比例；
    或者，
    在所述第三燃料消耗量与所述第三电量消耗量的比值小于所述转换比例的 情况下，将所述转换比例减小第三比例，得到调整后的转换比例；
    或者，
    在所述第三燃料消耗量与所述第三电量消耗量的比值小于所述转换比例的情况下，将所述转换比例与第四比例的乘积确定为调整后的转换比例。
  8. 根据权利要求1所述的方法，其中，在所述第一电量消耗量为负数的情况下，所述第一燃料消耗量中的第四燃料消耗量转换为所述第一电量消耗量，所述第四燃料消耗量小于所述第一燃料消耗量；
    或者，
    在所述第一电量消耗量为正数的情况下，所述第一电量消耗量用于驱动所述混合动力汽车。
  9. 一种续航里程确定装置，其中，所述装置包括：
    获取模块，用于获取所述混合动力汽车中的剩余燃料量、在单位里程内的第一燃料消耗量和第一电量消耗量；
    确定模块，用于将所述第一电量消耗量和转换比例的乘积确定为第一折合消耗量，所述转换比例是指所述混合动力汽车在历史行驶过程中，单位里程的燃料消耗量与电量消耗量之间的比例，所述第一折合消耗量是指所述第一电量消耗量折合为燃料后的消耗量；
    所述确定模块，还用于基于所述剩余燃料量、所述第一燃料消耗量和所述第一折合消耗量，确定所述混合动力汽车的所述剩余燃料量的续航里程。
  10. 一种混合动力汽车，其中，所述混合动力汽车包括处理器和存储器，所述存储器中存储有至少一条程序代码，所述至少一条程序代码由所述处理器加载并执行，以实现如权利要求1至8任一所述的续航里程确定方法。
  11. 一种计算机可读存储介质，其中，所述计算机可读存储介质中存储有至少一条程序代码，所述至少一条程序代码由处理器加载并执行，以实现如权利要求1至8任一所述的续航里程确定方法。
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CN115817276A (zh) * 2022-12-13 2023-03-21 奇瑞汽车股份有限公司 续航里程确定方法、装置、混合动力汽车及存储介质

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