CN113232673A - Vehicle travel mileage area estimation method - Google Patents

Vehicle travel mileage area estimation method Download PDF

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Publication number
CN113232673A
CN113232673A CN202110292768.0A CN202110292768A CN113232673A CN 113232673 A CN113232673 A CN 113232673A CN 202110292768 A CN202110292768 A CN 202110292768A CN 113232673 A CN113232673 A CN 113232673A
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driving
position information
calculating
end point
vehicle
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底翔
肖鹏飞
柯希春
程思
邓昊
王晓曼
韩孟佐
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United Automotive Electronic Systems Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
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Abstract

The invention provides a vehicle driving mileage area estimation method, which includes the steps of calculating n theoretical driving end point position information distributed around a vehicle according to current position information of the vehicle and the endurance limit mileage of the current vehicle, and confirming n driving routes according to the n theoretical driving end point position information; acquiring the distance and the average driving time of each road section of each driving route to calculate and obtain a speed-time road spectrum array of each driving route; respectively converting the speed-time road spectrum array of each driving route into a power-time road spectrum array according to a vehicle dynamics model; calculating to obtain an available residual energy value of the corresponding driving route according to the power-time road spectrum array of each driving route; calculating to obtain the position information of the predicted driving end point of each driving route according to the power-time road spectrum array and the available residual energy value of each driving route; and drawing the travelable area according to the position information of the predicted travel end points of the n travel routes.

Description

Vehicle travel mileage area estimation method
Technical Field
The invention relates to the technical field of electric automobiles and power battery management, in particular to a method for estimating a vehicle journey and mileage area.
Background
The power battery pack is used as a core part of a new energy automobile and widely applied to the field of electric automobiles. The use performance of the power battery pack directly determines a plurality of key performances of the electric automobile, such as driving performance, service life, safety, economy and the like. The remaining energy of the electric automobile and the mileage of the electric automobile can be considered, which is a core problem concerned by manufacturers and users of the electric automobiles. Therefore, accurately estimating the available remaining energy of the battery pack is a core function of the battery management system.
Disclosure of Invention
The invention aims to provide a method for estimating a range area of a vehicle trip mileage so as to estimate available residual energy of a battery pack.
In view of the above, the present invention provides a method for estimating a vehicle mileage area, including:
calculating n pieces of theoretical driving end point position information distributed around the vehicle according to the current position information of the vehicle and the current endurance limit mileage of the vehicle, and confirming n driving routes according to the n pieces of theoretical driving end point position information;
acquiring the distance and the average driving time of each road section of each driving route to calculate and obtain a speed-time road spectrum array of each driving route;
respectively converting the speed-time road spectrum array of each driving route into a power-time road spectrum array according to a vehicle dynamics model;
calculating to obtain an available residual energy value of each driving route according to the power-time road spectrum array of each driving route;
calculating and obtaining the position information of the predicted driving end point of each driving route according to the power-time road spectrum array of each driving route and the available residual energy value;
drawing a drivable area according to the position information of the predicted driving end points of the n driving routes;
wherein n is a positive integer greater than 2.
Optionally, in the method for estimating the vehicle mileage area, the following formula is used to calculate n pieces of theoretical driving end point position information (x)i,yi)：
Figure BDA0002982997050000021
Figure BDA0002982997050000022
Wherein (x)0,y0) And the current position information of the vehicle is represented, and R represents the endurance limit mileage of the vehicle.
Optionally, in the method for estimating the vehicle mileage area, after the theoretical driving end position information is obtained through calculation, the method for estimating the vehicle mileage area further includes:
judging whether the theoretical driving end point is effective or not, and if the theoretical driving end point is ineffective, correcting the position information of the theoretical driving end point until the position information of the theoretical driving end point is effective;
and if the theoretical driving end point is a position where the vehicle cannot drive, determining that the theoretical driving end point is invalid.
Optionally, in the method for estimating the vehicle mileage area, the theoretical driving end point position information is corrected by using the following formula:
Figure BDA0002982997050000023
Figure BDA0002982997050000024
wherein (x)i,yi) As theoretical driving end point position information, (x)i′,yi') corrected theoretical traveling end point position information, siIs the set back distance.
Optionally, in the vehicle mileage area estimation method, the method of obtaining the distance and the average travel time of each road segment of each travel route to calculate and obtain the speed-time road spectrum array of each travel route includes:
calculating the average speed corresponding to each preset time step according to the distance of each road section of each driving route and the average driving time;
and integrating all the average speeds in the whole driving time of each driving route to obtain a speed-time road spectrum array of the corresponding driving route.
Optionally, in the method for estimating the vehicle mileage area, the method for calculating the average speed corresponding to each preset time step according to the distance of each road segment of each driving route and the average driving time includes:
calculating the time remainder of each running road section, wherein the time remainder is the difference value between the average running time of each running road section and the integral multiple of the preset time step;
calculating the average speed of each driving road section in each preset time step; and calculating the time remainder of each running road section and the average speed of the next adjacent running road section in the difference time of the preset time step and the time remainder, so as to obtain the average speed corresponding to each preset time step. Optionally, in the method for estimating the vehicle mileage area, the available remaining energy value includes a safe driving remaining energy value and a maximum available remaining energy value; the position information of the preset driving end point includes position information of a predicted safe driving end point and position information of a predicted maximum driving end point.
Optionally, in the method for estimating the vehicle mileage area, the step of calculating the position information of the predicted driving end point of each driving route according to the power-time road spectrum array of each driving route and the available remaining energy value includes:
calculating accumulated discharge energy according to the power-time road spectrum array of each driving route;
calculating a first minimum value of the accumulated discharge energy value which is greater than or equal to the safe running residual energy value, and calculating the position information of the predicted safe running terminal according to the first minimum value; and calculating a second minimum value of the accumulated discharge energy value which is greater than or equal to the maximum available residual energy value, and calculating the position information of the predicted maximum driving terminal according to the second minimum value.
Optionally, in the method for estimating the vehicle mileage area, the position information (x) of the estimated safe driving end point is calculated by using the following formulaf,yf)：
Figure BDA0002982997050000031
Figure BDA0002982997050000032
Δdistance＝Pi*10-(Edisc,m-Ebatt)；
Calculating the position information (x) of the predicted maximum driving end point using the following formulafmax,yfmax)：
Figure BDA0002982997050000033
Figure BDA0002982997050000034
Δdistance＝Pi*10-(Edisc,max-Ebattmax)；
Wherein duration represents a travel time per road segment of each of the travel routes, distance represents a distance per road segment of each of the travel routes, Edisc,maxRepresents the cumulative discharge energy, EbattRepresents the safe running residual energy value, EbattmaxRepresenting the maximum available residual energy value, (x)i,yi) And i represents 0,1,2, …, n-1.
Optionally, in the method for estimating the vehicle mileage area, calculating an available remaining energy value of each driving route according to the power-time road spectrum array of each driving route includes:
calculating the cut-off charge capacity of each battery monomer of the battery pack when the discharge is finished;
obtaining the terminal voltage of each preset time step of each single battery by using the power-time road spectrum array of each driving route and a first-order RC battery equivalent model;
calculating the remaining available discharge energy SOE of each battery cell according to the following formula:
Figure BDA0002982997050000041
wherein, UtRepresenting the voltage of the battery cell terminal in each preset time step, CAP being the battery capacity, i being the discharge current, SOC of the battery cell in each preset time stepstartIndicates the initial charge, SOC, of the cell with the number k when starting to discharge during the calculation of SOEfinal,kRepresenting the cut-off charge capacity of the battery cell with the number k when the discharging is finished in the SOE calculation process;
accumulating the calculated remaining available discharge energy of each battery cell to obtain an energy value, calculating a negative error value of the energy value to obtain the safe driving remaining energy value, and calculating a positive error value of the energy value to obtain the maximum available remaining energy value.
Optionally, in the method for estimating the vehicle mileage area, the method for calculating the cut-off charge amount when each battery cell of the battery pack finishes discharging includes:
comparing the initial charge capacity of all the battery monomers to obtain a minimum initial charge capacity;
and subtracting the minimum initial charge quantity from the initial charge quantity of each single battery to obtain the ending charge quantity of the corresponding single battery when the discharging is finished.
Optionally, in the method for estimating the vehicle driving range area, the drivable area includes a safe driving area and a dangerous driving area, and the method for drawing the drivable area according to the position information of the predicted driving end points of the n driving routes includes:
drawing a safe driving area according to the position information of the predicted safe driving end point of the n driving routes; and the number of the first and second groups,
and drawing a dangerous driving area according to the position information of the predicted maximum driving end point of the n driving routes.
In summary, in the vehicle driving range area estimation method provided by the invention, n theoretical driving end point position information distributed around the vehicle is calculated according to the current position information of the vehicle and the current endurance limit range of the vehicle, and n driving routes are confirmed according to the n theoretical driving end point position information; acquiring the distance and the average driving time of each road section of each driving route to calculate and obtain a speed-time road spectrum array of each driving route; respectively converting the speed-time road spectrum array of each driving route into a power-time road spectrum array according to a vehicle dynamics model; calculating to obtain an available residual energy value of each driving route according to the power-time road spectrum array of each driving route; calculating and obtaining the position information of the predicted driving end point of each driving route according to the power-time road spectrum array of each driving route and the available residual energy value; drawing a drivable area according to the position information of the predicted driving end points of the n driving routes; wherein n is a positive integer greater than 2. Compared with the prior art, the method has the advantages that the network connection road information is used for confirming the future power (the future working condition) so that the remaining mileage of the electric vehicle is calculated more accurately; the driving range of the electric vehicle is indicated by using the driving regionalized visual map, so that the driving range is more visual.
Drawings
FIG. 1 is a flowchart of a method for estimating a driving range area of a vehicle according to an embodiment of the present invention;
FIG. 2 is a diagram of a first-order RC battery equivalent model according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a safe driving area and a dangerous driving area in an embodiment of the invention.
Detailed Description
The method for estimating the driving range area of the vehicle according to the present invention will be described in detail with reference to the accompanying drawings and specific embodiments. The advantages and features of the present invention will become more apparent from the following description. It is to be noted that the drawings are in a very simplified form and are not to precise scale, which is merely for the purpose of facilitating and distinctly claiming the embodiments of the present invention. Further, the structures illustrated in the drawings are often part of actual structures. In particular, the drawings may have different emphasis points and may sometimes be scaled differently.
As shown in fig. 1, the present invention provides a method for estimating a vehicle mileage area, comprising the steps of:
s11, calculating n pieces of theoretical driving end point position information distributed around the vehicle according to the current position information of the vehicle and the current endurance limit mileage of the vehicle, and confirming n driving routes according to the n pieces of theoretical driving end point position information;
s12, acquiring the distance and the average driving time of each road section of each driving route to calculate and obtain a speed-time road spectrum array of each driving route;
s13, respectively converting the speed-time road spectrum array of each driving route into a power-time road spectrum array according to a vehicle dynamics model;
s14, calculating the available residual energy value of each driving route according to the power-time road spectrum array of each driving route;
s15, calculating and obtaining the position information of the predicted driving end point of each driving route according to the power-time road spectrum array of each driving route and the available residual energy value;
s16, drawing a drivable area according to the position information of the predicted driving end points of the n driving routes;
wherein n is a positive integer greater than 2.
In this embodiment, the steps S11, S12, S13 and S15 can be performed at the cloud, the step S14 can be performed at the BMS (Battery Management System), and the step S16 can be performed at the APP of the map provider. In other embodiments, other hardware or combination of hardware may be used to implement the above steps, and the specific computing hardware platform is not limited to the application.
The above steps are described in detail below by taking the calculations of the cloud, BMS, and APP as examples.
1. Cloud computing content
(a) Calculating n theoretical driving end point position information
Cloud-side acquiring current vehicle position (x)0,y0) And calculating n theoretical driving end position information (x) according to the endurance limit mileage R of the current vehiclei,yi) The point set, the calculation formula is as follows:
Figure BDA0002982997050000061
Figure BDA0002982997050000062
preferably, after the theoretical driving end point position information is obtained through calculation, the cloud end further judges whether a target point is valid or not by calling a map administrative area API (application interface) of a graph provider, and if the target point is invalid, the theoretical driving end point position information is corrected until the theoretical driving end point position information is valid; and if the theoretical driving end point is a position where the vehicle cannot drive, determining that the theoretical driving end point is invalid. The correction formula is as follows:
Figure BDA0002982997050000071
Figure BDA0002982997050000072
wherein (x)i,yi) As theoretical driving end point position information, (x)i′,yi') corrected theoretical traveling end point position information, siIs the set back distance.
(b) Calculating a speed-time road profile for each travel route
The cloud obtains the distance and the average time of each driving route by calling a path planning API of an image provider, and the distance and the average time can be presented in a form of a coordinate point set, and the method comprises the following steps: steps, distance, duration. In order to convert the speed-time road spectrum array into the power-time road spectrum array in the subsequent step more easily, the time step of the speed-time road spectrum array should be consistent with the time step of the power-time road spectrum array, so preferably, the speed-time road spectrum array should be taken according to a fixed time step (preset time step) (for convenience of description, the preset time step T is 10s, but 10s does not constitute a limitation of the present application), and since the duration of m steps is not necessarily a multiple of 10s, when the distance and the average driving time of each road section of each driving route are obtained to calculate the speed-time road spectrum array of each driving route, the following method may be adopted:
calculating the average speed corresponding to each preset time step according to the distance of each road section of each driving route and the average driving time; and integrating all the average speeds in the whole driving time of each driving route to obtain a speed-time road spectrum array of the corresponding driving route.
The method for calculating the average speed corresponding to each preset time step according to the distance of each road section of each driving route and the average driving time comprises the following steps: calculating the time remainder of each running road section, wherein the time remainder is the difference value between the average running time of each running road section and the integral multiple of the preset time step; calculating the average speed of each driving road section in each preset time step; and calculating the time remainder of each running road section and the average speed of the next adjacent running road section in the difference time of the preset time step and the time remainder, so as to obtain the average speed corresponding to each preset time step.
Specifically, the following formula can be used for calculation:
first, the time remainder for each step is calculated:
di+1＝(duration(i+1)-(10-di))％10,i＝0,1,2,…,m-1 (5)
wherein d is0＝0。
Then, calculating the average speed of each driving road section in each preset time step:
Figure BDA0002982997050000081
and calculating the average speed of each step in the time remainder and the difference time of the next adjacent step between the preset time step and the time remainder:
Figure BDA0002982997050000082
finally, the speed of each driving route is calculated according to the time interval of T being 10s-time road spectrum vn[m]And (4) array.
(c) Calculating power-time road spectrum of n lines
In this embodiment, establish vehicle dynamics model at the cloud, this dynamics model includes driver model, controller model, motor model, battery model, whole car dynamics model. By acquiring or calibrating relevant parameters of the electric vehicle, the model can pass through the input speed-time road spectrum v of each routen[m]Array for calculating and outputting power-time road spectrum P of each routen[m]And the array is sent to the BMS terminal.
(d) Calculating predicted driving end points of n routes
In this embodiment, preferably, the available residual energy value obtained by cloud computing includes a safe driving residual energy value and a maximum available residual energy value; the position information of the preset driving end point includes position information of a predicted safe driving end point and position information of a predicted maximum driving end point.
Calculating the position information of the predicted driving end point of each driving route according to the power-time road spectrum array of each driving route and the available residual energy value, wherein the position information comprises:
firstly, according to the power-time road spectrum array P of each driving routen[m]Calculating the accumulated discharge energy:
Figure BDA0002982997050000083
secondly, calculating the accumulated discharge energy Edisc,mGreater than or equal to the safe driving residual energy value EbattFirst minimum value m ofECalculating position information (x) of the predicted safe driving end point based on the first minimum valuef,yf) (ii) a And calculating the accumulated discharge energy Edisc,maxGreater than or equal to the maximum available residual energy value EbattmaxSecond minimum value mEmaxCalculating position information (x) of the predicted maximum driving end point based on the second minimum valuefmax,yfmax)。
Specifically, the position information (x) of the predicted safe driving end point is calculated using the following formulaf,yf)：
Figure BDA0002982997050000084
Figure BDA0002982997050000085
Calculating the position information (x) of the predicted maximum driving end point using the following formulafmax,yfmax)：
Figure BDA0002982997050000086
Figure BDA0002982997050000087
Wherein, tbattRepresenting the time, t, of the last 10s interval of the remaining energy of the safe drivingbattmaxRepresenting the time of the last 10s interval of the maximum available remaining energy;
(xbatti,ybatti) Representing a start coordinate point representing the last 10s interval of the safe driving remaining energy;
(xbattmaxi,ybattmaxi) The start coordinate point of the last 10s interval representing the maximum remaining energy.
2. BMS end computing content
(a) Calculating discharge cutoff SOC (amount of charge) of each battery cell
First, the initial charge of all the battery cells is compared to obtain a minimum initial charge.
In consideration of the SOC difference of the single cells in the battery pack, the initial SOC at which each single cell starts to discharge is different from the cut-off SOC at which the discharge is finished. And when any single battery in the battery pack reaches the cut-off voltage, the discharge ending moment of the battery pack is obtained. At the current moment, the lowest SOC cell in the battery pack is the cell which reaches the lower cut-off voltage at the earliest time, and the SOC is:
SOCmin＝min{SOC1,SOC2,…,SOCN} (15)
the SOCmin is the SOC of the lowest SOC cell at the current time, and SOCk represents the SOC of the cell numbered k at the current time.
And secondly, the initial charge capacity of each single battery is differenced with the minimum initial charge capacity to obtain the ending charge capacity of the corresponding single battery when the discharging is finished.
The current of each monomer in the series battery pack is consistent, the SOC changes of each monomer are consistent regardless of the influence of capacity difference. Therefore, the SOC of each cell discharged from the current time to the end of discharge is SOCmin. The starting SOC and the cut-off SOC of each monomer can be obtained by the following formulas:
Figure BDA0002982997050000091
therein, SOCstart,kIndicates the initial SOC, at which the cell numbered k begins to discharge during the calculation of SOEfinal,kThe cutoff SOC at which the cell number k ends discharge in the SOE calculation process is indicated.
(b) Calculating to obtain a current array according to the power-time road spectrum array of each driving route, and obtaining the terminal voltage of each preset time step of each single battery by using a first-order RC battery equivalent model
The first-order RC battery equivalent model adopted in the present embodiment is shown in FIG. 2, wherein Vo,bIs the open circuit voltage, V, of the batteryt,sIs the cell polarization voltage, RsIs the ohmic internal resistance, Rt,sIs internal resistance to polarization, Ct,sIs a polarization capacitance, VbIs terminal voltage, ibIs the current.
Power-time road spectrum P through each routen[m]Array, we can get the current array ibn[m]The continuous equation is shown in the following formula:
Figure BDA0002982997050000101
solving differential equation (17) to obtain discrete equation (18):
Figure BDA0002982997050000102
from the first order equivalent circuit model of fig. 2, the discrete equation calculation of the single body terminal voltage can be obtained:
Figure BDA0002982997050000103
by the formula (19), Vo,b，Rs，Rt,sThe related parameters are calibrated off line, and the single terminal voltage U of each 10s step length can be calculatedt。
(c) Calculating the residual available discharge energy SOE of each battery cell
tstart is a starting time, tfinal is an ending time, and i is a discharge current of the battery cell in each preset time step.
Considering the SOC definition:
Figure BDA0002982997050000104
wherein CAP is the battery capacity, and the unit is Ah. Then from the integral definition one can get:
idt＝3600CAPdSOC (21)
by calculation, it is possible to obtain:
Figure BDA0002982997050000105
(d) calculating the remaining available discharge energy and the maximum remaining available discharge energy of the battery pack
Accumulating the calculated remaining available discharge energy of each of the battery cells to obtain an energy value, and calculating a negative error value of the energy value after obtaining the energy value to obtain the safe driving remaining energy value, in consideration of the possibility of error in energy calculation:
Figure BDA0002982997050000106
and calculating a positive error value of the energy value to obtain the maximum available residual energy value Ebattmax：
Figure BDA0002982997050000107
Wherein, SOEkThe residual available energy of the battery cell with the number k in the battery pack formed by connecting n battery cells in series or in parallel is shown.
3. Graph business APP end calculation content
The method for drawing the travelable area comprises drawing the safe traveling area according to the position information of the predicted safe traveling end points of the n traveling routes; and drawing a dangerous driving area according to the position information of the predicted maximum driving end point of the n driving routes.
Specifically, position information (x) of the predicted safe driving end point of each driving route is receivedf,yf) And position information (x) of the predicted maximum travel end pointfmax,yfmax) Then, point sets composed of the position information of the predicted safe driving end points of the n driving routes are connected to draw a safe driving area, point sets composed of the position information of the predicted maximum driving end points of the n driving routes are connected to draw a dangerous driving area in an area outside the safe driving area.
As shown in fig. 3, point O represents the current position of the vehicle, point P1 represents the predicted safe driving end position, point P2 represents the predicted maximum driving end position, a plurality of points P1 are connected to draw a safe driving area around point O, a plurality of points P2 are connected to draw a dangerous driving area outside the safe driving area, and the user can more intuitively obtain the range area according to the display of the APP terminal.
In summary, according to the vehicle driving range area estimation method provided by the invention, n theoretical driving end point position information distributed around a vehicle is calculated according to the current position information of the vehicle and the current endurance limit range of the vehicle, and n driving routes are confirmed according to the n theoretical driving end point position information; acquiring the distance and the average driving time of each road section of each driving route to calculate and obtain a speed-time road spectrum array of each driving route; respectively converting the speed-time road spectrum array of each driving route into a power-time road spectrum array according to a vehicle dynamics model; calculating to obtain an available residual energy value of each driving route according to the power-time road spectrum array of each driving route; calculating and obtaining the position information of the predicted driving end point of each driving route according to the power-time road spectrum array of each driving route and the available residual energy value; drawing a drivable area according to the position information of the predicted driving end points of the n driving routes; wherein n is a positive integer greater than 2. Compared with the prior art, the method has the following advantages:
(1) the calculation of the dynamic characteristics of the battery is simulated by adopting an equivalent circuit, so that the calculation is more engineered.
(2) And the network road information is used for confirming the future power (future working condition) so that the remaining mileage of the electric vehicle is calculated more accurately.
(3) And the calculation accuracy of the residual available energy is improved by considering that the states of all the single batteries of the whole battery pack are different.
(4) The driving range of the electric vehicle is indicated by using the driving regionalized visual map, so that the driving range is more visual.
(5) The whole calculation method is relatively engineered and is convenient to realize.
The above description is only for the purpose of describing the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention, and any variations and modifications made by those skilled in the art based on the above disclosure are within the scope of the appended claims.

Claims (12)

1. A method for estimating a vehicle mileage area includes:
calculating n pieces of theoretical driving end point position information distributed around the vehicle according to the current position information of the vehicle and the current endurance limit mileage of the vehicle, and confirming n driving routes according to the n pieces of theoretical driving end point position information;
acquiring the distance and the average driving time of each road section of each driving route to calculate and obtain a speed-time road spectrum array of each driving route;
respectively converting the speed-time road spectrum array of each driving route into a power-time road spectrum array according to a vehicle dynamics model;
calculating to obtain an available residual energy value of each driving route according to the power-time road spectrum array of each driving route;
calculating and obtaining the position information of the predicted driving end point of each driving route according to the power-time road spectrum array of each driving route and the available residual energy value;
drawing a drivable area according to the position information of the predicted driving end points of the n driving routes;
wherein n is a positive integer greater than 2.
2. The vehicle mileage area estimation method according to claim 1, wherein the following formula is used to calculate n pieces of theoretical driving end point position information (x)i，yi)：
Figure FDA0002982997040000011
Figure FDA0002982997040000012
Wherein (x)0，y0) And the current position information of the vehicle is represented, and R represents the endurance limit mileage of the vehicle.
3. The vehicle mileage area estimation method according to claim 1, wherein after the theoretical driving end position information is calculated, the vehicle mileage area estimation method further comprises:
judging whether the theoretical driving end point is effective or not, and if the theoretical driving end point is ineffective, correcting the position information of the theoretical driving end point until the position information of the theoretical driving end point is effective;
and if the theoretical driving end point is a position where the vehicle cannot drive, determining that the theoretical driving end point is invalid.
4. The vehicle mileage area estimation method according to claim 3, wherein the theoretical driving end point position information is corrected by using the following formula:
Figure FDA0002982997040000021
Figure FDA0002982997040000022
wherein (x)i，yi) As theoretical driving end point position information, (x)i′，yi') corrected theoretical traveling end point position information, siIs the set back distance.
5. The vehicle mileage area estimation method of claim 1, wherein the method of obtaining the distance and the average traveling time of each segment of each traveling route to calculate the speed-time road spectrum array of each traveling route comprises:
calculating the average speed corresponding to each preset time step according to the distance of each road section of each driving route and the average driving time;
and integrating all the average speeds in the whole driving time of each driving route to obtain a speed-time road spectrum array of the corresponding driving route.
6. The method for estimating the vehicle mileage area as claimed in claim 5, wherein the method for calculating the average speed for each preset time step according to the distance of each segment of each driving route and the average driving time comprises:
calculating the time remainder of each running road section, wherein the time remainder is the difference value between the average running time of each running road section and the integral multiple of the preset time step;
calculating the average speed of each driving road section in each preset time step; and calculating the time remainder of each running road section and the average speed of the next adjacent running road section in the difference time of the preset time step and the time remainder, so as to obtain the average speed corresponding to each preset time step.
7. The vehicle range area estimation method of claim 1, wherein the available remaining energy value includes a safe driving remaining energy value and a maximum available remaining energy value; the position information of the preset driving end point includes position information of a predicted safe driving end point and position information of a predicted maximum driving end point.
8. The vehicle range area estimation method of claim 7, wherein calculating the position information of the predicted driving end of each driving route according to the power-time road spectrum array of each driving route and the available remaining energy value comprises:
calculating accumulated discharge energy according to the power-time road spectrum array of each driving route;
calculating a first minimum value of the accumulated discharge energy value which is greater than or equal to the safe running residual energy value, and calculating the position information of the predicted safe running terminal according to the first minimum value; and calculating a second minimum value of the accumulated discharge energy value which is greater than or equal to the maximum available residual energy value, and calculating the position information of the predicted maximum driving terminal according to the second minimum value.
9. The vehicle mileage area estimation method as set forth in claim 7, wherein the position information (x) of the estimated safe driving end point is calculated by using the following formulaf，yf)：
Figure FDA0002982997040000031
Figure FDA0002982997040000032
Δdistance＝Pi*T-(Edisc，m-Ebatt)；
Calculating the position information (x) of the predicted maximum driving end point using the following formulafmax，yfmax)：
Figure FDA0002982997040000033
Figure FDA0002982997040000034
Δdistance＝Pi*T-(Edisc，max-Ebattmax)；
Wherein duration represents a travel time per road segment of each of the travel routes, distance represents a distance per road segment of each of the travel routes, Edisc，maxRepresents the cumulative discharge energy, EbattRepresents the safe running residual energy value, EbattmaxRepresenting the maximum available residual energy value, (x)i，yi) And (c) the theoretical driving end position information is shown, T represents a preset time step, and i is 0,1,2, …, n-1.
10. The vehicle range area estimation method of claim 7, wherein calculating the available remaining energy value for each of the driving routes according to the power-time road spectrum array for the driving route comprises:
calculating the cut-off charge capacity of each battery monomer of the battery pack when the discharge is finished;
obtaining the terminal voltage of each preset time step of each single battery by using the power-time road spectrum array of each driving route and a first-order RC battery equivalent model;
calculating the remaining available discharge energy SOE of each battery cell according to the following formula:
Figure FDA0002982997040000035
wherein, UtRepresenting the voltage of the battery cell terminal of each preset time step, CAP being the battery capacity, SOCstartIndicates the initial charge, SOC, of the cell with the number k when starting to discharge during the calculation of SOEfinal，kRepresenting the cut-off charge capacity of the battery cell with the number k when the discharging is finished in the SOE calculation process;
accumulating the calculated remaining available discharge energy of each battery cell to obtain an energy value, calculating a negative error value of the energy value to obtain the safe driving remaining energy value, and calculating a positive error value of the energy value to obtain the maximum available remaining energy value.
11. The vehicle mileage area estimation method according to claim 10, wherein the method of calculating the cut-off charge amount at which each cell of the battery pack finishes discharging includes:
comparing the initial charge capacity of all the battery monomers to obtain a minimum initial charge capacity;
and subtracting the minimum initial charge quantity from the initial charge quantity of each single battery to obtain the ending charge quantity of the corresponding single battery when the discharging is finished.
12. The vehicle mileage area estimation method according to claim 7, wherein the travelable area includes a safe traveling area and a dangerous traveling area, and the method of plotting the travelable area based on the position information of the predicted traveling end points of the n traveling routes includes:
drawing a safe driving area according to the position information of the predicted safe driving end point of the n driving routes; and the number of the first and second groups,
and drawing a dangerous driving area according to the position information of the predicted maximum driving end point of the n driving routes.
CN202110292768.0A 2021-03-18 2021-03-18 Vehicle travel mileage area estimation method Pending CN113232673A (en)

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