CN111563976A - Method and device for determining remaining driving mileage of commercial vehicle - Google Patents

Method and device for determining remaining driving mileage of commercial vehicle Download PDF

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CN111563976A
CN111563976A CN202010337915.7A CN202010337915A CN111563976A CN 111563976 A CN111563976 A CN 111563976A CN 202010337915 A CN202010337915 A CN 202010337915A CN 111563976 A CN111563976 A CN 111563976A
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correction factor
vehicle
determining
battery
speed
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CN111563976B (en
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贺子龙
王荣华
崔俊博
李楠
朱龙锋
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Zhejiang Geely Holding Group Co Ltd
Geely Sichuan Commercial Vehicle Co Ltd
Zhejiang Geely New Energy Commercial Vehicle Development Co Ltd
Zhejiang Geely Remote New Energy Commercial Vehicle Group Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd
Geely Sichuan Commercial Vehicle Co Ltd
Zhejiang Geely New Energy Commercial Vehicle Development Co Ltd
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/004—Indicating the operating range of the engine
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • 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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Abstract

The invention relates to the technical field of new energy automobiles, in particular to a method and a device for determining the remaining driving mileage of a commercial vehicle. The method comprises the following steps: acquiring running data of a vehicle in a preset sampling period; calculating to obtain an average speed according to the running data; determining a basic electric energy consumption rate corresponding to the average vehicle speed based on a preset mapping relation between the constant speed vehicle speed and the electric energy consumption rate; calculating a correction factor that affects the rate of power consumption based on the travel data; obtaining a corrected electric energy consumption rate according to the basic electric energy consumption rate and the correction factor; and determining the remaining driving mileage of the vehicle based on the remaining battery capacity, the average vehicle speed and the corrected power consumption rate. The invention realizes more accurate calculation of the remaining driving mileage of the vehicle.

Description

Method and device for determining remaining driving mileage of commercial vehicle
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a method and a device for determining the remaining driving mileage of a commercial vehicle.
Background
Driven by environmental factors and current policy and regulations, new energy automobiles are in a period of rapid development and show a greatly increased situation. With the continuous breakthrough of the battery technology and the gradual increase of the energy density of the battery, the driving mileage of the new energy automobile, particularly the pure electric automobile, can meet the automobile using requirements of users, and part of the pure electric automobiles approach or reach the level of fuel automobiles.
However, compared with a fuel automobile, the pure electric automobile still has a small difference in use convenience, and the charging pile is distributed less than a gas station, so that a user always has anxiety about the driving mileage. Different external factors and the characteristic of large load difference of the logistics commercial vehicle cause the fluctuation of the driving range to be large.
Estimating the driving range only by the rated capacity or the current remaining capacity of the battery may cause a large deviation, which may cause a problem that the driving range is not normally driven due to power failure during transportation or the number of transportation times is reduced due to early charging.
Disclosure of Invention
The invention provides a method and a device for determining the remaining driving mileage of a commercial vehicle, which can calculate the remaining driving mileage of the commercial vehicle more accurately.
In one aspect, the invention provides a method for determining remaining driving mileage of a commercial vehicle, which comprises the following steps:
acquiring running data of a commercial vehicle in a preset sampling period, wherein the running data comprises the vehicle body weight, the nuclear load capacity, the acceleration, the gradient value, the initial vehicle speed, the final vehicle speed, the running mileage, the battery working temperature and the battery residual capacity of the vehicle;
calculating the average speed of the vehicle according to the initial speed and the final speed;
determining a basic electric energy consumption rate corresponding to the average vehicle speed based on a preset mapping relation between the constant speed vehicle speed and the electric energy consumption rate;
calculating a correction factor that affects a rate of electrical energy consumption based on the body weight, the nuclear load weight, the acceleration, the average speed, the grade value, the mileage, and the battery operating temperature;
obtaining a corrected power consumption rate according to the basic power consumption rate and the correction factor;
determining a remaining driving range of the vehicle based on the battery remaining capacity, the average vehicle speed, and the corrected power consumption rate.
Preferably, the calculating a correction factor that affects a rate of power consumption based on the body weight, the nuclear load weight, the acceleration, the average speed, the grade value, the mileage, and the battery operating temperature includes:
determining a load correction factor and a working condition correction factor according to the vehicle body weight, the nuclear load capacity, the acceleration and the average vehicle speed;
determining a slope correction factor according to the slope value;
determining a battery temperature correction factor according to the battery working temperature;
determining an attenuation correction factor according to the driving mileage;
determining a correction factor that affects a rate of power consumption based on the load correction factor, the operating condition correction factor, the grade correction factor, the battery temperature correction factor, and the attenuation correction factor.
Preferably, the determining of the load correction factor and the operating condition correction factor according to the vehicle body weight, the nuclear load weight, the acceleration and the average vehicle speed comprises
Determining the whole vehicle weight corresponding to the acceleration according to a preset mapping relation between the average acceleration and the weight;
determining the full load of the vehicle according to the body weight and the nuclear load of the vehicle;
calculating to obtain the load correction factor according to the weight of the whole vehicle, the full load weight, the average speed and a preset first calculation model;
and calculating the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed and the acceleration.
Preferably, the calculating the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed and the acceleration includes:
judging whether the acceleration is zero or not;
if the acceleration is zero, determining that the working condition correction factor is 1;
and if the acceleration is not zero, calculating to obtain the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed, the acceleration and a preset second calculation model.
Preferably, the determining a gradient correction factor according to the gradient value comprises:
judging whether the gradient value is zero or not;
if the gradient value is zero, determining that the gradient correction factor is 1;
and if the gradient value is not zero, calculating to obtain the gradient correction factor according to the gradient value and a preset third calculation model.
Preferably, the determining a battery temperature correction factor according to the battery operating temperature includes:
judging whether the working temperature of the battery is in a preset ideal temperature interval or not;
if the battery working temperature is in the ideal temperature interval, determining that the battery temperature correction factor is 1;
and if the battery working temperature is smaller than the minimum value of the ideal temperature interval, calculating to obtain the battery temperature correction factor according to the battery working temperature and a preset fourth calculation model.
Preferably, the determining a decay correction factor according to the mileage includes:
and inquiring to obtain the attenuation correction factor corresponding to the driving mileage according to the preset mapping relation between the mileage and the attenuation correction factor.
Preferably, the determining a correction factor that affects an electric energy consumption rate based on the load correction factor, the operating condition correction factor, the grade correction factor, the battery temperature correction factor, and the damping correction factor includes:
and calculating the product of the load correction factor and the working condition correction factor, the gradient correction factor, the battery temperature correction factor and the attenuation correction factor, and taking the calculated product as the correction factor influencing the electric energy consumption rate.
In another aspect, the present invention provides a device for determining remaining driving mileage of a commercial vehicle, including:
the system comprises a running data acquisition module, a data processing module and a data processing module, wherein the running data acquisition module is used for acquiring running data of a commercial vehicle in a preset sampling period, and the running data comprises the body weight, the nuclear load capacity, the acceleration, the gradient value, the initial vehicle speed, the final vehicle speed, the running mileage, the battery working temperature and the battery residual capacity of the vehicle;
the average speed calculation module is used for calculating the average speed of the vehicle according to the initial speed and the final speed;
the basic electric energy consumption rate determining module is used for determining the basic electric energy consumption rate corresponding to the average vehicle speed based on the mapping relation between the preset constant speed vehicle speed and the electric energy consumption rate;
a correction factor calculation module to calculate a correction factor that affects a rate of power consumption based on the body weight, the core load weight, the acceleration, the average speed, the grade value, the mileage traveled, and the battery operating temperature;
the electric energy consumption rate determining module is used for obtaining the corrected electric energy consumption rate according to the basic electric energy consumption rate and the correction factor;
and the remaining driving range determining module is used for determining the remaining driving range of the vehicle based on the battery remaining capacity, the average vehicle speed and the corrected electric energy consumption rate.
The invention also provides electronic equipment, which comprises a processor and a memory, wherein at least one instruction or at least one program is stored in the memory, and the at least one instruction or the at least one program is loaded by the processor and executes the method for determining the remaining driving mileage of the commercial vehicle.
The method and the device for determining the remaining driving mileage of the commercial vehicle have the following beneficial effects:
the method determines the basic electric energy consumption rate based on the preset mapping relation between the constant speed and the electric energy consumption rate and in combination with the actual running state of the vehicle, calculates the correction factor influencing the electric energy consumption rate based on the vehicle body weight, the check load capacity, the acceleration, the average speed, the gradient value, the running mileage and the battery working temperature, obtains the correction factor, considers all factors influencing the electric energy consumption rate as comprehensively as possible, can accurately correct the basic electric energy consumption rate to obtain the electric energy consumption rate according with the actual running state of the vehicle, further can ensure that the accuracy of the remaining running mileage of the vehicle determined according to the remaining battery capacity, the average speed and the corrected electric energy consumption rate is higher, is favorable for improving the mileage anxiety of a user, and better meets the actual vehicle demand of the user.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions and advantages of the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic flow chart of a method for determining the remaining driving range of a commercial vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart illustrating a method for determining a load correction factor and a condition correction factor according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a device for determining the remaining driving range of a commercial vehicle according to an embodiment of the present invention;
fig. 4 is a hardware block diagram of a server of a method for determining the remaining driving range of a commercial vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In order to facilitate the description of the advantages of the method in the embodiment of the present invention, at the beginning of the detailed description of the technical solution in the embodiment of the present invention, first, the related contents in the prior art are analyzed:
in the prior art, the driving mileage is estimated only by the rated capacity or the current remaining capacity of the battery, and the estimation method causes a large deviation of the estimation result, possibly causing that the transportation is not powered and can not be normally driven or the transportation frequency is reduced by charging in advance.
In view of the defects of the prior art, the embodiment of the invention provides a scheme for determining the remaining driving mileage of a commercial vehicle, which presets a mapping relation between a constant speed and a power consumption rate, can determine a basic power consumption rate corresponding to actual driving state data of the vehicle based on the mapping relation, further obtains a correction factor according to a preset calculation model, corrects the basic power consumption rate through the correction factor, and further determines the remaining driving mileage of the vehicle according to the remaining electric quantity of a vehicle battery, an average vehicle speed and the corrected power consumption rate, so as to realize more accurate calculation of the remaining driving mileage.
The technical solution in the embodiments of the present invention is clearly and completely described below with reference to the accompanying drawings.
Fig. 1 is a flow chart of a method for determining the remaining driving range of a commercial vehicle according to an embodiment of the present invention, which may be implemented by an on-board computer, and the present specification provides the method operation steps as described in the embodiment or the flow chart, but may include more or less operation steps based on conventional or non-inventive labor. The order of steps recited in the embodiments is merely one manner of performing the steps in a multitude of orders and does not represent the only order of execution. In actual implementation, the system or client product may execute sequentially or in parallel (e.g., in the context of parallel processors or multi-threaded processing) according to the embodiments or methods shown in the figures. Referring to fig. 1, a method for determining the remaining driving range of a commercial vehicle according to an embodiment of the present invention includes:
s101: the method comprises the steps of obtaining driving data of the commercial vehicle in a preset sampling period, wherein the driving data comprise the vehicle body weight, the nuclear load capacity, the acceleration, the gradient value, the initial vehicle speed, the final vehicle speed, the driving mileage, the battery working temperature and the battery residual capacity of the vehicle.
The initial vehicle speed can be the vehicle speed acquired at the beginning time of the sampling period, the final vehicle speed can be the vehicle speed acquired at the end time of the sampling period, the acceleration can be directly acquired according to an acceleration sensor arranged on the vehicle, the gradient value can be directly acquired according to a ramp sensor arranged on the vehicle, the gradient value can be calculated according to the planned path information between a starting point and a target point corresponding to the sampling period in the vehicle navigation system, and the initial vehicle speed, the final vehicle speed, the driving mileage, the battery working temperature and the battery residual capacity can be directly acquired in the vehicle-mounted controller. The embodiment of the invention only lists the available acquisition modes of the running data, and is not limited to the mode in practical application.
The duration of the sampling period is defined by combining the calculation precision and the storage capacity. In an alternative embodiment, the sampling period may be 1 minute.
S103: and calculating the average speed of the vehicle according to the initial speed and the final speed.
Specifically, the average vehicle speed is calculated according to the initial vehicle speed and the final vehicle speed of the vehicle in the sampling period and the corresponding duration of the sampling period and the formula (1).
Figure BDA0002467428330000071
In the formula (I), the compound is shown in the specification,
Figure BDA0002467428330000081
the unit is km/h which is the final speed of a sampling period; v. ofEnd upThe unit is km/h which is the final speed of a sampling period; v. ofInitialIs the initial speed of a sampling period and has a unit of km/h.
S105: and determining the basic electric energy consumption rate corresponding to the average vehicle speed based on the preset mapping relation between the constant speed vehicle speed and the electric energy consumption rate.
The mapping relation between the constant speed vehicle speed and the electric energy consumption rate can be obtained according to experimental actual measurement. And obtaining the basic electric energy consumption rate corresponding to the average vehicle speed through linear interpolation according to the mapping relation between the constant speed vehicle speed and the electric energy consumption rate.
The embodiment of the invention takes the electric energy consumption rates corresponding to different constant speed speeds actually measured in the test as the basis, and has higher accuracy compared with the electric energy consumption rate estimated by the algorithm.
S107: calculating a correction factor that affects a rate of power consumption based on the body weight, the nuclear load weight, the acceleration, the average speed, the grade value, the mileage, and the battery operating temperature.
In an alternative embodiment, calculating the correction factor that affects the rate of power consumption comprises: determining a load correction factor and a working condition correction factor according to the vehicle body weight, the nuclear load capacity, the acceleration and the average vehicle speed; determining a slope correction factor according to the slope value; determining a battery temperature correction factor according to the battery working temperature; determining an attenuation correction factor according to the driving mileage; and determining a correction factor that affects a rate of power consumption based on the load correction factor, the operating condition correction factor, the grade correction factor, the battery temperature correction factor, and the attenuation correction factor.
FIG. 2 is a flowchart illustrating a method for determining a load correction factor and a condition correction factor according to an embodiment of the present invention. Referring to fig. 2, the load correction factor and the operating condition correction factor include:
s201, determining the whole vehicle weight corresponding to the acceleration according to a preset mapping relation between the average acceleration and the weight.
S203, determining the full load of the vehicle according to the body weight and the nuclear load of the vehicle. Specifically, the sum of the vehicle body weight and the nuclear load weight is taken as the full load of the vehicle.
S205, calculating to obtain the load correction factor according to the weight of the whole vehicle, the full load weight, the average speed and a preset first calculation model.
Load correction factor C1: the larger the load, the greater the resistance that the vehicle must overcome to travel on a flat road, and the more energy is required for driving at the same vehicle speed. Therefore, a load correction factor C1 is set, and C1 is less than 1 when the load is light; when fully loaded, C1 is 1; and C1 is more than 1 when overload occurs. In practical application, the initial weight-average vehicle speed-electric energy consumption rate correction factor relation table can be obtained by calculation with reference to the formula (2). The calibration is only needed to be adjusted properly on the basis.
Figure BDA0002467428330000091
Formula (2) is the first calculation model, wherein C1 is a load correction factor and is dimensionless; m is the weight of the whole vehicle in kg; m isIs full ofIs the full load weight in kg;
Figure BDA0002467428330000092
the average speed is the unit km/h; a is a constant term of road sliding resistance under full load weight, and the unit is N; b is the coefficient of the first order of the road sliding resistance under the full load weight, and the unit is N (km/h)-1(ii) a C is the coefficient of the second order of the road sliding resistance under the full load weight, and the unit N (km/h)-2。
And S207, calculating the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed and the acceleration.
The method specifically comprises the following steps: judging whether the acceleration is zero or not; if the acceleration is zero, determining that the working condition correction factor is 1; and if the acceleration is not zero, calculating to obtain the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed, the acceleration and a preset second calculation model.
Operating condition correction factor C2: when the vehicle accelerates, the acceleration resistance generated by inertia needs to be overcome, and the larger the acceleration is, the more energy is needed for driving the vehicle. When the vehicle is decelerated, the energy required for driving the vehicle is smaller in consideration of the energy recovery of the motor. Therefore, a working condition correction factor C2 is set, and when the vehicle accelerates, C2 is more than 1; at constant speed, C2 is 1; and C2 is less than 1 during deceleration. Similar to the correction factor C1, in practical application, the initial weight-average vehicle speed-average acceleration-power consumption rate correction factor relation table can be calculated by referring to the formula (3). The calibration is only needed to be adjusted properly on the basis. When the acceleration is less than a predetermined value according to the driving performance requirement, the motor does not recover energy, and at this time, C2 is 1.
Figure BDA0002467428330000101
Formula (2) is a second calculation model, wherein C2 is a working condition correction factor and is dimensionless; m is vehicle weight in kg; m isIs full ofIs the full load weight in kg;
Figure BDA0002467428330000102
is the average acceleration of the vehicle in m/s2；
Figure BDA0002467428330000103
Is the average speed of the vehicle, in km/h.
In one possible embodiment, the determining a grade correction factor based on the grade value comprises: judging whether the gradient value is zero or not; if the gradient value is zero, determining that the gradient correction factor is 1; and if the gradient value is not zero, calculating to obtain the gradient correction factor according to the gradient value and a preset third calculation model.
Gradient correction factor C3: when going uphill, the vehicle must overcome the gravity of the vehicle in the vertical direction, i.e. the resistance of the ramp, the greater the gradient, the more energy is required to drive the vehicle. When the vehicle goes downhill, the energy required for driving the vehicle is smaller in consideration of the possibility of energy recovery of the motor. Therefore, a gradient correction factor C3 is set, and when the vehicle ascends a slope, C3 is more than 1; when there is no slope, C3 is 1; when going downhill, C3 is less than 1. Similar to the correction factor C1, in practical application, the relationship table of the initial gradient-power consumption rate correction factor can be calculated by referring to the following formula (4).
Figure BDA0002467428330000104
Formula (4) is a third calculation model, wherein C3 is a gradient correction factor and is dimensionless;
Figure BDA0002467428330000105
is the slope, in units.
In one possible embodiment, the determining a battery temperature correction factor according to the battery operating temperature includes: judging whether the working temperature of the battery is in a preset ideal temperature interval or not; if the battery working temperature is in the ideal temperature interval, determining that the battery temperature correction factor is 1; and if the battery working temperature is smaller than the minimum value of the ideal temperature interval, calculating to obtain the battery temperature correction factor according to the battery working temperature and a preset fourth calculation model.
Battery temperature correction factor C4: the internal resistance is minimum when the battery temperature is in an ideal temperature range under the influence of the activity of battery materials, the internal resistance of the battery is gradually increased along with the gradual reduction of the battery temperature, and the more energy is consumed by the battery. Therefore, a battery temperature correction factor C4 is provided, and when the battery temperature is in an ideal temperature range (generally 25 ℃ to 35 ℃), C4 is 1; when the battery temperature is lower than the ideal temperature range, C4 is more than 1. In practical application, the following formula (5) can be referred to calculate a relation table of the battery temperature and the power consumption rate correction factor.
Figure BDA0002467428330000111
Equation (5) is the fourth calculation model. Wherein C4 is a correction factor related to the temperature of the battery and is dimensionless; t isBattery with a battery cellIs the cell temperature in units of degrees celsius.
In one possible embodiment, said determining a decay correction factor based on said mileage comprises: and inquiring to obtain the attenuation correction factor corresponding to the driving mileage according to the preset mapping relation between the mileage and the attenuation correction factor.
Attenuation correction factor C5: as the mileage increases, the resistance of the vehicle becomes greater, the efficiency of transmission becomes lower, and the internal resistance of the battery increases. Therefore, the attenuation correction factor C5 related to the mileage is set, wherein C5 is more than or equal to 1, and the longer the mileage is, the larger C5 is. C5 requires actual calibration.
In one possible embodiment, the determining a correction factor that affects a rate of power consumption based on the load correction factor, the operating condition correction factor, the grade correction factor, the battery temperature correction factor, and the droop correction factor includes: and calculating the product of the load correction factor and the working condition correction factor, the gradient correction factor, the battery temperature correction factor and the attenuation correction factor, and taking the calculated product as the correction factor influencing the electric energy consumption rate.
S109: and obtaining the corrected electric energy consumption rate according to the basic electric energy consumption rate and the correction factor.
Specifically, the product of the base power consumption rate and the correction factor may be used as the corrected power consumption rate. The corrected power consumption rate E' can be calculated by equation (6).
E′＝E×C1×C2×C3×C4×C5 (6)
In the formula, E' is the corrected electric energy consumption rate in kW; e is the electric energy consumption rate of the basis, unit kW; c1 is a load correction factor and is dimensionless; c2 is a working condition correction factor and is dimensionless; c3 is a gradient correction factor and is dimensionless; c4 is a battery temperature correction factor and is dimensionless; c5 is an attenuation correction factor, dimensionless.
S111: determining a remaining driving range of the vehicle based on the battery remaining capacity, the average vehicle speed, and the corrected power consumption rate.
In one possible embodiment, the remaining driving range of the vehicle can be determined by the following equation (7):
Figure BDA0002467428330000121
in the formula, SPeriod NThe remaining driving mileage at the end of the Nth sampling period is in km; qRemainder ofFor remaining of batteryElectrical quantity, in kWh; e' is the corrected electric energy consumption rate in kW;
Figure BDA0002467428330000122
the average speed of the vehicle in a sampling period is shown in a unit of km/h.
According to the embodiment of the invention, the electric energy consumption rates corresponding to different constant speed speeds actually measured in the test are used as the basic electric energy consumption rate, and compared with the electric energy consumption rate estimated by an algorithm, the accuracy is higher. In addition, different correction factors are defined, and the real-time and full-life-cycle vehicle using conditions of the user are taken into consideration, so that the estimation accuracy is improved. And a part of correction factors can be calculated by a formula to obtain a preliminary result and then output to the calibration for reference, so that part of calibration workload is reduced, and the development period of the product is shortened.
Fig. 3 is a schematic structural diagram of the device for determining the remaining driving range of the commercial vehicle according to the embodiment of the present invention, and please refer to fig. 3, the device includes a driving data obtaining module 310, an average speed calculating module 320, a basic power consumption rate determining module 330, a correction factor calculating module 340, a power consumption rate determining module 350, and a remaining driving range determining module 360.
The driving data acquiring module 310 is configured to acquire driving data of the commercial vehicle in a preset sampling period, where the driving data includes a vehicle body weight, a core load capacity, an acceleration, a gradient value, an initial vehicle speed, a final vehicle speed, a driving mileage, a battery operating temperature, and a battery remaining capacity of the vehicle.
The average speed calculation module 320 is configured to calculate an average speed of the vehicle according to the initial speed and the final speed.
The basic power consumption rate determining module 330 is configured to determine the basic power consumption rate corresponding to the average vehicle speed based on a preset mapping relationship between the constant speed vehicle speed and the power consumption rate.
The correction factor calculation module 340 is configured to calculate a correction factor that affects an electric energy consumption rate based on the body weight, the nuclear load capacity, the acceleration, the average speed, the gradient value, the mileage, and the battery operating temperature.
The electric energy consumption rate determining module 350 is configured to obtain a corrected electric energy consumption rate according to the basic electric energy consumption rate and the correction factor.
The remaining driving range determining module 360 is configured to determine a remaining driving range of the vehicle based on the remaining battery capacity, the average vehicle speed, and the corrected power consumption rate.
The correction factor calculation module 340 includes:
a load correction factor determination unit for determining a load correction factor according to the vehicle body weight, the nuclear load weight, the acceleration and the average vehicle speed;
the working condition correction factor determining unit is used for determining a working condition correction factor according to the vehicle body weight, the nuclear load capacity, the acceleration and the average vehicle speed;
the gradient correction factor determining unit is used for determining a gradient correction factor according to the gradient value;
the battery temperature correction factor determining unit is used for determining a battery temperature correction factor according to the battery working temperature;
the attenuation correction factor determining unit is used for determining an attenuation correction factor according to the driving mileage;
and the correction factor determining unit is used for determining a correction factor influencing the electric energy consumption rate based on the load correction factor, the working condition correction factor, the gradient correction factor, the battery temperature correction factor and the attenuation correction factor.
Wherein the load correction factor determination unit is configured to: determining the whole vehicle weight corresponding to the acceleration according to a preset mapping relation between the average acceleration and the weight; determining the full load of the vehicle according to the body weight and the nuclear load of the vehicle; and calculating to obtain the load correction factor according to the weight of the whole vehicle, the full load weight, the average speed and a preset first calculation model.
The working condition correction factor determining unit is used for: determining the whole vehicle weight corresponding to the acceleration according to a preset mapping relation between the average acceleration and the weight; determining the full load of the vehicle according to the body weight and the nuclear load of the vehicle; and calculating the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed and the acceleration.
The working condition correction factor is obtained by calculation according to the weight of the whole vehicle, the full load weight, the average speed and the acceleration, and comprises the following steps: judging whether the acceleration is zero or not; if the acceleration is zero, determining that the working condition correction factor is 1; and if the acceleration is not zero, calculating to obtain the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed, the acceleration and a preset second calculation model.
The gradient correction factor determination unit is configured to: judging whether the gradient value is zero or not; if the gradient value is zero, determining that the gradient correction factor is 1; and if the gradient value is not zero, calculating to obtain the gradient correction factor according to the gradient value and a preset third calculation model.
The battery temperature correction factor determination unit is configured to: judging whether the working temperature of the battery is in a preset ideal temperature interval or not; if the battery working temperature is in the ideal temperature interval, determining that the battery temperature correction factor is 1; and if the battery working temperature is smaller than the minimum value of the ideal temperature interval, calculating to obtain the battery temperature correction factor according to the battery working temperature and a preset fourth calculation model.
The attenuation correction factor determination unit is configured to: and inquiring to obtain the attenuation correction factor corresponding to the driving mileage according to the preset mapping relation between the mileage and the attenuation correction factor.
The correction factor determination unit is configured to: and calculating the product of the load correction factor and the working condition correction factor, the gradient correction factor, the battery temperature correction factor and the attenuation correction factor, and taking the calculated product as the correction factor influencing the electric energy consumption rate.
The method includes the steps that driving data of a vehicle in a preset sampling period are obtained; calculating to obtain an average speed according to the running data; determining a basic electric energy consumption rate corresponding to the average vehicle speed based on a preset mapping relation between the constant speed vehicle speed and the electric energy consumption rate; calculating a correction factor that affects the rate of power consumption based on the travel data; obtaining a corrected electric energy consumption rate according to the basic electric energy consumption rate and the correction factor; and determining the remaining driving mileage of the vehicle based on the remaining battery capacity, the average vehicle speed and the corrected power consumption rate. And the more accurate calculation of the remaining driving mileage of the vehicle is realized.
The device and the method for determining the remaining driving range of the commercial vehicle are based on the same inventive concept.
The embodiment of the invention provides electronic equipment, which comprises a processor and a memory, wherein at least one instruction, at least one program, a code set or an instruction set is stored in the memory, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to realize the method for determining the remaining driving mileage of the commercial vehicle, which is provided by the embodiment of the method.
The memory may be used to store software programs and modules, and the processor may execute various functional applications and data processing by operating the software programs and modules stored in the memory. The memory can mainly comprise a program storage area and a data storage area, wherein the program storage area can store an operating system, application programs needed by functions and the like; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other volatile solid state storage device. Accordingly, the memory may also include a memory controller to provide the processor access to the memory.
The method provided by the embodiment of the invention can be executed in a computer terminal, a server or a similar operation device. Taking the operation on the server as an example, fig. 4 is a hardware structure block diagram of the server of the method for determining the remaining driving range of the commercial vehicle according to the embodiment of the present invention. As shown in fig. 4, the server 400 may have a relatively large difference due to different configurations or performances, and may include one or more Central Processing Units (CPUs) 410 (the processors 410 may include but are not limited to a Processing device such as a microprocessor MCU or a programmable logic device FPGA), a memory 430 for storing data, and one or more storage media 420 (e.g., one or more mass storage devices) for storing applications 423 or data 422. Memory 430 and storage medium 420 may be, among other things, transient or persistent storage. The program stored on the storage medium 420 may include one or more modules, each of which may include a series of instruction operations on a server. Further, the central processor 410 may be configured to communicate with the storage medium 420, and execute a series of instruction operations in the storage medium 420 on the server 400. The server 400 may also include one or more power supplies 460, one or more wired or wireless network interfaces 450, one or more input-output interfaces 440, and/or one or more operating systems 421, such as Windows Server, Mac OS XTM, UnixTM, LinuxTM, FreeBSDTM, and so forth.
The input/output interface 440 may be used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the server 400. In one example, the input/output Interface 440 includes a Network adapter (NIC) that can be connected to other Network devices through a base station to communicate with the internet. In one example, the input/output interface 440 may be a Radio Frequency (RF) module, which is used for communicating with the internet in a wireless manner.
It will be understood by those skilled in the art that the structure shown in fig. 4 is only an illustration and is not intended to limit the structure of the electronic device. For example, server 400 may also include more or fewer components than shown in FIG. 4, or have a different configuration than shown in FIG. 4.
The embodiment of the invention also provides a storage medium, which can be arranged in the server to store at least one instruction, at least one program, a code set or an instruction set related to the method for determining the remaining driving range of the commercial vehicle, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement the method for determining the remaining driving range of the commercial vehicle provided by the embodiment of the method.
Optionally, in this embodiment, the storage medium may be located in at least one network client of a plurality of network clients of a computer network. Optionally, in this embodiment, the storage medium may include, but is not limited to: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
It should be noted that: the precedence order of the above embodiments of the present invention is only for description, and does not represent the merits of the embodiments. And specific embodiments thereof have been described above. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, as for the device and server embodiments, since they are substantially similar to the method embodiments, the description is simple, and the relevant points can be referred to the partial description of the method embodiments.
It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (10)

1. A method for determining the remaining driving range of a commercial vehicle, characterized in that the method comprises:
acquiring running data of a commercial vehicle in a preset sampling period, wherein the running data comprises the vehicle body weight, the nuclear load capacity, the acceleration, the gradient value, the initial vehicle speed, the final vehicle speed, the running mileage, the battery working temperature and the battery residual capacity of the vehicle;
calculating the average speed of the vehicle according to the initial speed and the final speed;
determining a basic electric energy consumption rate corresponding to the average vehicle speed based on a preset mapping relation between the constant speed vehicle speed and the electric energy consumption rate;
calculating a correction factor that affects a rate of electrical energy consumption based on the body weight, the nuclear load weight, the acceleration, the average speed, the grade value, the mileage, and the battery operating temperature;
obtaining a corrected power consumption rate according to the basic power consumption rate and the correction factor;
determining a remaining driving range of the vehicle based on the battery remaining capacity, the average vehicle speed, and the corrected power consumption rate.
2. The method of claim 1, wherein said calculating a correction factor that affects a rate of electrical energy consumption based on the body weight, the core load weight, the acceleration, the average speed, the grade value, the mileage, and the battery operating temperature comprises:
determining a load correction factor and a working condition correction factor according to the vehicle body weight, the nuclear load capacity, the acceleration and the average vehicle speed;
determining a slope correction factor according to the slope value;
determining a battery temperature correction factor according to the battery working temperature;
determining an attenuation correction factor according to the driving mileage;
determining a correction factor that affects a rate of power consumption based on the load correction factor, the operating condition correction factor, the grade correction factor, the battery temperature correction factor, and the attenuation correction factor.
3. The method of claim 2, wherein determining a load correction factor and a condition correction factor based on the body weight, the nuclear load weight, the acceleration, and the average vehicle speed comprises
Determining the whole vehicle weight corresponding to the acceleration according to a preset mapping relation between the average acceleration and the weight;
determining the full load of the vehicle according to the body weight and the nuclear load of the vehicle;
calculating to obtain the load correction factor according to the weight of the whole vehicle, the full load weight, the average speed and a preset first calculation model;
and calculating the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed and the acceleration.
4. The method of claim 3, wherein said calculating the condition correction factor from the vehicle weight, the full load weight, the average speed, and the acceleration comprises:
judging whether the acceleration is zero or not;
if the acceleration is zero, determining that the working condition correction factor is 1;
and if the acceleration is not zero, calculating to obtain the working condition correction factor according to the weight of the whole vehicle, the full load weight, the average speed, the acceleration and a preset second calculation model.
5. The method of claim 2, wherein said determining a grade correction factor based on said grade value comprises:
judging whether the gradient value is zero or not;
if the gradient value is zero, determining that the gradient correction factor is 1;
and if the gradient value is not zero, calculating to obtain the gradient correction factor according to the gradient value and a preset third calculation model.
6. The method of claim 2, wherein determining a battery temperature correction factor based on the battery operating temperature comprises:
judging whether the working temperature of the battery is in a preset ideal temperature interval or not;
if the battery working temperature is in the ideal temperature interval, determining that the battery temperature correction factor is 1;
and if the battery working temperature is smaller than the minimum value of the ideal temperature interval, calculating to obtain the battery temperature correction factor according to the battery working temperature and a preset fourth calculation model.
7. The method of claim 2, wherein the determining an attenuation correction factor as a function of the range comprises:
and inquiring to obtain the attenuation correction factor corresponding to the driving mileage according to the preset mapping relation between the mileage and the attenuation correction factor.
8. The method of claim 2, wherein determining correction factors that affect a rate of power consumption based on the load correction factor, the operating condition correction factor, the grade correction factor, the battery temperature correction factor, and the damping correction factor comprises:
and calculating the product of the load correction factor and the working condition correction factor, the gradient correction factor, the battery temperature correction factor and the attenuation correction factor, and taking the calculated product as the correction factor influencing the electric energy consumption rate.
9. A device for determining the remaining driving range of a commercial vehicle, comprising:
the system comprises a running data acquisition module, a data processing module and a data processing module, wherein the running data acquisition module is used for acquiring running data of a commercial vehicle in a preset sampling period, and the running data comprises the body weight, the nuclear load capacity, the acceleration, the gradient value, the initial vehicle speed, the final vehicle speed, the running mileage, the battery working temperature and the battery residual capacity of the vehicle;
the average speed calculation module is used for calculating the average speed of the vehicle according to the initial speed and the final speed;
the basic electric energy consumption rate determining module is used for determining the basic electric energy consumption rate corresponding to the average vehicle speed based on the mapping relation between the preset constant speed vehicle speed and the electric energy consumption rate;
a correction factor calculation module to calculate a correction factor that affects a rate of power consumption based on the body weight, the core load weight, the acceleration, the average speed, the grade value, the mileage traveled, and the battery operating temperature;
the electric energy consumption rate determining module is used for obtaining the corrected electric energy consumption rate according to the basic electric energy consumption rate and the correction factor;
and the remaining driving range determining module is used for determining the remaining driving range of the vehicle based on the battery remaining capacity, the average vehicle speed and the corrected electric energy consumption rate.
10. An electronic device, characterized in that the device comprises a processor and a memory, wherein at least one instruction or at least one program is stored in the memory, and the at least one instruction or the at least one program is loaded by the processor and executes the method for determining the remaining driving range of the commercial vehicle according to any one of claims 1-8.
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