CN114067457A - Method for calculating endurance mileage according to SOC prediction value - Google Patents
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- G07C5/00—Registering or indicating the working of vehicles
- G07C5/004—Indicating the operating range of the engine
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- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
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- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/385—Arrangements for measuring battery or accumulator variables
- G01R31/387—Determining ampere-hour charge capacity or SoC
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Abstract
The invention provides a method for calculating a endurance mileage according to an SOC prediction value, which comprises the following steps: collecting parameters of the electric automobile, wherein the parameters comprise current battery voltage, ambient temperature and bus current; judging whether the electric automobile is in a static state or a dynamic state according to the parameters; obtaining an actual SOC value in the static state or the dynamic state; and calibrating a theoretical SOC value based on the actual SOC value, and outputting the final actual SOC value related to the endurance mileage. By applying the method, the accuracy of the SOC can be improved, the endurance can be accurately estimated, and a client can make a more reasonable plan according to the endurance mileage.
Description
Technical Field
The invention mainly relates to the field of endurance mileage calculation of electric automobiles, in particular to a method for calculating endurance mileage according to an SOC prediction value.
Background
In recent years, electric vehicles are developed rapidly, the driving range of the electric vehicles becomes a problem of increasing concern, and the SOC related to the driving range becomes an important investigation parameter in the prediction process.
SOC, State of Charge, refers to the State of Charge of the battery. From different perspectives of electric quantity, energy and the like, the SOC has a plurality of different definition modes. The SOC defined by the United States Advanced Battery Council (USABC) is widely adopted, namely, the ratio of the residual capacity to the rated capacity under the same condition of a battery under a certain discharge rate. The corresponding calculation formula is:
Q(In)＝t∫Indt (2)
in the formula, QmThe maximum discharge capacity of the battery when the battery is discharged according to a constant current I;
Q(In) The amount of electricity discharged by the battery under the standard discharge current I in the time t.
The state of charge of the lithium battery is one of important parameters of a battery management system and is also the basis of a charge and discharge control strategy and battery balancing work of the whole automobile. However, due to the complexity of the structure of the lithium battery, the state of charge of the lithium battery cannot be obtained through direct measurement, and the prediction of the state of charge can be completed only by using a related characteristic curve or a calculation formula according to some external characteristics of the battery, such as internal resistance, open-circuit voltage, temperature, current and other related parameters of the battery.
The state of charge of the lithium battery is one of important parameters of a battery management system and is also the basis of a charge and discharge control strategy and battery balancing work of the whole automobile. However, due to the complexity of the structure of the lithium battery, the state of charge of the lithium battery cannot be obtained through direct measurement, and the prediction of the state of charge can be completed only by using a related characteristic curve or a calculation formula according to some external characteristics of the battery, such as internal resistance, open-circuit voltage, temperature, current and other related parameters of the battery.
The state of charge estimation of the lithium battery is nonlinear, and the current common methods mainly comprise a discharge experiment method, an open-circuit voltage method, an ampere-hour integration method, a Kalman filtering method, a neural network method and the like.
The principle of the open-circuit voltage method is that parameters of the battery after the battery is sufficiently settled for a long time are relatively stable, and the functional relation between the open-circuit voltage and the state of charge of the battery at the moment is relatively stable. If the state of charge value of the battery is required to be obtained, only the open-circuit voltage at two ends of the battery needs to be measured, and corresponding information is obtained by contrasting an OCV-SOC curve, namely:
SOC＝f(V) (3)
the open-circuit voltage method has the advantages of simple operation and capability of obtaining the state of charge value by only measuring the open-circuit voltage value and contrasting the characteristic curve graph. But the disadvantages are many: firstly, in order to obtain an accurate value, the voltage of the battery needs to be in a relatively stable state, but the battery usually needs to be kept still for a long time to stabilize the voltage, the state of the battery is recovered to be stable from working, and hours or even tens of hours are needed, so that the battery is difficult to measure and can be in the state, the requirement of real-time monitoring cannot be met, and the method is usually applied to long-time parking of electric automobiles. In addition, determination of the standing time is also a problem. The method is only suitable for the parking state of the electric automobile when being used alone.
When the charge-discharge rates of the batteries are different, the open-circuit voltage of the batteries is changed due to the fluctuation of the current, so that the open-circuit voltage of the battery pack is inconsistent, and the predicted residual capacity and the actual residual capacity of the batteries generate larger deviation.
Another method for estimating the state of charge of a lithium battery is an ampere-hour integration method, which does not consider the action mechanism inside the battery, and estimates the state of charge of the battery by integrating time and current according to some external characteristics of the system, such as current, time, temperature compensation, and the like, and sometimes adding some compensation coefficients. At present, an ampere-hour integration method is widely applied to a battery management system. The equation of the ampere-hour integration method is as follows:
in the formula, SOC0Is the initial charge value of the battery state of charge;
CEis the rated capacity of the battery;
i (t) is the charge-discharge current of the battery at the time t;
t is the time of charging and discharging;
η is a charge-discharge efficiency coefficient, also called coulombic efficiency coefficient, which represents the power dissipation inside the battery during the charge-discharge process, and generally mainly takes the charge-discharge multiplying power and the temperature correction coefficient.
The ampere-hour integral method has the advantages that the limitation of the battery is relatively small, the calculation method is simple and reliable, and the state of charge of the battery can be estimated in real time. The method has the disadvantages that the ampere-hour metering method belongs to open-loop detection in the control, if the current acquisition precision is not high, a given initial charge state has certain errors, and the errors generated before are gradually accumulated along with the extension of the system operation time, so that the charge state prediction result is influenced. And because the ampere-hour integration method is only used for analyzing the state of charge from external characteristics, a certain error exists in multiple links. As can be seen from the ampere-hour integral calculation formula, the initial electric quantity of the battery has a large influence on the accuracy of the calculation result. In order to improve the accuracy of current measurement, high-performance current sensors are usually used to measure the current, but this increases the cost.
Therefore, how to accurately obtain the driving range of the electric automobile is urgently needed.
Disclosure of Invention
In view of the above problems, the present applicant provides a method for calculating a driving range according to an SOC prediction value, which combines an open circuit voltage method and a ampere hour method to predict a state of charge value of an electric vehicle, thereby obtaining information about the driving range.
In order to solve the technical problem, the invention provides a method for calculating a driving mileage according to an SOC prediction value, which is characterized by comprising the following steps:
step 2, judging whether the electric automobile is in a static state or a dynamic state according to the parameters;
step 3, obtaining the actual SOC value in the static state or the dynamic state;
and 4, calibrating a theoretical SOC value based on the actual SOC value, and outputting the final actual SOC value related to the endurance mileage.
Preferably, the present invention further provides a method of calculating a driving range based on the SOC prediction value, wherein,
and step 4, obtaining the theoretical SOC value by an ampere-hour integration method.
Preferably, the present invention further provides a method of calculating a driving range based on the SOC prediction value, wherein,
the step 4 further comprises the following steps:
when in the static state, the theoretical SOC value approaches the actual SOC value at a change speed of 0.2%/min.
Preferably, the present invention further provides a method of calculating a driving range based on the SOC prediction value, wherein,
the step 4 further comprises the following steps:
and when the vehicle is in the dynamic state, the actual SOC value is calibrated in real time by combining ampere-hour integration, SOC balance, full charge correction and full discharge correction, and the final actual SOC value is obtained by following the theoretical SOC value.
Preferably, the present invention further provides a method of calculating a driving range based on the SOC prediction value, wherein,
the actual SOC value in step 3 is determined based on the ambient temperature and the current battery voltage.
Preferably, the present invention further provides a method of calculating a driving range based on the SOC prediction value, wherein,
the judging conditions in the step 2 comprise: whether the electric automobile simultaneously meets the conditions that whether the bus current is smaller than a set current value and whether the standing time exceeds the set time.
Preferably, the present invention further provides a method of calculating a driving range based on the SOC prediction value, wherein,
the set current value is 4A, and the set time is 30 min.
Compared with the prior art, the invention has the following advantages:
the SOC accuracy can be improved, the endurance can be accurately estimated, and the client can make more reasonable planning according to the endurance mileage.
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The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the principle of the invention. In the drawings:
FIG. 1 is a flow chart of the present invention for calculating range based on SOC prediction values.
Detailed Description
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the description of the embodiments will be briefly introduced below. It is obvious that the drawings in the following description are only examples or embodiments of the application, from which the application can also be applied to other similar scenarios without inventive effort for a person skilled in the art. Unless otherwise apparent from the context, or otherwise indicated, like reference numbers in the figures refer to the same structure or operation.
As used in this application and the appended claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements.
The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
In the description of the present application, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the case of not making a reverse description, these directional terms do not indicate and imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the scope of the present application; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of protection of the present application is not to be construed as being limited. Further, although the terms used in the present application are selected from publicly known and used terms, some of the terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Further, it is required that the present application is understood not only by the actual terms used but also by the meaning of each term lying within.
Flow charts are used herein to illustrate operations performed by systems according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in the exact order in which they are performed. Rather, various steps may be processed in reverse order or simultaneously. Meanwhile, other operations are added to or removed from these processes.
The invention provides a method for calculating the endurance mileage according to an SOC prediction value, which can calibrate an actual value based on theoretical values of SOC of an electric automobile in different states, thereby obtaining the prediction value of the endurance mileage.
Specifically, the SOC value of the electric vehicle is predicted by a method combining an open-circuit voltage method and an ampere-hour method, the initial SOC of the battery is estimated by the open-circuit voltage method, the ampere-hour integration method is used for real-time estimation, and relevant correction factors are added into a formula to improve the calculation accuracy.
Referring to fig. 1, steps of a method for calculating a driving range according to an SOC prediction value are described as follows:
step 2, judging the current state of the electric automobile according to the acquisition parameters, wherein the state comprises the following steps: a static state or a dynamic state.
Specifically, in the preferred embodiment, the parameters selected are bus current and rest time, i.e., whether the present electric vehicle satisfies two conditions simultaneously:
first, is the bus current less than 4A?
Second, is the rest time more than 30 min?
If the two conditions are met simultaneously, the vehicle is determined to be in a standing state, the static calibration in the step S31 is carried out, and if the two conditions cannot be met simultaneously, the vehicle is indicated to be in motion or in a charging state, the dynamic calibration in the step S41 is carried out;
the static calibration is a calibration process when the electric vehicle is in a static stop state;
and step 32, processing according to the acquired environment temperature condition.
Different SOC values under different environmental temperatures and different open-circuit voltages, and obtaining a corresponding static table according to an OCV-SOC curve during charging and discharging of a battery as follows:
TABLE 1
Table 1 is a data table corresponding to the OCV-SOC curve of the lithium iron phosphate battery.
For example, if the ambient temperature collected by the current vehicle-mounted temperature sensor is 0 degrees, the current battery voltage collected by the voltage sensor is 5%, and according to table 1, the current SOC actual value is 3.147. And step 33, obtaining a current SOC theoretical value by an ampere-hour integration method according to the formula (4), wherein the difference exists between the actual value and the theoretical value of the SOC, and the difference is mainly caused by factors such as open loop detection and multi-link errors.
The calibration is carried out in the step, and the specific mode is that the SOC theoretical value is close to the SOC true value at the change speed of 0.2%/min, and finally the numerical value on the electric automobile instrument is close to the true value, so that the real related information about the endurance mileage is provided for drivers and passengers.
this step is similar to the aforementioned step S32, where a table lookup is performed to obtain the current actual value of SOC.
and 5, after the step 32 and the step 43, obtaining a calibrated real SOC, wherein the SOC value represents the relevant information of the endurance mileage.
Through above-mentioned multiple mode, can improve SOC's precision, and then make continuation of the journey accurately predict, be favorable to the customer to make more reasonable planning according to the continuation of the journey mileage.
Having thus described the basic concept, it will be apparent to those skilled in the art that the foregoing disclosure is by way of example only, and is not intended to limit the present application. Various modifications, improvements and adaptations to the present application may occur to those skilled in the art, although not explicitly described herein. Such modifications, improvements and adaptations are proposed in the present application and thus fall within the spirit and scope of the exemplary embodiments of the present application.
Also, this application uses specific language to describe embodiments of the application. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.
Aspects of the present application may be embodied entirely in hardware, entirely in software (including firmware, resident software, micro-code, etc.) or in a combination of hardware and software. The above hardware or software may be referred to as "data block," module, "" engine, "" unit, "" component, "or" system. The processor may be one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), digital signal processing devices (DAPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or a combination thereof. Furthermore, aspects of the present application may be represented as a computer product, including computer readable program code, embodied in one or more computer readable media. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disk, floppy disk, magnetic strips … …), optical disks (e.g., Compact Disk (CD), Digital Versatile Disk (DVD) … …), smart cards, and flash memory devices (e.g., card, stick, key drive … …).
The computer readable medium may comprise a propagated data signal with the computer program code embodied therein, for example, on a baseband or as part of a carrier wave. The propagated signal may take any of a variety of forms, including electromagnetic, optical, and the like, or any suitable combination. The computer readable medium can be any computer readable medium that can communicate, propagate, or transport the program for use by or in connection with an instruction execution system, apparatus, or device. Program code on a computer readable medium may be propagated over any suitable medium, including radio, electrical cable, fiber optic cable, radio frequency signals, or the like, or any combination of the preceding.
Having thus described the basic concept, it will be apparent to those skilled in the art that the foregoing disclosure is by way of example only, and is not intended to limit the present application. Various modifications, improvements and adaptations to the present application may occur to those skilled in the art, although not explicitly described herein. Such modifications, improvements and adaptations are proposed in the present application and thus fall within the spirit and scope of the exemplary embodiments of the present application.
Also, this application uses specific language to describe embodiments of the application. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.
Similarly, it should be noted that in the preceding description of embodiments of the application, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure aiding in the understanding of one or more of the embodiments. This method of disclosure, however, is not intended to require more features than are expressly recited in the claims. Indeed, the embodiments may be characterized as having less than all of the features of a single embodiment disclosed above.
Numerals describing the number of components, attributes, etc. are used in some embodiments, it being understood that such numerals used in the description of the embodiments are modified in some instances by the use of the modifier "about", "approximately" or "substantially". Unless otherwise indicated, "about", "approximately" or "substantially" indicates that the number allows a variation of ± 20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximations that may vary depending upon the desired properties of the individual embodiments. In some embodiments, the numerical parameter should take into account the specified significant digits and employ a general digit preserving approach. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the range are approximations, in the specific examples, such numerical values are set forth as precisely as possible within the scope of the application.
Although the present application has been described with reference to the present specific embodiments, it will be recognized by those skilled in the art that the foregoing embodiments are merely illustrative of the present application and that various changes and substitutions of equivalents may be made without departing from the spirit of the application, and therefore, it is intended that all changes and modifications to the above-described embodiments that come within the spirit of the application fall within the scope of the claims of the application.
Claims (7)
1. A method for calculating range from an SOC prediction value, the method comprising:
step 1, collecting parameters of an electric automobile, wherein the parameters comprise current battery voltage, ambient temperature and bus current;
step 2, judging whether the electric automobile is in a static state or a dynamic state according to the parameters;
step 3, obtaining the actual SOC value in the static state or the dynamic state;
and 4, calibrating a theoretical SOC value based on the actual SOC value, and outputting the final actual SOC value related to the endurance mileage.
2. The method of calculating range from an SOC prediction value of claim 1,
and step 4, obtaining the theoretical SOC value by an ampere-hour integration method.
3. The method of claim 2 wherein said step 4 further comprises:
when in the static state, the theoretical SOC value approaches the actual SOC value at a change speed of 0.2%/min.
4. The method of claim 3 wherein said step 4 further comprises:
and when the vehicle is in the dynamic state, the actual SOC value is calibrated in real time by combining ampere-hour integration, SOC balance, full charge correction and full discharge correction, and the final actual SOC value is obtained by following the theoretical SOC value.
5. The method of calculating range from an SOC prediction value according to claim 4,
the actual SOC value in step 3 is determined based on the ambient temperature and the current battery voltage.
6. The method of calculating range from an SOC prediction value of claim 5,
the judging conditions in the step 2 comprise: whether the electric automobile simultaneously meets the conditions that whether the bus current is smaller than a set current value and whether the standing time exceeds the set time.
7. The method of calculating range based on an SOC prediction value of claim 6,
the set current value is 4A, and the set time is 30 min.
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| CN106945546A (en) * | 2017-03-07 | 2017-07-14 | 安徽江淮汽车集团股份有限公司 | The SOC dynamic correcting methods of electrokinetic cell |
| CN109143102A (en) * | 2018-08-10 | 2019-01-04 | 安徽力高新能源技术有限公司 | A kind of ampere-hour integral estimation lithium battery SOC method |
| CN110333450A (en) * | 2019-04-30 | 2019-10-15 | 蜂巢能源科技有限公司 | Battery open circuit voltage predictor method and system |
| CN110361658A (en) * | 2019-08-12 | 2019-10-22 | 广东博力威科技股份有限公司 | SOC estimation method based on OCV |
| CN111579998A (en) * | 2020-04-14 | 2020-08-25 | 浙江零跑科技有限公司 | Battery SOC calibration method and device and storage medium |
| CN111650523A (en) * | 2020-06-03 | 2020-09-11 | 奇瑞商用车（安徽）有限公司 | SOC calibration method based on multi-point static voltage |
| CN112147513A (en) * | 2020-09-23 | 2020-12-29 | 南京工程学院 | Power battery SOC multidimensional calibration method |
| CN112782735A (en) * | 2020-12-30 | 2021-05-11 | 大运汽车股份有限公司 | Self-learning endurance mileage correction calculation method |
| CN112834928A (en) * | 2021-01-08 | 2021-05-25 | 中航锂电（洛阳）有限公司 | Method and device for correcting state of charge (SOC) of battery system |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116826984A (en) * | 2023-08-29 | 2023-09-29 | 中碳海巢(北京)新能源科技有限公司 | Wireless communication energy storage system |
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Denomination of invention: A method for calculating range based on SOC prediction values Granted publication date: 20231222 Pledgee: Tongxiang Science and Technology Entrepreneurship Service Center Co.,Ltd. Pledgor: United New Energy Automobile Co.,Ltd. Registration number: Y2024330000709 |