CN114670647B - Processing method, controller, system and vehicle for estimating motor energy - Google Patents
Processing method, controller, system and vehicle for estimating motor energy Download PDFInfo
- Publication number
- CN114670647B CN114670647B CN202110458340.9A CN202110458340A CN114670647B CN 114670647 B CN114670647 B CN 114670647B CN 202110458340 A CN202110458340 A CN 202110458340A CN 114670647 B CN114670647 B CN 114670647B
- Authority
- CN
- China
- Prior art keywords
- target
- driving style
- energy consumption
- motor energy
- unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000003672 processing method Methods 0.000 title abstract description 9
- 238000005265 energy consumption Methods 0.000 claims abstract description 224
- 238000000034 method Methods 0.000 claims description 48
- 238000004364 calculation method Methods 0.000 claims description 18
- 238000013507 mapping Methods 0.000 claims description 8
- 238000004590 computer program Methods 0.000 claims description 4
- 230000009286 beneficial effect Effects 0.000 abstract description 3
- 230000008569 process Effects 0.000 description 8
- 230000009471 action Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 230000006978 adaptation Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000003044 adaptive effect Effects 0.000 description 1
- 238000013528 artificial neural network Methods 0.000 description 1
- 238000004422 calculation algorithm Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/12—Recording operating variables ; Monitoring of operating variables
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
-
- 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
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
-
- 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
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/427—Voltage
-
- 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
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/429—Current
-
- 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
- B60L2250/00—Driver interactions
- B60L2250/18—Driver interactions by enquiring driving style
-
- 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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
- B60L2260/54—Energy consumption estimation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a processing method, a controller, a system and a vehicle for estimating motor energy, wherein the processing method comprises the following steps: periodically acquiring navigation information, whole vehicle state information and a historical driving style coefficient and historical motor energy relation table stored in a vehicle; obtaining a target driving style coefficient of the vehicle according to the whole vehicle state information and the historical driving style coefficient; acquiring target motor energy consumption corresponding to each target average speed section in navigation information when the vehicle is in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table; and obtaining the total motor energy consumption required by the remaining mileage according to the target mileage corresponding to each target average speed section and the target energy consumption. In summary, the application comprehensively considers the influence of the driving style and the road condition, namely the average speed section, on the energy consumption, and is beneficial to ensuring the accuracy of the obtained total motor energy consumption.
Description
Technical Field
The application relates to the technical field of electric automobiles, in particular to a processing method, a controller, a system and a vehicle for predicting energy consumption.
Background
In the prior art, when the energy consumption of a vehicle driving motor is estimated, the energy consumption of the motor in a period of mileage or time is generally calculated in a general way and is used as the basis for estimating the energy consumption of the motor in the remaining mileage, or the influence of the driving style or the future road state on the energy consumption of the motor in the remaining mileage is only considered independently during estimation, and because the influence of the driving style and the future road state on the energy consumption is not comprehensively considered, the estimated value of the energy consumption of the motor in the remaining mileage is greatly different from the actual consumption value, and the accurate estimation of the energy consumption of the motor in the remaining mileage is influenced.
Disclosure of Invention
The embodiment of the application aims to provide a processing method, a controller, a system and a vehicle for estimating motor energy, which are used for solving the problem that the accuracy of the current estimation of the consumed energy of a motor in the residual mileage is lower.
In order to solve the above technical problems, an embodiment of the present application provides a method for processing estimated motor energy consumption, including:
Periodically acquiring navigation information, whole vehicle state information, and a history driving style coefficient and history motor energy consumption relation table stored in a vehicle, wherein the history energy consumption relation table records the corresponding relation between an average vehicle speed section and driving style coefficient and unit motor energy consumption;
Obtaining a target driving style coefficient of the vehicle according to the whole vehicle state information and the historical driving style coefficient;
Acquiring target motor energy consumption corresponding to each target average speed section in navigation information when the vehicle is in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table;
Determining a target mileage corresponding to each target average speed section in the remaining mileage according to the navigation information;
and obtaining the total motor energy consumption required by the remaining mileage according to the target mileage corresponding to each target average speed section and the target energy consumption.
Specifically, the method for processing the estimated motor energy according to the above method for processing the estimated motor energy, according to the whole vehicle state information and the historical driving style coefficient, the step of obtaining the target driving style coefficient of the vehicle comprises the following steps:
when the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, acquiring the current driving style coefficient in the current unit mileage;
And obtaining a target driving style coefficient according to the current driving style coefficient and the historical driving style coefficient, and updating the historical driving style coefficient according to the target driving style coefficient.
Preferably, the method for processing the estimated motor energy as described above, the step of obtaining the current driving style coefficient in the current unit mileage includes:
Acquiring first operation data of a vehicle in a current unit mileage, wherein the first operation data comprises: the average opening of a brake pedal in unit mileage when the vehicle brakes, the number of times of braking in unit mileage, the average opening of an accelerator pedal in unit mileage when the vehicle accelerates, and the average vehicle speed in unit mileage;
And obtaining the current driving style coefficient of the current unit mileage according to the first operation data and the preset mapping relation.
Further, according to the method for processing the estimated motor energy as described above, the step of obtaining the target driving style coefficient according to the current driving style and the historical driving style coefficient includes:
acquiring a preset first weight corresponding to a current driving style coefficient and a preset second weight corresponding to a historical driving style coefficient;
And according to the first weight and the second weight, carrying out weighted calculation on the current driving style coefficient and the historical driving style coefficient to obtain the target driving style coefficient.
Specifically, the method for processing the estimated motor energy according to the above method for processing the estimated motor energy, according to the whole vehicle state information and the historical driving style coefficient, the step of obtaining the target driving style coefficient of the vehicle comprises the following steps:
and when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, taking the historical driving style coefficient as the target driving style coefficient.
Preferably, the method for processing the estimated motor energy consumption according to the above method for determining the target motor energy consumption corresponding to each target average speed segment in the navigation information when the vehicle is in the target driving style coefficient according to the vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table comprises the steps of:
when the whole vehicle state information shows that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, acquiring the current unit motor energy corresponding to the average vehicle speed and the target driving style coefficient in the current unit mileage, and updating a historical energy consumption relation table;
And acquiring target unit motor energy corresponding to each target average vehicle speed section when the vehicle is in the target driving style coefficient from the updated historical energy relation table.
Specifically, the method for processing the estimated motor energy consumption, as described above, includes the steps of obtaining the average vehicle speed in the current unit mileage and the current unit energy consumption corresponding to the target driving style coefficient, and updating the history motor energy consumption relation table, including:
Acquiring second operation data of the vehicle, wherein the second operation data comprises: calculating a period, time consumed by unit mileage, motor direct current bus voltage, motor direct current bus current and unit mileage;
Obtaining the current energy consumption of the motor unit and the average speed in the current mileage unit according to the second operation data;
Acquiring corresponding historical unit energy consumption from a historical motor energy consumption relational table according to the target driving style coefficient and the average vehicle speed in the current unit mileage;
The target unit motor energy consumption is determined based on the current unit motor energy consumption and the historical unit motor energy consumption, and the historical energy consumption relation table is updated based on the target unit motor energy consumption.
Further, in the method for processing the estimated motor energy consumption as described above, the step of determining the target unit energy consumption from the current unit motor energy consumption and the historical unit motor energy consumption includes:
acquiring a preset third weight corresponding to the current unit motor energy consumption and a preset fourth weight corresponding to the historical unit motor energy consumption;
and according to the third weight and the fourth weight, weighting calculation is carried out on the current unit motor energy consumption and the historical unit motor energy consumption, and the target unit motor energy consumption is obtained.
Specifically, according to the method for processing the estimated motor energy consumption, when the vehicle is in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table, the step of obtaining the target motor energy consumption corresponding to each target average vehicle speed section in the navigation information comprises the following steps:
when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, acquiring the target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in a target driving style coefficient from a historical motor energy relation table.
Another preferred embodiment of the present application also provides a controller including:
The acquisition module is used for periodically acquiring navigation information, whole vehicle state information, and a history driving style coefficient and history motor energy consumption relation table stored in the vehicle, wherein the history motor energy consumption relation table records the corresponding relation between an average vehicle speed section and driving style coefficient and unit motor energy consumption;
The first processing module is used for obtaining a target driving style coefficient of the vehicle according to the whole vehicle state information and the historical driving style coefficient;
The second processing module is used for acquiring target motor energy corresponding to each target average speed section in the navigation information when the vehicle is in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table;
The third processing module is used for determining a target mileage corresponding to each target average speed section in the remaining mileage according to the navigation information;
and the fourth processing module is used for obtaining the total motor energy consumption required by the residual mileage according to the target mileage corresponding to each target average speed section and the target motor energy consumption.
Specifically, the controller, the first processing module, as described above, includes:
The first sub-processing module is used for acquiring a current driving style coefficient in a current unit mileage when the whole vehicle state information indicates that the current driving mileage of the vehicle in a driving mode after the current power-on is an integral multiple of the unit mileage;
And the second sub-processing module is used for obtaining a target driving style coefficient according to the current driving style coefficient and the historical driving style coefficient and updating the historical driving style coefficient according to the target driving style coefficient.
Preferably, the controller, the first sub-processing module, as described above, comprises:
The first acquisition unit is used for acquiring first operation data of the vehicle in the current unit mileage, wherein the first operation data comprises: the average opening of a brake pedal in unit mileage when the vehicle brakes, the number of times of braking in unit mileage, the average opening of an accelerator pedal in unit mileage when the vehicle accelerates, and the average vehicle speed in unit mileage;
The first processing unit is used for obtaining the current driving style coefficient of the current unit mileage according to the first operation data and the preset mapping relation.
Further, in the method for processing the estimated motor energy, the second sub-processing module includes:
The second acquisition unit is used for acquiring a preset first weight corresponding to the current driving style coefficient and a preset second weight corresponding to the historical driving style coefficient;
And the second processing unit is used for carrying out weighted calculation on the current driving style coefficient and the historical driving style coefficient according to the first weight and the second weight to obtain a target driving style coefficient.
Specifically, the controller as described above, the first processing module further includes:
And the third sub-processing module is used for taking the historical driving style coefficient as the target driving style coefficient when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage.
Preferably, the controller, the second processing module, as described above, comprises:
The fourth sub-processing module is used for acquiring the current unit motor energy corresponding to the average speed and the target driving style coefficient in the current unit mileage when the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, and updating the historical energy consumption relation table;
and the fifth sub-processing module is used for acquiring the target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in the target driving style coefficient from the updated historical motor energy relation table.
Specifically, the controller, the fourth sub-processing module, as described above, includes:
a third acquisition unit configured to acquire second operation data of the vehicle, the second operation data including: calculating a period, time consumed by unit mileage, motor direct current bus voltage, motor direct current bus current and unit mileage;
The third processing unit is used for obtaining the current unit motor energy and the average vehicle speed in the current unit mileage according to the second operation data;
the fourth processing unit is used for acquiring corresponding historical unit motor energy from the historical motor energy relation table according to the target driving style coefficient and the average vehicle speed in the current unit mileage;
And a fifth processing unit for determining the target unit motor energy consumption according to the current unit motor energy consumption and the historical unit motor energy consumption, and updating the historical motor energy consumption relation table according to the target unit motor energy consumption.
Further, the controller, the fifth sub-processing module, as described above, includes:
A fourth acquisition unit configured to acquire a preset third weight corresponding to the current unit motor power consumption and a fourth weight corresponding to the history unit power consumption;
And the sixth processing unit is used for carrying out weighted calculation on the current unit motor energy consumption and the historical unit motor energy consumption according to the third weight and the fourth weight to obtain the target unit motor energy consumption.
Specifically, the controller, the second processing module, as described above, includes:
when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, acquiring the target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in a target driving style coefficient from a historical motor energy relation table.
Still another preferred embodiment of the present application provides a control system for estimating motor power, comprising: the information acquisition device and the controller are respectively connected with the information acquisition device.
Yet another preferred embodiment of the present application also provides a vehicle including a control system for estimating motor power as described above.
Another preferred embodiment of the present application also provides a readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of processing estimated motor power as described above.
Compared with the prior art, the method, the controller, the system and the vehicle for processing the estimated motor energy have the following beneficial effects:
when the total motor energy consumption required by the residual mileage is estimated, different driving styles are represented by different driving style coefficients, the target unit energy consumption corresponding to each target average vehicle speed section in the navigation information is obtained based on the self-adaptive target driving style coefficients, the total motor energy consumption in the residual mileage is calculated based on the target unit energy consumption corresponding to each target average vehicle speed section in the navigation information, the influence of the driving style and the road condition, namely the average vehicle speed section, on the energy consumption is comprehensively considered, and the accuracy of the obtained total motor energy consumption is guaranteed.
Drawings
FIG. 1 is a flow chart of a method for estimating the energy of a motor according to the present application;
FIG. 2 is a second flow chart of a method for estimating the power consumption of a motor according to the present application;
FIG. 3 is a third flow chart of a method for estimating the power consumption of the motor according to the present application;
FIG. 4 is a flow chart of a method for estimating the power consumption of a motor according to the present application;
FIG. 5 is a flowchart of a method for estimating the power consumption of a motor according to the present application;
FIG. 6 is a flowchart of a method for estimating the power consumption of a motor according to the present application;
FIG. 7 is a flow chart of a method for estimating the power consumption of a motor according to the present application;
fig. 8 is a schematic structural diagram of a controller according to the present application.
Detailed Description
In order to make the technical problems, technical solutions and advantages to be solved more apparent, the following detailed description will be given with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided merely to facilitate a thorough understanding of embodiments of the application. It will therefore be apparent to those skilled in the art that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the application. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.
It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present application. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In various embodiments of the present application, it should be understood that the sequence numbers of the following processes do not mean the order of execution, and the order of execution of the processes should be determined by the functions and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.
It should be understood that the term "and/or" is merely an association relationship describing the associated object, and means that three relationships may exist, for example, a and/or B may mean: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.
In the embodiments provided herein, it should be understood that "B corresponding to a" means that B is associated with a from which B may be determined. It should also be understood that determining B from a does not mean determining B from a alone, but may also determine B from a and/or other information.
Referring to fig. 1, a preferred embodiment of the present application provides a method for processing estimated motor energy consumption, including:
step S101, navigation information, whole vehicle state information, a history driving style coefficient stored in a vehicle and a history motor energy consumption relation table are periodically obtained, wherein the history motor energy consumption relation table records the corresponding relation between an average vehicle speed section and driving style coefficient and unit motor energy consumption;
step S102, obtaining a target driving style coefficient of the vehicle according to the whole vehicle state information and the historical driving style coefficient;
Step S103, acquiring target motor energy corresponding to each target average speed section in the navigation information when the vehicle is in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table;
step S104, determining a target mileage corresponding to each target average speed section in the remaining mileage according to the navigation information;
Step S105, obtaining the total motor energy consumption required by the remaining mileage according to the target mileage and the target motor energy consumption corresponding to each target average vehicle speed section.
In a preferred embodiment of the present invention, in order to estimate the total motor energy consumption of the vehicle in the remaining mileage during the driving process of the vehicle, the unit motor energy consumption of the vehicle needs to be obtained, in this embodiment, in order to comprehensively consider the driving behavior of the driver and the influence of different road conditions on the unit motor energy consumption, to ensure the accuracy of the obtained unit motor energy consumption, according to the obtaining period, the vehicle state information, the historical driving style coefficient and the historical motor energy consumption table stored in the vehicle are periodically obtained, and further, the target driving coefficient for representing the reference of the subsequent driving style of the vehicle is adaptively determined according to the vehicle state information and the historical driving style coefficient, and further, according to the corresponding relation between the average vehicle speed section and the driving style coefficient recorded in the historical motor energy consumption relation table, the target motor energy consumption corresponding to each target average vehicle speed section in the navigation information is determined, and the remaining mileage corresponding to each target average vehicle speed section in the navigation information is further obtained according to the remaining mileage of each target average vehicle speed section and the target unit motor energy consumption corresponding to the target average vehicle speed section.
Wherein the historical driving style coefficients described herein are used to represent the driving style of the vehicle. The historical driving style coefficient and the historical motor energy consumption relation table acquired in the first acquisition period when the vehicle is just electrified are data stored in the last time when the vehicle is electrified, namely, the data in the last time when the vehicle is electrified are taken as initial data, and the historical driving style coefficient and the historical motor energy consumption relation table acquired in other acquisition periods are data stored in the last acquisition period, so that the short-time stopping flameout in the driving process of the vehicle is guaranteed not to cause larger influence on the whole process.
In summary, when the total motor energy consumption required by the remaining mileage is estimated, different driving styles are represented by different driving style coefficients, the target unit motor energy consumption corresponding to each target average vehicle speed section in the navigation information is obtained based on the adaptive target driving style coefficients, and the total motor energy consumption in the remaining mileage is calculated based on the target unit motor energy consumption, so that the influence of the driving style and the road condition, namely the average vehicle speed section, on the motor energy consumption is comprehensively considered, and the accuracy of the obtained total motor energy consumption is guaranteed.
Alternatively, the above-described unit motor power consumption is preferably hundred kilometer motor power consumption.
Referring to fig. 2, specifically, the method for processing the estimated motor energy as described above, the step S102 of obtaining the target driving style coefficient of the vehicle according to the vehicle state information and the historical driving style coefficient includes:
step S201, when the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, acquiring the current driving style coefficient in the current unit mileage;
Step S202, obtaining a target driving style coefficient according to the current driving style coefficient and the historical driving style coefficient, and updating the historical driving style coefficient according to the target driving style coefficient.
In a specific embodiment of the present application, when the step of obtaining the target driving style coefficient according to the vehicle state information and the historical driving style coefficient is performed, whether the historical driving style coefficient needs to be updated at this time is determined according to the vehicle state information, so as to make the historical driving style coefficient more conform to the current driving style. At this time, if the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integer multiple of the unit mileage, the vehicle is indicated to have traveled the unit mileage in the current driving style, and the driving style at this time is representative, so that the current driving style coefficient of the unit mileage is obtained to update the historical driving style coefficient, and the target driving style of the vehicle in the subsequent driving process can be predicted more accurately. When the target driving style coefficient is obtained, the current driving style coefficient and the historical driving style coefficient are comprehensively considered, so that accidental errors caused by overlarge differences between the current driving style coefficient and the historical driving style coefficient can be avoided, and further, the situation that the difference between the two continuous prediction results of the total motor energy is large is caused, and smooth transition during prediction is ensured. The target driving style coefficient is updated to be the historical driving style coefficient at the moment, so that the historical driving style coefficient acquired in the next acquisition period is guaranteed to be the target driving style coefficient.
Referring to fig. 3, preferably, the step S201 of obtaining the current driving style coefficient in the current unit mileage according to the method for estimating the motor energy as described above includes:
step S301, acquiring first operation data of the vehicle in the current unit mileage, where the first operation data includes: the average opening of a brake pedal in unit mileage when the vehicle brakes, the number of times of braking in unit mileage, the average opening of an accelerator pedal in unit mileage when the vehicle accelerates, and the average vehicle speed in unit mileage;
step S302, obtaining the current driving style coefficient of the current unit mileage according to the first operation data and the preset mapping relation.
In a preferred embodiment of the present application, when the step of obtaining the current driving style coefficient in the current unit mileage is performed, first operation data of the vehicle in the current unit mileage is obtained, and then the current driving style of the gear mileage is obtained according to the first operation data and a preset mapping relationship. Specifically, the first operation data is obtained from a brake pedal signal, an accelerator pedal signal, a vehicle speed signal, and the like reflecting the driving behavior of the driver, and in the present application, an average opening degree of the brake pedal at the time of braking of the vehicle per unit mileage, the number of times of braking per unit mileage, an average opening degree of the accelerator pedal at the time of acceleration of the vehicle per unit mileage, and an average vehicle speed per unit mileage are taken as examples. And further, according to the first operation data and a preset mapping relation, the current driving style coefficient of the current unit mileage can be obtained. The mapping relation is a function, which can be embodied in the forms of a preset algorithm, a table, a neural network and the like.
Referring to fig. 4, further, the method for processing the estimated motor energy as described above, according to the current driving style and the historical driving style coefficient, the step S302 of obtaining the target driving style coefficient includes:
step S401, obtaining a preset first weight corresponding to a current driving style coefficient and a preset second weight corresponding to a historical driving style coefficient;
step S402, according to the first weight and the second weight, weighting calculation is carried out on the current driving style coefficient and the historical driving style coefficient, and the target driving style coefficient is obtained.
In another embodiment of the present application, when the step of obtaining the target driving style coefficient according to the current driving style and the historical driving style coefficient is performed, it is preferable to perform weighted calculation on the current driving style coefficient and the historical driving style coefficient, where in order to avoid that the influence of the current driving style coefficient on the obtained target driving style coefficient is too large, when a first weight corresponding to the current driving style coefficient is preset, the first weight should be smaller than a second weight corresponding to the historical driving style coefficient, and a sum of the first weight and the second weight is one. Wherein, in a specific embodiment, the current driving style factor is preferably less than or equal to twenty-five percent of the first weight.
Specifically, the method for processing the estimated motor energy according to the above method for processing the estimated motor energy, according to the whole vehicle state information and the historical driving style coefficient, the step of obtaining the target driving style coefficient of the vehicle comprises the following steps:
and when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, taking the historical driving style coefficient as the target driving style coefficient.
In another embodiment of the present application, when the step of obtaining the target driving style coefficient of the vehicle according to the vehicle state information and the historical driving style coefficient is performed, if the current vehicle state information indicates that the vehicle is in the non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integer multiple of the unit mileage, it may be determined that the driver is not driving the vehicle currently, and the driving style is not affected at this time, so the historical driving style coefficient is directly used as the target driving style coefficient, the influence of the non-driving behavior on the driving style may be avoided, and the accuracy of the obtained target driving style coefficient is ensured.
Referring to fig. 5, preferably, in the method for processing the estimated motor energy consumption, according to the vehicle state information, the target driving style coefficient and the historical energy consumption relation table, the step S103 of determining that the vehicle is in the target driving style coefficient, the target motor energy consumption corresponding to each target average vehicle speed section in the navigation information includes:
Step S501, when the whole vehicle state information shows that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, acquiring the current unit motor energy consumption corresponding to the average vehicle speed and the target driving style coefficient in the current unit mileage, and updating a historical energy consumption relation table;
step S502, obtaining the target unit motor energy corresponding to each target average speed section when the vehicle is in the target driving style coefficient from the updated historical motor energy relation table.
In another preferred embodiment of the present application, when only the step of determining that the vehicle is in the target driving style coefficient according to the vehicle state information, the target driving style coefficient and the historical motor energy relation table is performed, the step of determining whether the historical motor energy relation table needs to be updated at this time according to the vehicle state information is performed to make the current driving style more suitable. At this time, if the vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integer multiple of the unit mileage, it indicates that the vehicle has traveled the unit mileage in the current driving style, and the motor energy consumption at this time is representative, so as to obtain the current unit motor energy consumption corresponding to the average vehicle speed and the target driving style coefficient in the unit mileage, further update the historical motor energy consumption relation table according to the current unit energy consumption, and obtain the target unit motor energy consumption corresponding to each target average vehicle speed section under the target driving style coefficient from the updated historical motor energy consumption relation table, so that the accuracy of the target unit motor energy consumption corresponding to the average vehicle speed and the target driving style coefficient in the current unit mileage of the vehicle in the subsequent driving process can be predicted more accurately. The application updates the historical energy consumption relation table after the vehicle running unit mileage, which is beneficial to ensuring the accuracy of the acquired target unit energy consumption and reducing or even avoiding accidental errors.
Referring to fig. 6, specifically, the method for processing the estimated motor energy consumption as described above, the step S501 of obtaining the average vehicle speed in the current unit mileage and the current unit motor energy consumption corresponding to the target driving style coefficient, and updating the historical motor energy consumption relation table includes:
Step S601, acquiring second operation data of the vehicle, where the second operation data includes: calculating a period, time consumed by unit mileage, motor direct current bus voltage, motor direct current bus current and unit mileage;
Step S602, obtaining the current energy consumption per unit and the average vehicle speed in the current mileage per unit according to the second operation data;
step S603, obtaining corresponding historical unit motor energy from a historical motor energy consumption relation table according to the target driving style coefficient and the average vehicle speed in the current unit mileage;
Step S604, determining the target unit motor energy consumption based on the current unit motor energy consumption and the history unit motor energy consumption, and updating the history motor energy consumption relation table based on the target unit motor energy consumption.
In another embodiment of the present application, when the step of acquiring the average vehicle speed in the current unit mileage and the current unit energy consumption corresponding to the target driving style coefficient and updating the history motor energy consumption relation table is performed, first, second operation data of the vehicle are acquired, and then the current unit motor energy consumption and the average vehicle speed in the current unit mileage can be obtained according to the second operation data; specifically, the second operation data is obtained according to a voltage signal, a current signal, a time signal, a mileage signal and the like which reflect the energy of the motor, and in the application, the calculation period, the time consumed by a unit mileage, the voltage of a direct current bus of the motor, the current of the direct current bus of the motor and the unit mileage are taken as examples, wherein the current unit motor energy consumption is obtained according to the second operation data, and the current unit motor energy consumption is determined according to a preset functional relation and can be concretely represented in a form of a calculation formula. When the average speed in the current unit mileage is obtained, the average speed can be determined according to the unit mileage and the time spent by the unit mileage, and can also be obtained according to the speed signal of the vehicle; the corresponding average speed section can be determined according to the average speed, and then the corresponding historical unit motor energy can be obtained from the historical energy consumption relational table according to the target driving style coefficient and the corresponding average speed section; and then the target unit motor energy consumption can be determined according to the current unit motor energy consumption and the historical unit motor energy consumption. Meanwhile, in order to ensure that the historical unit motor energy acquired in the subsequent acquisition period is the latest historical unit motor energy consumption, the historical motor energy consumption relation table is updated according to the target unit motor energy consumption.
Alternatively, in a specific embodiment of the present application, the second operation data is substituted into a preset calculation formula to obtain the current unit energy consumption. When the energy consumption of the unit motor is hundred kilometers, the calculation formula is as follows:
e is the current unit of motor energy, and the unit of E is kwh/100km;
t is the time spent in mileage per unit, and the unit is h;
t is a calculation period, and the unit of t is s;
U is the voltage of a direct current bus of the motor, and the unit of U is V;
I is motor direct current bus current, and the unit is A;
S is mileage in km.
Alternatively, the acquisition period and the calculation period described above may be the same.
Referring to fig. 7, further, the method for processing the estimated motor energy as described above, the step S604 of determining the target unit motor energy according to the current unit motor energy consumption and the historical unit motor energy includes:
Step S701, obtaining a preset third weight corresponding to the energy of the current unit motor and a preset fourth weight corresponding to the energy of the historical unit motor;
Step S702, according to the third weight and the fourth weight, weighting calculation is carried out on the current unit motor energy consumption and the historical unit motor energy consumption, and the target unit motor energy consumption is obtained.
In another embodiment of the present application, in the step of determining the target unit motor energy consumption from the current unit motor energy consumption and the historical unit motor energy consumption, it is preferable that the current unit motor energy consumption and the historical unit motor energy consumption are weighted, wherein, in order to avoid that the current unit motor energy consumption has an excessive influence on the obtained target unit motor energy consumption, the third weight should be smaller than the fourth weight corresponding to the historical unit motor energy consumption when the first weight corresponding to the current unit motor energy consumption is preset, and the sum of the third weight and the fourth weight is one. Wherein, in a specific embodiment, the current unit motor energy preferably has a first weight less than or equal to ten percent.
Specifically, according to the method for processing the estimated motor energy consumption, when the vehicle is in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table, the step of obtaining the target motor energy consumption corresponding to each target average vehicle speed section in the navigation information comprises the following steps:
when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, acquiring the target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in a target driving style coefficient from a historical motor energy relation table.
In another embodiment of the present application, when the step of obtaining the target motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in the target driving style coefficient according to the vehicle state information, the target driving style coefficient and the historical motor energy consumption relational table is performed, if the current vehicle state information indicates that the vehicle is in the non-driving mode or the current driving mileage in the driving mode after the current power-up is not an integer multiple of the unit mileage, it may be determined that the vehicle is not currently driven by the driver, and at this time, the influence on the unit motor energy consumption corresponding to each target average vehicle speed section when the target driving style is not caused, so when the target driving style coefficient is directly obtained from the historical motor energy consumption relational table, the historical motor energy consumption corresponding to each target average vehicle speed section is used as the target unit energy consumption, and the influence of the non-driving behavior on the unit energy consumption can be avoided, and the accuracy of the obtained target unit energy consumption is ensured.
Referring to fig. 8, another preferred embodiment of the present application also provides a controller comprising:
An acquisition module 801, configured to periodically acquire navigation information, vehicle status information, and a history driving style coefficient and history motor energy consumption relation table stored in a vehicle, where a corresponding relation between an average vehicle speed section and driving style coefficient and unit motor energy consumption is recorded in the history motor energy consumption relation table;
The first processing module 802 is configured to obtain a target driving style coefficient of the vehicle according to the entire vehicle state information and the historical driving style coefficient;
the second processing module 803 is configured to obtain, according to the vehicle state information, the target driving style coefficient, and the historical motor energy consumption relationship table, a target motor energy consumption corresponding to each target average vehicle speed segment in the navigation information when the vehicle is in the target driving style coefficient;
the third processing module 804 is configured to determine, according to the received navigation information, a target mileage corresponding to each target average vehicle speed segment in the remaining mileage;
and a fourth processing module 805, configured to obtain total motor energy consumption required by the remaining mileage according to the target mileage and the target motor energy consumption corresponding to each target average vehicle speed section.
Specifically, the controller, the first processing module, as described above, includes:
The first sub-processing module is used for acquiring a current driving style coefficient in a current unit mileage when the whole vehicle state information indicates that the current driving mileage of the vehicle in a driving mode after the current power-on is an integral multiple of the unit mileage;
And the second sub-processing module is used for obtaining a target driving style coefficient according to the current driving style coefficient and the historical driving style coefficient and updating the historical driving style coefficient according to the target driving style coefficient.
Preferably, the controller, the first sub-processing module, as described above, comprises:
The first acquisition unit is used for acquiring first operation data of the vehicle in the current unit mileage, wherein the first operation data comprises: the average opening of a brake pedal in unit mileage when the vehicle brakes, the number of times of braking in unit mileage, the average opening of an accelerator pedal in unit mileage when the vehicle accelerates, and the average vehicle speed in unit mileage;
The first processing unit is used for obtaining the current driving style coefficient of the current unit mileage according to the first operation data and the preset mapping relation.
Further, in the method for processing the estimated motor energy, the second sub-processing module includes:
The second acquisition unit is used for acquiring a preset first weight corresponding to the current driving style coefficient and a preset second weight corresponding to the historical driving style coefficient;
And the second processing unit is used for carrying out weighted calculation on the current driving style coefficient and the historical driving style coefficient according to the first weight and the second weight to obtain a target driving style coefficient.
Specifically, the controller as described above, the first processing module further includes:
And the third sub-processing module is used for taking the historical driving style coefficient as the target driving style coefficient when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage.
Preferably, the controller, the second processing module, as described above, comprises:
The fourth sub-processing module is used for acquiring the current unit motor energy corresponding to the average speed and the target driving style coefficient in the current unit mileage when the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, and updating the historical energy consumption relation table;
and the fifth sub-processing module is used for acquiring the target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in the target driving style coefficient from the updated historical motor energy relation table.
Specifically, the controller, the fourth sub-processing module, as described above, includes:
a third acquisition unit configured to acquire second operation data of the vehicle, the second operation data including: calculating a period, time consumed by unit mileage, motor direct current bus voltage, motor direct current bus current and unit mileage;
The third processing unit is used for obtaining the current unit motor energy and the average vehicle speed in the current unit mileage according to the second operation data;
the fourth processing unit is used for acquiring corresponding historical unit motor energy from the historical motor energy relation table according to the target driving style coefficient and the average vehicle speed in the current unit mileage;
And a fifth processing unit for determining the target unit motor energy consumption according to the current unit motor energy consumption and the historical unit motor energy consumption, and updating the historical motor energy consumption relation table according to the target unit motor energy consumption.
Further, the controller, the fifth sub-processing module, as described above, includes:
A fourth acquisition unit configured to acquire a preset third weight corresponding to the current unit motor power consumption and a fourth weight corresponding to the history unit power consumption;
And the sixth processing unit is used for carrying out weighted calculation on the current unit motor energy consumption and the historical unit motor energy consumption according to the third weight and the fourth weight to obtain the target unit motor energy consumption.
Specifically, the controller, the second processing module, as described above, includes:
when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, acquiring the target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in a target driving style coefficient from a historical motor energy relation table.
The embodiment of the controller of the present invention is a controller corresponding to the embodiment of the processing method, and all implementation means in the embodiment of the processing method are applicable to the embodiment of the controller, so that the same technical effects can be achieved.
Still another preferred embodiment of the present application provides a control system for estimating motor power, comprising: the information acquisition device and the controller are connected with the information acquisition device.
In one embodiment of the present application, the control system includes: an information acquisition device for acquiring information in a vehicle, wherein the acquired information includes, but is not limited to: navigation information, whole vehicle state information, historical driving style coefficient, historical energy consumption relation table and the like, and when the controller executes the information acquired by the acquisition device, executing the steps of the processing method for estimating the energy consumption of the motor.
Yet another preferred embodiment of the present application also provides a vehicle including a control system for estimating motor power as described above.
Another preferred embodiment of the present application also provides a readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the method of processing estimated motor power as described above.
Furthermore, the present application may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed.
It is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprise," "include," or any other variation thereof, are intended to cover a non-exclusive inclusion.
While the foregoing is directed to the preferred embodiments of the present application, it will be appreciated by those skilled in the art that various modifications and adaptations can be made without departing from the principles of the present application, and such modifications and adaptations are intended to be comprehended within the scope of the present application.
Claims (9)
1. A method of processing estimated motor power consumption, comprising:
periodically acquiring navigation information, whole vehicle state information and a historical driving style coefficient and historical motor energy consumption relation table stored in a vehicle, wherein the corresponding relation between an average vehicle speed section and a driving style coefficient and unit motor energy consumption is recorded in the historical motor energy consumption relation table, and the historical driving style coefficient and the historical motor energy consumption relation table are data stored when the vehicle is powered down last time or data stored in the last acquisition period;
Obtaining a target driving style coefficient of the vehicle according to the whole vehicle state information and the historical driving style coefficient;
acquiring target motor energy corresponding to each target average speed section in the navigation information when the vehicle is positioned in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy relation table;
determining a target mileage corresponding to each target average speed section in the remaining mileage according to the navigation information;
obtaining total motor energy consumption required by the residual mileage according to the target mileage corresponding to each target average speed section and the target motor energy consumption;
The step of obtaining the target driving style coefficient of the vehicle according to the whole vehicle state information and the historical driving style coefficient comprises the following steps:
When the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, acquiring the current driving style coefficient in the current unit mileage;
Obtaining the target driving style coefficient according to the current driving style coefficient and the historical driving style coefficient, and updating the historical driving style coefficient according to the target driving style coefficient;
The step of obtaining the target driving style coefficient according to the current driving style coefficient and the historical driving style coefficient comprises the following steps:
Acquiring a preset first weight corresponding to the current driving style coefficient and a preset second weight corresponding to the historical driving style coefficient;
According to the first weight and the second weight, carrying out weighted calculation on the current driving style coefficient and the historical driving style coefficient to obtain the target driving style coefficient;
The step of determining the target motor energy consumption corresponding to each target average speed section in the navigation information when the vehicle is in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy consumption relation table comprises the following steps:
When the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, acquiring the current unit motor energy consumption corresponding to the average vehicle speed and the target driving style coefficient in the current unit mileage, and updating the historical energy consumption relation table;
Acquiring target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in the target driving style coefficient from the updated historical motor energy relation table;
the step of acquiring the current unit motor energy consumption corresponding to the average vehicle speed and the target driving style coefficient in the current unit mileage and updating the historical energy consumption relation table comprises the following steps:
Acquiring second operation data of the vehicle, wherein the second operation data comprises: calculating a period, time consumed by unit mileage, motor direct current bus voltage, motor direct current bus current and unit mileage;
obtaining the current energy consumption per unit and the average vehicle speed in the current unit mileage according to the second operation data;
acquiring corresponding historical unit motor energy from the historical motor energy relation table according to the target driving style coefficient and the average vehicle speed in the current unit mileage;
And determining the target unit motor energy consumption according to the current unit motor energy consumption and the historical unit motor energy consumption, and updating the historical motor energy consumption relation table according to the target unit motor energy consumption.
2. The method of claim 1, wherein the step of obtaining the current driving style factor in the current unit mileage comprises:
Acquiring first operation data of the vehicle in the current unit mileage, wherein the first operation data comprises: the average opening of a brake pedal in unit mileage when the vehicle brakes, the number of times of braking in unit mileage, the average opening of an accelerator pedal in unit mileage when the vehicle accelerates, and the average vehicle speed in unit mileage;
and obtaining the current driving style coefficient of the current unit mileage according to the first operation data and a preset mapping relation.
3. The method for processing predicted motor energy according to claim 1, wherein the step of obtaining the target driving style coefficient of the vehicle from the vehicle state information and the historical driving style coefficient comprises:
And when the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, taking the historical driving style coefficient as the target driving style coefficient.
4. The method of processing predicted motor energy consumption according to claim 1, wherein the step of determining the target unit motor energy consumption from the current unit motor energy consumption and the historical unit motor energy consumption includes:
Acquiring a preset third weight corresponding to the current unit motor energy consumption and a preset fourth weight corresponding to the historical unit motor energy consumption;
and according to the third weight and the fourth weight, carrying out weighted calculation on the current unit motor energy and the historical unit motor energy to obtain the target unit motor energy consumption.
5. The method for processing predicted motor energy consumption according to claim 1, wherein the step of obtaining the target motor energy consumption corresponding to each target average vehicle speed section in the navigation information when the vehicle is in the target driving style coefficient according to the vehicle state information, the target driving style coefficient, and the history motor energy consumption relation table comprises:
When the whole vehicle state information indicates that the vehicle is in a non-driving mode or the current driving mileage in the driving mode after the current power-on is not an integral multiple of the unit mileage, acquiring the target unit motor energy corresponding to each target average vehicle speed section from the historical motor energy consumption relation table when the vehicle is in the target driving style coefficient.
6. A controller, comprising:
The system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for periodically acquiring navigation information, whole vehicle state information, and historical driving style coefficients and historical motor energy consumption relation tables stored in a vehicle, wherein the corresponding relation between an average vehicle speed section and driving style coefficients and unit motor energy consumption is recorded in the historical motor energy relation tables, and the historical driving style coefficients and the historical motor energy consumption relation tables are data stored when the vehicle is powered off last time or data stored in the last acquisition period;
the first processing module is used for obtaining a target driving style coefficient of the vehicle according to the whole vehicle state information and the historical driving style coefficient;
The second processing module is used for acquiring target motor energy corresponding to each target average speed section in the navigation information when the vehicle is positioned in the target driving style coefficient according to the whole vehicle state information, the target driving style coefficient and the historical motor energy relation table;
the third processing module is used for determining a target mileage corresponding to each target average speed section in the remaining mileage according to the navigation information;
The fourth processing module is used for obtaining total motor energy consumption required by the residual mileage according to the target mileage corresponding to each target average speed section and the target motor energy consumption;
the first processing module includes:
The first sub-processing module is used for acquiring a current driving style coefficient in a current unit mileage when the whole vehicle state information indicates that the current driving mileage of the vehicle in a driving mode after the current power-on is an integral multiple of the unit mileage;
The second sub-processing module is used for obtaining a target driving style coefficient according to the current driving style coefficient and the historical driving style coefficient and updating the historical driving style coefficient according to the target driving style coefficient;
a second sub-processing module comprising:
The second acquisition unit is used for acquiring a preset first weight corresponding to the current driving style coefficient and a preset second weight corresponding to the historical driving style coefficient;
The second processing unit is used for carrying out weighted calculation on the current driving style coefficient and the historical driving style coefficient according to the first weight and the second weight to obtain a target driving style coefficient;
A second processing module comprising:
The fourth sub-processing module is used for acquiring the current unit motor energy corresponding to the average speed and the target driving style coefficient in the current unit mileage when the whole vehicle state information indicates that the current driving mileage of the vehicle in the driving mode after the current power-on is an integral multiple of the unit mileage, and updating the historical energy consumption relation table;
A fifth sub-processing module, configured to obtain, from the updated historical motor energy relation table, a target unit motor energy consumption corresponding to each target average vehicle speed section when the vehicle is in the target driving style coefficient;
a fourth sub-processing module comprising:
a third acquisition unit configured to acquire second operation data of the vehicle, the second operation data including: calculating a period, time consumed by unit mileage, motor direct current bus voltage, motor direct current bus current and unit mileage;
The third processing unit is used for obtaining the current unit motor energy and the average vehicle speed in the current unit mileage according to the second operation data;
the fourth processing unit is used for acquiring corresponding historical unit motor energy from the historical motor energy relation table according to the target driving style coefficient and the average vehicle speed in the current unit mileage;
And a fifth processing unit for determining the target unit motor energy consumption according to the current unit motor energy consumption and the historical unit motor energy consumption, and updating the historical motor energy consumption relation table according to the target unit motor energy consumption.
7. A control system for estimating energy consumption of a motor, comprising: the information acquisition device and the controller according to claim 6, wherein the controller is connected to the information acquisition device respectively.
8. A vehicle comprising a control system for estimating energy consumption of an electric motor according to claim 7.
9. A readable storage medium, wherein a computer program is stored on the readable storage medium, which computer program, when being executed by a processor, implements the steps of the method of estimating electric energy consumption of a motor according to any of claims 1 to 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110458340.9A CN114670647B (en) | 2021-04-27 | 2021-04-27 | Processing method, controller, system and vehicle for estimating motor energy |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110458340.9A CN114670647B (en) | 2021-04-27 | 2021-04-27 | Processing method, controller, system and vehicle for estimating motor energy |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114670647A CN114670647A (en) | 2022-06-28 |
| CN114670647B true CN114670647B (en) | 2024-06-25 |
Family
ID=82069619
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110458340.9A Active CN114670647B (en) | 2021-04-27 | 2021-04-27 | Processing method, controller, system and vehicle for estimating motor energy |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114670647B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115158329A (en) * | 2022-06-29 | 2022-10-11 | 中国第一汽车股份有限公司 | Driving style recognition method and vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107264326A (en) * | 2017-07-04 | 2017-10-20 | 重庆长安汽车股份有限公司 | A kind of method that continual mileage to pure electric automobile is estimated |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109849676B (en) * | 2017-11-30 | 2020-10-27 | 长城汽车股份有限公司 | Driving range calculation method and system |
| CA2992333C (en) * | 2018-01-19 | 2020-06-02 | Nymi Inc. | User access authorization system and method, and physiological user sensor and authentication device therefor |
| CN111038334A (en) * | 2019-12-31 | 2020-04-21 | 华人运通(江苏)技术有限公司 | Method and device for predicting driving range of electric automobile |
-
2021
- 2021-04-27 CN CN202110458340.9A patent/CN114670647B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107264326A (en) * | 2017-07-04 | 2017-10-20 | 重庆长安汽车股份有限公司 | A kind of method that continual mileage to pure electric automobile is estimated |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114670647A (en) | 2022-06-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107933317B (en) | Method, device and equipment for estimating remaining driving range and pure electric vehicle | |
| EP3369604B1 (en) | Method and system for estimating remaining range of electric car, and electric car | |
| US8666576B2 (en) | Technique for calculating distance to empty in electric vehicle | |
| CN113682196B (en) | Electric automobile endurance mileage evaluation method and device and automobile | |
| CN105564250B (en) | Brake control method and system for environmentally friendly vehicle | |
| CN109849676B (en) | Driving range calculation method and system | |
| CN114670647B (en) | Processing method, controller, system and vehicle for estimating motor energy | |
| CN108985966B (en) | Electric quantity consumption calculation method and device, vehicle and computer readable storage medium | |
| CN112373319B (en) | Power system control method and system of range-extended vehicle and vehicle | |
| CN113665431A (en) | Method and device for estimating remaining endurance mileage of electric automobile | |
| WO2022199417A1 (en) | Method and apparatus for determining endurance mileage, and vehicle | |
| CN114919459B (en) | Method and device for determining driving range and computer equipment | |
| CN115303290B (en) | System key level switching method and system of vehicle hybrid key level system | |
| CN116788254A (en) | Fuel oil endurance mileage display method and device, electronic equipment and storage medium | |
| CN115675095A (en) | Vehicle driving mileage determination method, vehicle, and storage medium | |
| CN116749774A (en) | Method and device for determining endurance mileage, electronic equipment and readable storage medium | |
| CN110861501A (en) | Method for estimating endurance mileage of electric automobile based on self-learning | |
| CN117227590A (en) | Fuel cell automobile purging control method and device | |
| CN116749834A (en) | Energy monitoring method and device for range-extended automobile | |
| CN113829962A (en) | Vehicle control method and device | |
| CN115195527B (en) | Power battery energy consumption control method and device | |
| CN111038487A (en) | Battery electric quantity control method and control system of hybrid power vehicle | |
| CN116620037A (en) | Driving motor power prediction method and device, electronic equipment and vehicle | |
| CN117429266A (en) | Method and device for determining endurance display value, vehicle, electronic equipment and storage medium | |
| CN116968560A (en) | Vehicle remaining driving range processing method and electronic equipment |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |