CN115257461A - Method and device for determining remaining driving range - Google Patents
Method and device for determining remaining driving range Download PDFInfo
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- CN115257461A CN115257461A CN202210898752.9A CN202210898752A CN115257461A CN 115257461 A CN115257461 A CN 115257461A CN 202210898752 A CN202210898752 A CN 202210898752A CN 115257461 A CN115257461 A CN 115257461A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- 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
- B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
- B60W2530/13—Mileage
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- 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
Abstract
The application belongs to the field of electric automobiles and discloses a method and a device for determining residual driving range. The method comprises the following steps: acquiring an actual running attenuation coefficient of the previous stroke; in the process of the journey, according to a preset display period, acquiring the current battery load state SOC of the vehicle battery corresponding to the current display period, an influence coefficient corresponding to the current vehicle running information and an influence coefficient corresponding to the current battery running information; and determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-power driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information. By adopting the method and the device, the accuracy of calculating the actual remaining driving range can be improved.
Description
Technical Field
The application relates to the technical field of electric automobiles, in particular to a method and a device for determining remaining driving range.
Background
At present, when a user drives an electric automobile to go out, a meter panel of the electric automobile displays the remaining driving range, and the remaining driving range is used for prompting the user of the driving range of the electric automobile.
In the prior art, when calculating the remaining driving range, the remaining driving range of the electric vehicle is usually determined according to the full-charge range of the vehicle battery and the SOC (State of charge) of the vehicle battery at the lowest temperature of the battery pack. However, the residual driving range is calculated by adopting the method, and the influence of the use of the electric automobile parts on the residual driving range of the electric automobile and the influence of the use habits of the user on the residual driving range of the electric automobile are not considered. Resulting in a large error between the calculated remaining range and the actual remaining range of the vehicle battery.
Therefore, how to improve the accuracy when calculating the remaining driving range of the electric automobile is a technical problem to be solved.
Disclosure of Invention
In view of the foregoing, it is desirable to provide a method and an apparatus for determining a remaining driving range.
In a first aspect, a method for determining a remaining driving range is provided, the method comprising:
acquiring an actual running attenuation coefficient of the previous stroke;
in the process of the journey, according to a preset display period, acquiring the current battery load state SOC of the vehicle battery corresponding to the current display period, an influence coefficient corresponding to the current vehicle running information and an influence coefficient corresponding to the current battery running information;
and determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-power driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information.
As an alternative embodiment, the obtaining the actual travel damping coefficient of the last trip includes:
acquiring a first total mileage of a vehicle at the beginning of a previous trip, a first remaining driving range, a second total mileage of the vehicle at the end of the previous trip, a second remaining driving range, an influence coefficient corresponding to historical vehicle operation information in the previous trip and an influence coefficient corresponding to historical battery operation information of the previous trip;
determining the difference value of the second vehicle total mileage and the first vehicle total mileage as the actual total mileage of the last trip;
determining the difference value of the first remaining driving range and the second remaining driving range as the estimated total range of the last trip;
determining the ratio of the estimated total mileage to the actual total mileage as the estimated driving attenuation coefficient of the last trip;
and determining the ratio of the estimated running attenuation coefficient of the previous journey to the product of the influence coefficient corresponding to the historical vehicle running information in the previous journey and the influence coefficient corresponding to the historical battery running information in the previous journey as the actual running attenuation coefficient of the previous journey.
As an optional implementation manner, the determining an actual remaining driving range corresponding to a current display period according to the actual driving attenuation coefficient, the current SOC, a preset full-power driving range, an influence coefficient corresponding to the current vehicle operation information, and an influence coefficient corresponding to the current battery operation information includes:
determining the product of the preset full-electric driving range, the driving attenuation coefficient and the current SOC as the estimated residual driving range;
and determining the product of the estimated residual driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information as the actual residual driving range.
As an alternative embodiment, the current vehicle operation information includes high-voltage accessory use information, vehicle speed information, and vehicle driving mode information, and the current battery operation information includes battery pack temperature.
As an optional implementation, the method further comprises:
and performing linear interpolation processing and filtering processing on the actual remaining driving range corresponding to the last display period and the actual remaining driving range corresponding to the current display period to obtain the displayed remaining driving range corresponding to the current display period.
In a second aspect, there is provided an apparatus for determining a remaining driving range, the apparatus comprising:
the first acquisition module is used for acquiring the actual running attenuation coefficient of the previous stroke;
the second acquisition module is used for acquiring the current battery load state SOC of the vehicle battery corresponding to the current display period, the influence coefficient corresponding to the current vehicle running information and the influence coefficient corresponding to the current battery running information according to the preset display period in the process of the journey;
and the determining module is used for determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-power driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information.
As an optional implementation manner, the first obtaining module is specifically configured to:
acquiring a first total mileage of a vehicle at the beginning of a previous trip, a first remaining driving range, a second total mileage of the vehicle at the end of the previous trip, a second remaining driving range, an influence coefficient corresponding to historical vehicle operation information in the previous trip and an influence coefficient corresponding to historical battery operation information of the previous trip;
determining the difference value of the second vehicle total mileage and the first vehicle total mileage as the actual total mileage of the last trip;
determining the difference value of the first residual driving range and the second residual driving range as the estimated total range of the last trip;
determining the ratio of the estimated total mileage to the actual total mileage as the estimated driving attenuation coefficient of the last trip;
and determining the ratio of the estimated running attenuation coefficient of the previous journey to the product of the influence coefficient corresponding to the historical vehicle running information in the previous journey and the influence coefficient corresponding to the historical battery running information in the previous journey as the actual running attenuation coefficient of the previous journey.
As an optional implementation manner, the determining module is specifically configured to:
determining the product of the preset full-power driving range, the driving attenuation coefficient and the current SOC as the estimated residual driving range;
and determining the product of the estimated remaining driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information as the actual remaining driving range.
As an optional implementation, the current vehicle operation information includes high-voltage accessory use information, vehicle speed information, and vehicle driving mode information, and the current battery operation information includes a battery pack temperature.
As an optional implementation, the apparatus further comprises:
and the processing module is used for performing linear interpolation processing and filtering processing on the actual remaining driving range corresponding to the last display period and the actual remaining driving range corresponding to the current display period to obtain the displayed remaining driving range corresponding to the current display period.
In a third aspect, a computer device is provided, comprising a memory having stored thereon a computer program operable on a processor, and the processor when executing the computer program, performs the method steps according to the first aspect.
In a fourth aspect, a computer-readable storage medium is provided, having stored thereon a computer program which, when being executed by a processor, carries out the method steps of the first aspect.
The application provides a method for determining the remaining driving range, and the technical scheme provided by the embodiment of the application at least has the following beneficial effects: when the remaining driving range of the current electric quantity of the electric automobile is calculated, the influence of the driving attenuation coefficient on the remaining driving range is considered, and the use of the high-voltage accessory, the speed, the temperature of the battery pack, the driving mode and the service life of the battery pack of the electric automobile on the current electric quantity of the electric automobile is also considered. The calculated residual driving range and the actual residual driving range of the vehicle battery are prevented from having larger errors, so that the calculated residual driving range is more consistent with the actual residual driving range of the vehicle, and the accuracy of calculating the residual driving range is improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a flowchart of a remaining driving range determining method according to an embodiment of the present disclosure;
fig. 2 is a schematic structural diagram of a remaining driving range determining apparatus according to an embodiment of the present disclosure;
fig. 3 is a schematic structural diagram of a computer device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of and not restrictive on the broad application.
The method for determining the remaining driving range provided by the embodiment of the application can be applied to electric automobiles. In the prior art, when determining the remaining driving range of the electric automobile, the current battery load state SOC of the battery of the vehicle and the preset full driving range of the vehicle are generally used as the basis. The calculation method is equivalent to that all the electric quantity of the default electric automobile is used for driving, and the influence of the use of parts of the electric automobile on the remaining driving range of the electric automobile and the influence of the use habits of the user on the remaining driving range of the electric automobile are not considered. Resulting in the calculated remaining driving range being greater than the actual remaining driving range of the vehicle battery, causing a user to be confused about vehicle use arrangement, resulting in complaints from the user.
In the application, irreversible use damage to certain parts of the electric automobile caused by each vehicle stroke is considered, and the use damage affects the endurance mileage of the electric automobile. Meanwhile, the remaining driving range of the electric vehicle is also affected by the use condition of the high-voltage accessories, the running speed of the vehicle, the driving mode of the vehicle, the temperature of a battery pack, the actual driving of the vehicle, the addition or maintenance and other factors. Therefore, each time the electric automobile calculates the current remaining driving range, the actual driving attenuation coefficient of the previous trip is obtained, so that the influence of the previous use damage of the electric automobile on the actual remaining driving range of the vehicle battery can be calculated. Then, in the process of the journey, according to a preset display period, the electric automobile obtains the current SOC of the vehicle battery corresponding to the current display period, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information. And the electric automobile determines the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-electricity driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information. Therefore, when the residual driving range of the current trip is calculated, the influence of other factors influencing the residual driving range of the electric automobile on the residual driving range of the electric automobile is considered, so that the calculated residual driving range of the electric automobile is more accurate, and the calculation accuracy is improved.
The following will describe a method for determining a remaining driving range according to an embodiment of the present application in detail with reference to specific embodiments, and fig. 1 is a flowchart of the method for determining a remaining driving range according to an embodiment of the present application, as shown in fig. 1, and includes the following specific steps:
and 101, acquiring an actual running attenuation coefficient of the previous trip.
In the implementation, after electric automobile leaves the factory, the stroke all can cause certain irreversible use to damage to electric automobile's motor and other parts of vehicle at every turn for the remaining life of motor and other parts of vehicle can shorten, leads to the efficiency reduction of motor and other parts of vehicle, thereby will lead to motor and other parts of vehicle to travel under the condition of the same mileage at the drive electric automobile, and power consumption increases, thereby influences the remaining continuation of the journey mileage of electric automobile's battery. Meanwhile, in the last trip, the operation conditions of the vehicle (such as the use condition of high-voltage accessories, the operation speed of the vehicle, the driving mode of the vehicle, and the like) and the operation conditions of the battery (such as the temperature of a battery pack) also affect the power consumption of the battery, so that the remaining driving range of the battery of the electric automobile is affected.
Since the damage of the components of the electric vehicle is gradually accumulated along with the previous trip, the vehicle operation condition and the battery operation condition of the electric vehicle in the current trip may not be the same as those in the previous trip. Therefore, when the electric vehicle calculates the remaining driving range, it is necessary to first obtain the actual driving attenuation coefficient of the previous trip. The actual driving attenuation coefficient is the attenuation coefficient corresponding to the residual driving range of the battery only considering the influence of the use damage of the motor.
As an alternative embodiment, the process of acquiring the actual driving damping coefficient of the previous trip by the electric vehicle is as follows.
The method comprises the steps of firstly, obtaining a first total vehicle mileage at the beginning of a last trip, a first remaining driving range, a second total vehicle mileage at the end of the last trip, a second remaining driving range, an influence coefficient corresponding to historical vehicle operation information in the last trip and an influence coefficient corresponding to historical battery operation information in the last trip.
In the implementation, the electric quantity actually consumed by the battery of the electric automobile in the last trip includes the electric quantity consumed by the actual driving distance of the vehicle, the electric quantity additionally consumed by the use damage of the motor, the electric quantity additionally consumed by the running condition of the vehicle and the electric quantity additionally consumed by the running condition of the battery. Therefore, in the last trip, the actual driving range of the vehicle, the driving range of the additionally consumed electric quantity due to the damage of the motor, the driving range of the additionally consumed electric quantity due to the running condition of the vehicle, and the driving range of the additionally consumed electric quantity due to the running condition of the battery are also included in the driving range of the actually consumed electric quantity of the battery of the electric vehicle. The range that can be traveled by the amount of electricity actually consumed by the battery of the electric vehicle can be calculated from the remaining driving range of the battery at the beginning (i.e., the first remaining driving range) and the remaining driving range of the battery at the end (i.e., the second remaining driving range) in the last trip. The actual driving distance of the electric vehicle in the last trip can be calculated by the total driving distance of the vehicle at the beginning (i.e. the first total driving distance) and the total driving distance of the vehicle at the end (i.e. the second total driving distance) in the last trip. Meanwhile, the electric automobile also needs to obtain an influence coefficient corresponding to the influence of the historical vehicle operation information on the battery power consumption in the last trip and an influence coefficient corresponding to the influence of the historical battery operation information on the battery power consumption.
And step two, determining the difference value of the total mileage of the second vehicle and the total mileage of the first vehicle as the actual total mileage of the last trip.
In an implementation, the total mileage of the vehicle is the sum of all the actual driving mileage of the vehicle after the vehicle leaves the factory. The electric vehicle may determine the actual total mileage of the last trip by the difference between the total mileage of the vehicle at the beginning (i.e., the first total mileage of the vehicle) and the total mileage of the vehicle at the end (i.e., the second total mileage of the vehicle). Therefore, the electric vehicle determines the difference between the acquired second total mileage of the vehicle and the first total mileage of the vehicle as the actual total mileage of the last trip.
As an alternative embodiment, the difference between the total mileage of the second vehicle and the total mileage of the first vehicle is determined as the actual total mileage of the previous trip by the following formula:
Q1＝A2-A1
where Q1 represents the actual total mileage on the last trip, A2 represents the second vehicle total mileage on the last trip, and A1 represents the first vehicle total mileage on the last trip.
And step three, determining the difference value of the first residual driving range and the second residual driving range as the estimated total range of the last trip.
In implementation, the estimated total mileage of the last trip is the mileage which can be driven by the electric quantity actually consumed by the battery of the electric vehicle in the last trip. The electric vehicle can determine the estimated total mileage of the last trip by the difference between the remaining driving range of the battery at the beginning (i.e. the first remaining driving range) and the remaining driving range of the battery at the end (i.e. the second remaining driving range) of the last trip. Therefore, the electric automobile determines the difference value between the acquired first remaining driving range and the acquired second remaining driving range as the estimated total driving range of the last trip.
As an alternative embodiment, the formula for determining the difference between the first remaining range and the second remaining range as the estimated total range of the previous trip is as follows:
Q2＝B2-B1
wherein Q2 represents the estimated total mileage on the last trip, B2 represents the first remaining range on the last trip, and B1 represents the second remaining range on the last trip.
And step four, determining the ratio of the estimated total mileage to the actual total mileage as the estimated driving attenuation coefficient of the last trip.
In implementation, the estimated total mileage is the mileage that can be traveled by the amount of electricity actually consumed by the battery of the electric vehicle. The mileage that can be traveled by the electric quantity actually consumed by the battery of the electric vehicle also includes the actual mileage of the vehicle, the mileage that can be traveled by the electric quantity additionally consumed by the damage of the motor, the mileage that can be traveled by the electric quantity additionally consumed by the operating condition of the vehicle, and the mileage that can be traveled by the electric quantity additionally consumed by the operating condition of the battery. Therefore, the estimated total mileage is not equal to the actual total mileage, and the estimated total mileage is more than the actual total mileage. The estimated driving attenuation coefficient of the previous trip is an influence coefficient corresponding to the influence of the electric quantity additionally consumed by the use damage of the motor and other parts of the vehicle in the previous trip and the influence coefficient of the historical vehicle operation information on the battery electric consumption and the influence coefficient of the historical battery operation information on the battery electric consumption on the residual driving range of the electric vehicle. Therefore, the estimated total mileage is compared with the actual total mileage, that is, the influence coefficients corresponding to the influence of the additionally consumed electric quantity caused by the damage of the motor in the last trip, the battery power consumption of the historical vehicle operation information and the influence coefficient corresponding to the battery power consumption of the historical battery operation information on the residual driving mileage of the electric vehicle are obtained. Therefore, the ratio of the estimated total mileage to the actual total mileage is determined by the electric vehicle as the estimated driving attenuation coefficient of the last trip.
As an alternative embodiment, the ratio of the estimated total mileage to the actual total mileage is determined as the estimated travel attenuation coefficient formula of the last trip:
C1＝Q2/Q1
wherein C1 represents the estimated driving attenuation coefficient of the last trip, Q2 represents the estimated total mileage of the last trip, and Q1 represents the actual total mileage of the last trip.
And step five, determining the ratio of the estimated running attenuation coefficient of the previous journey to the product of the influence coefficient corresponding to the historical vehicle running information in the previous journey and the influence coefficient corresponding to the historical battery running information in the previous journey as the actual running attenuation coefficient of the previous journey.
In implementation, the actual driving attenuation coefficient of the last trip is an influence coefficient corresponding to the influence caused by the additionally consumed electric quantity due to the damage of the motor in the last trip. Meanwhile, the estimated driving attenuation coefficient of the previous trip is an influence coefficient corresponding to the influence of the electric quantity additionally consumed by the use damage of the motor and other parts of the vehicle in the previous trip, the battery power consumption of the historical vehicle operation information and the influence coefficient corresponding to the battery power consumption of the historical battery operation information on the residual driving range of the electric vehicle. Therefore, the estimated running attenuation coefficient of the last trip is multiplied by the influence coefficient corresponding to the historical vehicle running information in the last trip and the influence coefficient corresponding to the historical battery running information of the last trip, and the actual running attenuation coefficient of the last trip can be determined.
The influence coefficient corresponding to the historical vehicle operation information in the previous trip comprises an influence coefficient corresponding to the high-voltage accessory use information of the electric vehicle in the previous trip, an influence coefficient corresponding to the vehicle speed information of the electric vehicle in the previous trip and an influence coefficient corresponding to the vehicle driving mode information of the electric vehicle in the previous trip. The high-voltage accessory use information comprises use information corresponding to the operation of the high-voltage accessory or use information corresponding to the non-operation of the high-voltage accessory. The high-voltage accessory use information in the last trip is the use information corresponding to the operation state with the maximum operation length of the high-voltage accessory in the last trip. The vehicle speed information includes an electric vehicle speed. And the vehicle speed information in the previous trip is the average speed of the electric vehicle in the previous trip. The vehicle driving mode information includes a driving mode of the electric vehicle. And the vehicle driving mode information in the previous trip is the driving mode of the maximum driving time of the electric vehicle in the previous trip.
And the historical battery operation information of the last trip is battery pack temperature attenuation information. The temperature attenuation information of the battery pack in the last trip is the average temperature attenuation information of the battery pack in the last trip.
When leaving the factory, a technician determines influence coefficients of the vehicle operation information and the battery operation information respectively according to the vehicle operation information and the battery operation information of the electric automobile in advance, and obtains corresponding relations among the vehicle operation information, the battery operation information and the influence coefficients. Therefore, the electric automobile obtains the influence coefficient corresponding to the historical vehicle operation information in the previous trip according to the historical vehicle operation information in the previous trip, and obtains the influence coefficient corresponding to the historical battery operation information in the previous trip according to the historical battery operation information in the previous trip.
As an alternative embodiment, the ratio of the estimated running attenuation coefficient of the previous trip to the product of the influence coefficient corresponding to the historical vehicle operation information in the previous trip and the influence coefficient corresponding to the historical battery operation information in the previous trip is determined as the actual running attenuation coefficient of the previous trip according to the following formula:
S＝C1/(C2*C3)
wherein S represents an actual running attenuation coefficient of a last trip, C1 represents an estimated running attenuation coefficient of the last trip, C2 represents an influence coefficient corresponding to historical vehicle running information in the last trip, and C3 represents an influence coefficient corresponding to historical battery running information in the last trip.
Step 102, in the process of the journey, according to a preset display period, acquiring a current battery load state SOC of a vehicle battery corresponding to the current display period, an influence coefficient corresponding to current vehicle operation information and an influence coefficient corresponding to current battery operation information.
In implementation, during the driving process of the electric vehicle, the electric vehicle continuously and circularly calculates the current remaining driving range corresponding to the current SOC according to a period. In order to make the calculated remaining range more accurate, the cycle duration is preferably 20s to 50s. Different SOC of the electric automobile corresponds to different remaining driving range. Therefore, it is necessary to acquire the current battery load state SOC of the vehicle battery corresponding to the current display period of the electric vehicle. Meanwhile, the vehicle operating condition and the battery operating condition of the electric vehicle in the current trip may not be the same as those in the previous trip. Therefore, the electric vehicle needs to obtain an influence coefficient corresponding to the current vehicle operation information and an influence coefficient corresponding to the current battery operation information in the current trip.
The current vehicle operation information comprises use information corresponding to the operation state with the maximum current operation time length of the high-voltage accessory in the current trip, the current average speed of the electric vehicle in the current trip and the current driving mode with the maximum driving time length of the electric vehicle in the current trip. The current battery operation information is the current average temperature attenuation information of the battery pack in the current journey.
And 103, determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-power driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information.
In implementation, the electric vehicle can determine the driving range of the battery of the electric vehicle, which can actually consume the electric quantity corresponding to the current SOC, according to the current SOC and the preset full-power driving range. Because the actual driving attenuation coefficient of the last trip, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information all cause loss of the residual electric quantity of the vehicle battery of the electric vehicle, the actual residual driving range corresponding to the current display period of the electric vehicle is influenced. Therefore, the electric automobile can determine the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-power driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information.
As an optional implementation manner, the specific step of determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-power driving range, the influence coefficient corresponding to the current vehicle operation information, and the influence coefficient corresponding to the current battery operation information is as follows.
Step one, determining the product of the preset full-electricity driving range, the actual driving attenuation coefficient and the current SOC as the estimated residual driving range.
In implementation, the estimated remaining driving range is the range which can be driven by the electric quantity actually consumed by the battery. Different SOC of the electric automobile corresponds to different remaining driving range. The electric vehicle can determine the distance that the battery of the electric vehicle can run by actually consuming the electric quantity corresponding to the current SOC (namely, the estimated remaining driving range) under the actual driving attenuation coefficient of the last trip of the electric vehicle according to the current SOC, the preset full-electricity driving range and the actual driving attenuation coefficient of the last trip. Therefore, the electric vehicle determines the product of the preset full-electric driving range, the actual driving attenuation coefficient and the current SOC as the estimated remaining driving range.
As an alternative embodiment, the formula for determining the product of the preset full-electric range, the actual driving attenuation coefficient and the current SOC as the estimated remaining range is as follows:
D2＝D1*S*SOC
wherein D2 represents the estimated residual driving range of the current journey, D1 represents the preset full-electricity driving range, S represents the actual driving attenuation coefficient of the last journey, and SOC represents the current SOC of the current journey.
And step two, determining the product of the estimated residual driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information as the actual residual driving range.
In the implementation, the electric quantity actually consumed by the battery of the electric automobile includes an electric quantity consumed by an actual driving distance of the vehicle, an electric quantity additionally consumed by a usage damage of the motor, an electric quantity additionally consumed by a running condition of the vehicle, and an electric quantity additionally consumed by a running condition of the battery. The estimated remaining driving range is determined when the electric quantity corresponding to the current SOC is completely consumed in the actual driving range of the vehicle, and the additionally consumed electric quantity under the vehicle running condition and the additionally consumed electric quantity under the battery running condition are not considered. Therefore, the estimated remaining range is larger than the actual remaining range. Therefore, the influence of the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information on the remaining driving range needs to be further considered. Therefore, the electric vehicle determines the product of the estimated remaining driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information as the actual remaining driving range. Therefore, the determined actual residual driving range is more accurate.
The current vehicle operation information comprises use information corresponding to the operation state with the maximum current operation time length of the high-voltage accessory in the current trip, the current average speed of the electric vehicle in the current trip and the current driving mode with the maximum driving time length of the electric vehicle in the current trip. The current battery operation information is the average temperature attenuation information of the current battery pack in the current trip.
Further, the actual remaining driving range corresponding to the previous display period and the actual remaining driving range corresponding to the current display period are subjected to linear interpolation processing and filtering processing, so that the display remaining driving range corresponding to the current display period is obtained.
In implementation, if the influence coefficient of the electric vehicle is large in the current display period, the actual remaining driving range corresponding to the previous display period is greatly different from the actual remaining driving range corresponding to the current display period, and the actual remaining driving range of the electric vehicle drops suddenly. Therefore, the user cannot estimate the remaining driving range conveniently, and particularly under the condition that the user runs at a high speed, the user may be disturbed greatly, and the user is dissatisfied. Therefore, after the actual remaining driving range corresponding to the current display period is determined, linear interpolation processing and filtering processing are also performed on the actual remaining driving range corresponding to the previous display period and the actual remaining driving range corresponding to the current display period, so that the displayed remaining driving range corresponding to the current display period is obtained.
The linear interpolation processing is to perform linear function processing on the actual remaining driving range corresponding to the last display period and the actual remaining driving range corresponding to the current display period. The filtering process is to filter the obtained linear function to make the curve smoother. Therefore, the situation that the remaining driving range seen by the user does not drop suddenly is avoided, and the user can conveniently and reasonably arrange the vehicle.
As an optional implementation manner, the estimated remaining driving range, the product of the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information is determined as an actual remaining driving range by the following formula:
D3＝D2*D4*D5
wherein, D3 represents the actual remaining driving range of the current trip, D2 represents the estimated remaining driving range of the current trip, D4 represents the influence coefficient corresponding to the current vehicle operation information of the current trip, and D5 represents the influence coefficient corresponding to the current battery operation information of the current trip.
The embodiment of the application provides a method for determining the remaining driving range, and when the remaining driving range of the current electric quantity of an electric automobile is calculated, the influence of a driving attenuation coefficient on the remaining driving range is considered, and the use of the high-voltage accessory, the speed, the temperature of a battery pack, the driving mode and the service life of the battery pack of the electric automobile on the current electric quantity of the electric automobile is also considered. The calculated residual driving range and the actual residual driving range of the vehicle battery are prevented from having larger errors, so that the calculated residual driving range is more consistent with the actual residual driving range of the vehicle, and the accuracy of calculating the residual driving range is improved.
It should be understood that, although the steps in the flowchart of fig. 1 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least a portion of the steps in fig. 1 may include multiple steps or multiple stages, which are not necessarily performed at the same time, but may be performed at different times, which are not necessarily performed in sequence, but may be performed in turn or alternately with other steps or at least a portion of the other steps or stages.
It is understood that the same/similar parts between the embodiments of the method described above in this specification can be referred to each other, and each embodiment focuses on the differences from the other embodiments, and it is sufficient that the relevant points are referred to the descriptions of the other method embodiments.
The embodiment of the present application further provides a remaining driving range determining apparatus, as shown in fig. 2, the apparatus includes:
a first obtaining module 201, configured to obtain an actual travel attenuation coefficient of a previous trip;
a second obtaining module 202, configured to obtain, according to a preset display period in the process of the trip, a current battery load state SOC of the vehicle battery corresponding to the current display period, an influence coefficient corresponding to the current vehicle operation information, and an influence coefficient corresponding to the current battery operation information;
the determining module 203 is configured to determine an actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, a preset full-power driving range, an influence coefficient corresponding to the current vehicle operation information, and an influence coefficient corresponding to the current battery operation information.
As an optional implementation manner, the first obtaining module 201 is specifically configured to:
acquiring a first total mileage of a vehicle at the beginning of a previous trip, a first remaining driving range, a second total mileage of the vehicle at the end of the previous trip, a second remaining driving range, an influence coefficient corresponding to historical vehicle operation information in the previous trip and an influence coefficient corresponding to historical battery operation information of the previous trip;
determining the difference value of the second vehicle total mileage and the first vehicle total mileage as the actual total mileage of the last trip;
determining the difference value of the first residual driving range and the second residual driving range as the estimated total range of the last trip;
determining the ratio of the estimated total mileage to the actual total mileage as the estimated driving attenuation coefficient of the last trip;
and determining the ratio of the estimated running attenuation coefficient of the previous journey to the product of the influence coefficient corresponding to the historical vehicle running information in the previous journey and the influence coefficient corresponding to the historical battery running information in the previous journey as the actual running attenuation coefficient of the previous journey.
As an optional implementation manner, the determining module 203 is specifically configured to:
determining the product of the preset full-electric driving range, the driving attenuation coefficient and the current SOC as the estimated residual driving range;
and determining the product of the estimated remaining driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information as the actual remaining driving range.
As an optional implementation, the current vehicle operation information includes high-voltage accessory use information, vehicle speed information, and vehicle driving mode information, and the current battery operation information includes a battery pack temperature.
As an optional implementation, the apparatus further comprises:
and the processing module is used for performing linear interpolation processing and filtering processing on the actual remaining driving range corresponding to the last display period and the actual remaining driving range corresponding to the current display period to obtain the displayed remaining driving range corresponding to the current display period.
The embodiment of the application provides a remaining driving range determining device, and when the remaining driving range of the current electric quantity of an electric automobile is calculated, the influence of a driving attenuation coefficient on the remaining driving range is considered, and the use of high-voltage accessories, the speed, the temperature of a battery pack, a driving mode and the service life of the battery pack of the electric automobile on the current electric quantity of the electric automobile is also considered. The calculated residual driving range and the actual residual driving range of the vehicle battery are prevented from having larger errors, so that the calculated residual driving range is more consistent with the actual residual driving range of the vehicle, and the accuracy of calculating the residual driving range is improved.
Specific limitations regarding the remaining range determination device can be found in the above limitations regarding the remaining range determination method, and will not be described herein again. The modules in the remaining range determining apparatus may be implemented in whole or in part by software, hardware, or a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In one embodiment, a computer device is provided, as shown in fig. 3, comprising a memory and a processor, the memory having stored thereon a computer program operable on the processor, when executing the computer program, performing the above-mentioned method steps of determining a remaining range.
In one embodiment, a computer-readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the above-mentioned steps of the method of determination of a remaining driving range.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), rambus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
It is noted that, herein, relational terms such as first and second, and the like may be 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. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.
It should be further noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for presentation, analyzed data, etc.) referred to in the present application are information and data authorized by the user or sufficiently authorized by each party.
All the embodiments in the present specification are described in a related manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A method of determining a remaining range, the method comprising:
acquiring an actual running attenuation coefficient of the previous stroke;
in the process of the journey, according to a preset display period, acquiring the current battery load state SOC of the vehicle battery corresponding to the current display period, an influence coefficient corresponding to the current vehicle operation information and an influence coefficient corresponding to the current battery operation information;
and determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC and the preset full-electricity driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information.
2. The method of claim 1, wherein the obtaining an actual travel damping factor for a previous trip comprises:
acquiring a first total vehicle mileage at the beginning of a last trip, a first remaining driving range, a second total vehicle mileage at the end of the last trip, a second remaining driving range, an influence coefficient corresponding to historical vehicle operation information in the last trip and an influence coefficient corresponding to historical battery operation information of the last trip;
determining the difference value of the second vehicle total mileage and the first vehicle total mileage as the actual total mileage of the last trip;
determining the difference value of the first remaining driving range and the second remaining driving range as the estimated total range of the last trip;
determining the ratio of the estimated total mileage to the actual total mileage as the estimated driving attenuation coefficient of the last trip;
and determining the ratio of the estimated running attenuation coefficient of the previous journey to the product of the influence coefficient corresponding to the historical vehicle running information in the previous journey and the influence coefficient corresponding to the historical battery running information in the previous journey as the actual running attenuation coefficient of the previous journey.
3. The method of claim 1, wherein determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC, the preset full-electric driving range, the influence coefficient corresponding to the current vehicle operation information, and the influence coefficient corresponding to the current battery operation information comprises:
determining the product of the preset full-electric driving range, the actual driving attenuation coefficient and the current SOC as the estimated remaining driving range;
and determining the product of the estimated residual driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information as the actual residual driving range.
4. The method of any of claims 1-3, wherein the current vehicle operation information includes high-voltage accessory usage information, vehicle speed information, and vehicle driving mode information, and the current battery operation information includes battery pack temperature.
5. The method of claim 1, further comprising:
and performing linear interpolation processing and filtering processing on the actual remaining driving range corresponding to the last display period and the actual remaining driving range corresponding to the current display period to obtain the displayed remaining driving range corresponding to the current display period.
6. A remaining range determining apparatus, characterized in that the apparatus comprises:
the first acquisition module is used for acquiring the actual running attenuation coefficient of the previous stroke;
the second acquisition module is used for acquiring the current battery load state SOC of the vehicle battery corresponding to the current display period, the influence coefficient corresponding to the current vehicle running information and the influence coefficient corresponding to the current battery running information according to the preset display period in the process of the journey;
and the determining module is used for determining the actual remaining driving range corresponding to the current display period according to the actual driving attenuation coefficient, the current SOC and the preset full-electricity driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information.
7. The apparatus of claim 6, wherein the first obtaining module is specifically configured to:
acquiring a first total vehicle mileage at the beginning of a last trip, a first remaining driving range, a second total vehicle mileage at the end of the last trip, a second remaining driving range, an influence coefficient corresponding to historical vehicle operation information in the last trip and an influence coefficient corresponding to historical battery operation information of the last trip;
determining the difference value of the second vehicle total mileage and the first vehicle total mileage as the actual total mileage of the last trip;
determining the difference value of the first residual driving range and the second residual driving range as the estimated total range of the last trip;
determining the ratio of the estimated total mileage to the actual total mileage as the estimated driving attenuation coefficient of the last trip;
and determining the ratio of the estimated running attenuation coefficient of the last trip, the product of the influence coefficient corresponding to the historical vehicle running information in the last trip and the influence coefficient corresponding to the historical battery running information in the last trip as the actual running attenuation coefficient of the last trip.
8. The apparatus of claim 6, wherein the determining module is specifically configured to:
determining the product of the preset full-power driving range, the driving attenuation coefficient and the current SOC as the estimated residual driving range;
and determining the product of the estimated residual driving range, the influence coefficient corresponding to the current vehicle operation information and the influence coefficient corresponding to the current battery operation information as the actual residual driving range.
9. The apparatus of any of claims 6 to 8, wherein the current vehicle operation information comprises high voltage accessory usage information, vehicle speed information, and vehicle driving mode information, and the current battery operation information comprises battery pack temperature.
10. The apparatus of claim 6, further comprising:
and the processing module is used for performing linear interpolation processing and filtering processing on the actual remaining driving range corresponding to the last display period and the actual remaining driving range corresponding to the current display period to obtain the displayed remaining driving range corresponding to the current display period.
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| CN202210898752.9A CN115257461A (en) | 2022-07-28 | 2022-07-28 | Method and device for determining remaining driving range |
| PCT/CN2023/082401 WO2024021636A1 (en) | 2022-07-28 | 2023-03-20 | Distance to empty determining method and apparatus |
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| WO2024021636A1 (en) * | 2022-07-28 | 2024-02-01 | 上汽通用五菱汽车股份有限公司 | Distance to empty determining method and apparatus |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106585386B (en) * | 2015-10-19 | 2020-11-20 | 北京新能源汽车股份有限公司 | Driving range display method, device and system of electric automobile |
| CN105235543B (en) * | 2015-10-27 | 2017-11-14 | 北京新能源汽车股份有限公司 | Processing method, apparatus and system for electric automobile remaining driving mileage |
| IT201800005878A1 (en) * | 2018-05-30 | 2019-11-30 | METHOD OF ESTIMATING THE REMAINING AUTONOMY OF AN ELECTRIC VEHICLE | |
| CN110893794B (en) * | 2018-08-24 | 2023-01-24 | 上海汽车集团股份有限公司 | Method and device for determining attenuation coefficient of vehicle battery |
| CN109941111B (en) * | 2019-04-28 | 2021-02-19 | 广州小鹏汽车科技有限公司 | Method for estimating remaining driving range and electric automobile |
| CN112744121B (en) * | 2020-04-30 | 2022-03-01 | 长城汽车股份有限公司 | Method and system for determining vehicle endurance mileage |
| CN112124146B (en) * | 2020-09-10 | 2022-05-17 | 华人运通(江苏)技术有限公司 | Method, device and system for predicting driving range of vehicle and storage medium |
| US20220153166A1 (en) * | 2020-11-19 | 2022-05-19 | Guangzhou Automobile Group Co., Ltd. | Method and System for Predicting Battery Health with Machine Learning Model |
| CN112590556B (en) * | 2021-01-06 | 2022-08-23 | 潍柴动力股份有限公司 | Method for calculating driving range of automobile |
| CN113665431A (en) * | 2021-09-28 | 2021-11-19 | 奇瑞新能源汽车股份有限公司 | Method and device for estimating remaining endurance mileage of electric automobile |
| CN113858959B (en) * | 2021-10-12 | 2023-01-06 | 东风汽车集团股份有限公司 | Method for calculating driving range of pure electric vehicle, vehicle and electronic equipment |
| CN115257461A (en) * | 2022-07-28 | 2022-11-01 | 上汽通用五菱汽车股份有限公司 | Method and device for determining remaining driving range |
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| WO2024021636A1 (en) * | 2022-07-28 | 2024-02-01 | 上汽通用五菱汽车股份有限公司 | Distance to empty determining method and apparatus |
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