CN116853001A - Vehicle endurance mileage determination method and device, electronic equipment and storage medium - Google Patents
Vehicle endurance mileage determination method and device, electronic equipment and storage medium Download PDFInfo
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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
- B60W40/02—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 related to ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
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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
- B60W40/10—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 related to vehicle motion
- B60W40/1005—Driving resistance
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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
- B60W40/10—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 related to vehicle motion
- B60W40/105—Speed
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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
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/20—Ambient conditions, e.g. wind or rain
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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
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
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Abstract
The application relates to the technical field of vehicles, and provides a method and a device for determining a vehicle endurance mileage, electronic equipment and a storage medium. The method comprises the following steps: acquiring vehicle navigation information, determining gradient change information of the current running of the vehicle, average ambient temperature information of a current running road section of the vehicle and first residual duration information of the current running of the vehicle based on the navigation information, and determining corrected residual energy of a vehicle battery based on the information; determining a unit energy consumption correction coefficient of the vehicle, a unit energy consumption ratio of air resistance and a unit energy consumption ratio of friction resistance, and determining corrected unit energy consumption of the vehicle based on the unit energy consumption ratio of air resistance, the unit energy consumption ratio of friction resistance and the unit energy consumption correction coefficient; and determining the endurance mileage of the vehicle based on the ratio of the third correction residual energy to the unit energy consumption of the vehicle. The method can improve the accuracy of estimating the endurance mileage of the vehicle and improve the user experience.
Description
Technical Field
The present application relates to the field of vehicle technologies, and in particular, to a method and apparatus for determining a range of a vehicle, an electronic device, and a storage medium.
Background
At present, most of the endurance algorithms of pure electric vehicles are calculated according to energy consumption under specific working conditions, such as China Light-duty (CLTC) endurance mileage under the working conditions of CLTC, and the endurance algorithms are estimated according to the energy consumption of the vehicle under the working conditions of CLTC. However, in the actual driving process, the gradient of the road, the quality of the road and the traffic condition all have influences on the battery endurance mileage. The CLTC range is often inaccurate and the actual range value is much lower than this value.
Therefore, how to more accurately determine the range of a pure electric vehicle is a problem to be solved.
Disclosure of Invention
In view of the above, the embodiments of the present application provide a method, an apparatus, an electronic device, and a storage medium for determining a range of a vehicle, so as to solve the problem in the prior art that the range estimation of a pure electric vehicle is inaccurate.
In a first aspect of the embodiment of the present application, there is provided a method for determining a range of a vehicle, the vehicle being driven by a battery, the method comprising:
obtaining the residual energy of a battery;
acquiring vehicle navigation information, determining gradient change information of the current running of the vehicle based on the navigation information, and correcting the residual energy based on the running gradient change information to obtain first corrected residual energy;
Determining the average ambient temperature of the current driving road section of the vehicle according to the navigation information, and correcting the first correction residual energy based on the average ambient temperature to obtain second correction residual energy;
responding to the starting of the energy-consuming accessory in the vehicle, predicting the first residual duration of the current running of the vehicle based on navigation information, calculating the energy consumed by the energy-consuming accessory in the first residual duration, correcting the second correction residual energy based on the consumed energy, and obtaining the third correction residual energy;
predicting and obtaining a first average speed of the vehicle running at this time based on the vehicle navigation information, obtaining a second average speed of the vehicle under a specific working condition, and determining a unit energy consumption correction coefficient of the vehicle based on the first average speed and the second average speed;
acquiring air resistance and friction resistance when a vehicle runs, respectively determining a unit energy consumption ratio of the air resistance and a unit energy consumption ratio of the friction resistance based on the air resistance and the friction resistance, and determining corrected vehicle unit energy consumption based on the unit energy consumption ratio of the air resistance, the unit energy consumption ratio of the friction resistance and a unit energy consumption correction coefficient;
and determining the endurance mileage of the vehicle based on the ratio of the third correction residual energy to the unit energy consumption of the vehicle.
In a second aspect of the embodiment of the present application, there is provided a vehicle range determining apparatus, the vehicle being driven by a battery, the apparatus comprising:
an acquisition module configured to acquire remaining energy of the battery;
the first correction module is configured to acquire vehicle navigation information, determine gradient change information of the current running of the vehicle based on the navigation information, correct the residual energy based on the running gradient change information and obtain first corrected residual energy;
the second correction module is configured to determine the average ambient temperature of the current driving road section of the vehicle according to the navigation information, correct the first correction residual energy based on the average ambient temperature and obtain second correction residual energy;
the third correction module is configured to respond to the starting of the energy-consuming accessory in the vehicle, predict and obtain the first residual duration of the current running of the vehicle based on the navigation information, calculate the energy consumed by the energy-consuming accessory in the first residual duration, correct the second correction residual energy based on the consumed energy and obtain the third correction residual energy;
the unit energy consumption determining module is configured to predict and obtain a first average speed of the vehicle running at this time based on the vehicle navigation information, obtain a second average speed of the vehicle under a specific working condition, and determine a unit energy consumption correction coefficient of the vehicle based on the first average speed and the second average speed;
The unit energy consumption determining module is further configured to obtain air resistance and frictional resistance when the vehicle runs, determine a unit energy consumption ratio of the air resistance and a unit energy consumption ratio of the frictional resistance based on the air resistance and the frictional resistance respectively, and determine corrected vehicle unit energy consumption based on the unit energy consumption ratio of the air resistance, the unit energy consumption ratio of the frictional resistance and the unit energy consumption correction coefficient;
and the mileage determining module is configured to determine the endurance mileage of the vehicle based on the ratio of the third correction remaining energy to the unit energy consumption of the vehicle.
In a third aspect of the embodiments of the present application, there is provided an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the above method when executing the computer program.
In a fourth aspect of the embodiments of the present application, there is provided a computer readable storage medium storing a computer program which, when executed by a processor, implements the steps of the above method.
Compared with the prior art, the embodiment of the application has the beneficial effects that: according to the embodiment of the application, the navigation information of the current running of the vehicle is acquired, the gradient change information, the temperature information and the residual duration information of the current running of the vehicle are acquired based on the navigation information, the residual energy of the battery is corrected based on the information, meanwhile, the predicted average speed information of the vehicle is acquired based on the navigation information, the unit energy consumption of the vehicle is determined based on the predicted average speed and the test average speed, the air resistance and the friction resistance in the test result of the specific working condition, and further the cruising mileage of the vehicle is determined based on the corrected residual energy of the battery and the unit energy consumption, so that the estimated precision of the cruising mileage is improved, and the user experience is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic view of an application scenario according to an embodiment of the present application.
Fig. 2 is a flow chart of a method for determining a range of a vehicle according to an embodiment of the present application.
Fig. 3 is a flowchart of a method for determining gradient change information of a current running of a vehicle based on navigation information and correcting residual energy based on the running gradient change information to obtain first corrected residual energy according to an embodiment of the present application.
Fig. 4 is a flowchart of a method for obtaining second corrected residual energy by correcting first corrected residual energy based on average ambient temperature according to an embodiment of the present application.
Fig. 5 is a flow chart of a method for determining a range of a vehicle according to an embodiment of the present application.
Fig. 6 is a schematic diagram of a vehicle range determining device according to an embodiment of the present application.
Fig. 7 is a schematic diagram of an electronic device according to an embodiment of the present application.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
A method and apparatus for determining a range of a vehicle according to embodiments of the present application will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic view of an application scenario according to an embodiment of the present application. The application scenario may include a vehicle 1, a terminal device 2, a server 3, and a network 4.
The vehicle 1 may be hardware or software. When the vehicle 1 is hardware, it may be various electronic devices having computing capabilities and supporting communication with On-board sensors, other vehicles, roadside units 3, and cloud servers 4, including, but not limited to, on-board units (OBUs), electronic control units (Electronic Control Unit, ECU), etc. of an In-vehicle infotainment system (In-Vehicle Infotainment, IVI); when the vehicle 1 is software, it may be installed in the electronic apparatus as described above. The vehicle 1 may be implemented as a plurality of software or software modules, or as a single software or software module, as the embodiments of the application are not limited in this regard. Further, various applications, such as a data processing application, an instant messaging tool, social platform software, a search class application, a shopping class application, and the like, may be installed on the vehicle 1.
The terminal device 2 may be hardware or software. When the terminal device 2 is hardware, it may be various electronic devices having a display screen and supporting communication with the server 4, including but not limited to smartphones, tablet computers, laptop portable computers, desktop computers, and the like; when the terminal device 2 is software, it may be installed in the electronic device as described above. The terminal device 2 may be implemented as a plurality of software or software modules, or as a single software or software module, to which the embodiments of the present application are not limited. Further, various applications, such as a data processing application, an instant messaging tool, social platform software, a search class application, a shopping class application, and the like, may be installed on the terminal device 2.
The server 3 may be a server that provides various services, for example, a background server that receives a request transmitted from a terminal device with which communication connection is established, and the background server may perform processing such as reception and analysis of the request transmitted from the terminal device and generate a processing result. The server 3 may be a server, a server cluster formed by a plurality of servers, or a cloud computing service center, which is not limited in this embodiment of the present application.
The server 3 may be hardware or software. When the server 3 is hardware, it may be various electronic devices that provide various services to the vehicle 1 and the terminal device 2. When the server 3 is software, it may be a plurality of software or software modules that provide various services to the vehicle 1 and the terminal device 2, or may be a single software or software module that provides various services to the vehicle 1 and the terminal device 2, which is not limited in this embodiment of the present application.
The network 4 may be a wired network using coaxial cable, twisted pair and optical fiber connection, or may be a wireless network capable of implementing interconnection of various communication devices without wiring, for example, bluetooth (Bluetooth), near field communication (Near Field Communication, NFC), infrared (Infrared), etc., which is not limited in the embodiment of the present application.
The user can establish a communication connection with the terminal device 2 or the server 3 via the network 4 through the vehicle 1 to receive or transmit information or the like. Specifically, the user may obtain navigation information from the terminal device 2, or obtain a test result of the vehicle under a specific working condition from the server 3, and nominal parameters of the battery of the vehicle.
It should be noted that the specific types, numbers and combinations of the vehicle 1, the terminal device 2, the server 3 and the network 4 may be adjusted according to the actual requirements of the application scenario, which is not limited in the embodiment of the present application.
As mentioned above, the gradient of the road, the quality of the road, and the traffic conditions all have an influence on the battery life during actual driving. The CLTC range is often inaccurate and the actual range value is much lower than this value.
In view of this, the embodiment of the application provides a vehicle range determining method, when a user starts navigation, slope information of a road, such as uphill information or downhill information, quality information of the road, such as road friction condition and traffic condition information, such as a congestion state or a smooth state of the road, environmental temperature information, vehicle load information and the like are used as calculation parameters of the range of the pure electric vehicle, so that the accuracy of calculating the range of the electric vehicle is improved.
Fig. 2 is a flow chart of a method for determining a range of a vehicle according to an embodiment of the present application. The vehicle range determination method of fig. 2 may be performed by the vehicle 1 of fig. 1, wherein the vehicle 1 is a battery-powered vehicle. As shown in fig. 2, the vehicle range determining method includes:
in step S201, the remaining energy of the battery is acquired.
In step S202, navigation information of the current running of the vehicle is acquired, gradient change information of the current running of the vehicle is determined based on the navigation information, and the remaining energy is corrected based on the running gradient change information, thereby obtaining first corrected remaining energy.
In step S203, an average environmental temperature of the current road section of the vehicle is determined according to the navigation information, and the first correction residual energy is corrected based on the average environmental temperature to obtain the second correction residual energy.
In step S204, in response to the opening of the energy-consuming accessory in the vehicle, a first remaining duration of the current running of the vehicle is predicted based on the navigation information, energy consumed by the energy-consuming accessory in the first remaining duration is calculated, and the second modified remaining energy is modified based on the consumed energy to obtain a third modified remaining energy.
In step S205, a first average speed of the vehicle running this time is predicted based on the vehicle navigation information, a second average speed of the vehicle under a specific working condition is obtained, and a unit energy consumption correction coefficient of the vehicle is determined based on the first average speed and the second average speed.
In step S206, the air resistance and the frictional resistance during the running of the vehicle are acquired, the unit energy consumption ratio of the air resistance and the unit energy consumption ratio of the frictional resistance are determined based on the air resistance and the frictional resistance, and the corrected vehicle unit energy consumption is determined based on the unit energy consumption ratio of the air resistance, the unit energy consumption ratio of the frictional resistance, and the unit energy consumption correction coefficient.
In step S207, a range of the vehicle is determined based on a ratio of the third corrected remaining energy to the unit energy consumption of the vehicle.
In the embodiment of the application, the vehicle endurance mileage determining method is used for determining the battery endurance mileage of the pure electric vehicle. Herein, a pure electric vehicle refers to a vehicle that is entirely driven by a battery.
In the embodiment of the application, the residual energy W of the vehicle battery can be obtained when the vehicle endurance mileage needs to be determined B Wherein the remaining energy W of the vehicle battery B May be determined by the in-vehicle battery management unit.
In the embodiment of the application, the navigation information of the current running of the vehicle can be obtained when the running mileage of the vehicle needs to be determined. The navigation information may be obtained by the vehicle-mounted unit or by a terminal device connected to the vehicle, which is not limited herein. The navigation information can comprise the altitude of the starting point, the altitude of the ending point, the road traffic condition, the estimated driving mileage, the estimated driving duration and the like of the current driving of the vehicle.
In the embodiment of the application, the gradient change information of the current running of the vehicle can be determined based on the navigation information, and the residual energy W can be corrected based on the determined running gradient change information B Obtaining first corrected surplus energy W C1 . Wherein the grade change information may be determined based on the start elevation and the end elevation in the navigation information.
In the embodiment of the application, the average ambient temperature of the current driving road section of the vehicle can be determined according to the navigation information, and the first correction residual energy W is corrected based on the average ambient temperature C1 Obtaining second corrected residual energy W C2 . Wherein the average ambient temperature may be determined as follows: determining a driving road section of the vehicle driving at this time based on the navigation information; acquiring the air temperature of each sub-road section in the driving road section in weather application; and (5) averaging the air temperature of each sub-section to obtain the average ambient temperature. It can be understood that the discharging capability of the battery at different temperatures is greatly different, and when the temperature is reduced, the discharging current of the battery is reduced, so that the output power of the battery is also reduced; conversely, when the temperature increases, the discharge current of the battery increases, and thus the output power of the battery increases. Therefore, the first correction can be made based on the relative capacities of the average ambient temperature and the battery, i.e., the ratio of the battery capacity at a temperature different from the standard temperature to the battery capacity at the standard temperature Residual energy W C1 Performing correction to obtain second correction residual energy W C2 . The relative capacity of the battery can be a nominal value provided by a battery manufacturer, and can also be determined by self-test of the whole vehicle manufacturer or other users, and the standard temperature is a calculated temperature when the residual energy of the battery is acquired.
In the embodiment of the application, the vehicle can also monitor the opening condition of the vehicle-mounted energy consumption accessory in real time, when at least one energy consumption accessory is determined to be opened, the first residual duration of the vehicle running at this time can be predicted based on the navigation information, the energy consumed by the at least one energy consumption accessory in the first residual duration is calculated, and the second corrected residual energy W is corrected based on the consumed energy C2 Obtaining third corrected surplus energy W C3 . The energy consumption accessories comprise, but are not limited to, vehicle-mounted air conditioners, vehicle-mounted display screens, vehicle-mounted sound equipment, seat heating functions, other vehicle-mounted entertainment facilities and the like.
The influence of the current driving gradient information, the ambient temperature and the vehicle-mounted energy consumption accessory on the energy consumption of the vehicle battery is comprehensively considered, and the accuracy of calculating the residual capacity of the vehicle battery is improved. On the other hand, when calculating the range of the vehicle, it is also necessary to consider the unit energy consumption of the vehicle. The method for calculating the unit energy consumption of the vehicle is also improved in the embodiment of the application.
In the embodiment of the application, the first average speed of the vehicle running at this time can be obtained by predicting the vehicle navigation information, the second average speed of the vehicle under the specific working condition is obtained, and the unit energy consumption correction coefficient l of the vehicle is determined based on the first average speed and the second average speed. The specific operating condition may be a CLTC operating condition, or a new european driving cycle (New European Driving Cycle, NEDC) operating condition, a worldwide Light-Vehicle emission Test-Procedure (WLTP), among others.
Specifically, the CLTC working conditions comprise urban working conditions, suburban working conditions and high-speed working conditions, the highest test vehicle speed is 114km/h, the average vehicle speed is 28.96km/h, and compared with 120km/h of NEDC and 134km/h of WLTC, the CLTC working conditions are lower, and the setting is mainly because the highest speed limit of expressways in China is 120km/h, and the CLTC is further increased by 0km/h of idle working condition time duty ratio so as to simulate traffic jam and traffic light conditions in urban roads. In the related art, the unit energy consumption of the vehicle, such as hundred kilometers of energy consumption, can be calculated through testing the CLTC cycle, and then the pure electric endurance is calculated by combining the residual energy of the battery. However, since there is generally a large difference between the vehicle speed when the vehicle is actually running and the vehicle speed when the CLTC operating mode is tested, correction of the test result is required.
In the embodiment of the application, the air resistance f of the vehicle during running can be obtained Empty space And frictional resistance f Friction wheel Based on air resistance f Empty space And frictional resistance f Friction wheel Unit energy consumption ratio W for respectively determining air resistance Empty space And unit energy consumption ratio W of friction resistance Friction wheel . Further, the unit energy consumption ratio W based on air resistance Empty space Unit energy consumption ratio W of friction resistance Friction wheel Determining corrected vehicle unit energy consumption W by unit energy consumption correction coefficient l Unit (B) 。
In the embodiment of the application, the residual energy W can be corrected based on the third C3 Unit energy consumption W of vehicle Unit (B) And determining the endurance mileage S of the vehicle. I.e. can be represented by the formula s=w C3 /W Unit (B) And calculating to obtain the endurance mileage of the vehicle.
According to the technical scheme provided by the embodiment of the application, the gradient change information, the temperature information and the residual duration information of the current running of the vehicle are acquired based on the navigation information, the residual battery energy is corrected based on the information, meanwhile, the predicted average speed information of the vehicle is acquired based on the navigation information, the unit energy consumption of the vehicle is determined based on the predicted average speed and the test average speed, the air resistance and the friction resistance in the test result of the specific working condition, and the continuous mileage of the vehicle is determined based on the corrected residual battery energy and the unit energy consumption, so that the estimated precision of the continuous mileage is improved, and the user experience is improved.
Fig. 3 is a flowchart of a method for determining gradient change information of a current running of a vehicle based on navigation information and correcting residual energy based on the running gradient change information to obtain first corrected residual energy according to an embodiment of the present application. As shown in fig. 3, the method comprises the steps of:
in step S301, the start point altitude of the current position and the end point altitude of the current travel end point position are determined based on the navigation information, and the absolute value of the difference between the end point altitude and the start point altitude is determined as gradient change information.
In step S302, in response to the end point altitude being higher than the start point altitude, the product of the mass of the vehicle, the gravitational acceleration, and the gradient change information is determined as the first gradient correction energy.
In step S303, the difference between the remaining and the first gradient correction energy is determined as the first correction remaining energy.
In step S304, in response to the end elevation being lower than the start elevation, the product of the mass of the vehicle, the gravitational acceleration, the gradient change information, and the conversion coefficient for indicating the conversion efficiency of the battery is determined as the second gradient correction energy.
In step S305, the sum of the remaining and the second gradient correction energy is determined as the first correction remaining energy.
The energy consumption of a vehicle traveling on a level road is greatly different from that of a vehicle traveling on a slope, for example, when the vehicle is on an uphill, the vehicle needs to be driven to advance to overcome the gravity of the vehicle, so that more energy is required to be consumed. When the vehicle runs down a slope, the battery power can be supplemented to a certain extent due to the existence of the energy recovery function. Therefore, the elevation of the starting point and the ending point of the vehicle traveling section can be taken into consideration in the calculation of the vehicle duration to obtain a more accurate duration value.
In the embodiment of the application, the starting point elevation in the navigation information can be the starting point elevation of the current position of the vehicle when the continuous mileage of the vehicle needs to be determined, and the ending point elevation can be the ending point elevation of the current driving ending point position in the navigation information. In order to simplify the calculation, whether the whole vehicle is on an uphill road section or a downhill road section can be determined only according to the altitude of the starting point and the altitude of the ending point without considering the road fluctuation situation of the vehicle when the vehicle is actually running.
When the destination elevation is greater than the origin elevation, the vehicle is macroscopicallyThe current driving process is in an ascending state. The vehicle runs from the starting point to the end point, which is equivalent to the requirement of consuming a certain amount of energy W Upper part Can only raise the height of the vehicle, and the energy can be calculated by the formula W Upper part Calculated as = mgH, where m is the total mass of the vehicle, including the mass of the vehicle itself and the mass of the vehicle load, g is the gravitational acceleration, H is the absolute value of the difference between the end-point altitude and the start-point altitude, h= | end-point altitude-start-point altitude|, which may also be referred to as slope change information. Further, the battery remaining energy is subtracted by the W Upper part The first corrected residual energy, namely W, can be obtained C1 ＝W B -W Upper part 。
When the end elevation is smaller than the start elevation, the vehicle is macroscopically in a state of being downhill during the running. The vehicle runs from the starting point to the ending point, and due to the existence of the energy recovery function, the vehicle can collect a part of gravitational potential energy to supplement the electric quantity of the battery, so that the endurance mileage of the vehicle is improved. This part of the gravitational potential energy can be represented by the formula W Lower part(s) Calculated = mgH. Further, since there is an efficiency problem in energy recovery, that is, gravitational potential energy cannot be fully converted into energy of the battery, the energy available for replenishing the battery needs to be obtained by multiplying the gravitational potential energy by a conversion coefficient R. The conversion coefficient R is different according to the battery model, and the specific value thereof can refer to the factory nominal value given by the battery manufacturer. Further, the battery remaining energy is added to the W Lower part(s) The product of the conversion coefficient R and the first correction residual energy, namely W, can be obtained C1 ＝W B +W Lower part(s) * R is defined as the formula. Thus, the battery remaining energy corrected based on the current travel section gradient information can be obtained.
Fig. 4 is a flowchart of a method for obtaining second corrected residual energy by correcting first corrected residual energy based on average ambient temperature according to an embodiment of the present application. As shown in fig. 4, the method comprises the steps of:
in step S401, the relative capacity of the battery with respect to the temperature change is acquired.
The relative capacity is used for indicating the ratio of the battery capacity at a temperature different from the standard temperature to the battery capacity at the standard temperature, and the standard temperature is the calculated temperature when the residual energy of the battery is acquired.
In step S402, it is determined that the product of the first correction remaining energy and the relative capacity is the second correction remaining energy.
For electric vehicles, a battery is a source of energy to drive the vehicle. The discharge capacity of the battery is very different at different temperatures. The relative capacity of the battery at this temperature was considered to be 100% with the normal temperature of 25 ℃ as the reference temperature. A related test may be performed to measure the relative capacity change of the battery every time the temperature is lowered by 1 c. The relevant data can be provided by battery manufacturers or can be tested by users. After the related data is obtained, the energy of the battery corrected by x% of the relative battery capacity is used, assuming that the relative battery capacity corresponding to the ambient temperature of the place where the user is located is x%.
In the embodiment of the application, the relative capacity x% of the relative temperature change of the battery can be obtained. Wherein the relative capacity x% is used to indicate the ratio of the battery capacity at a temperature different from the standard temperature, which is a calculated temperature at which the remaining energy of the battery is obtained, for example, the above-mentioned normal temperature 25 ℃. Further, the first corrected residual energy W C1 Multiplying the relative capacity to obtain second corrected residual energy W C2 。
The power consumed by the onboard energy consuming accessories during the travel of the vehicle is also not negligible. Particularly, when the vehicle is in a traffic jam working condition, the energy consumption accessory is started for a long time, so that a continuous voyage mileage value is greatly shortened. In order to ensure that the range value provided for the user is relatively accurate, the technical scheme of the embodiment of the application can refresh the range value according to the real-time state of the energy consumption accessory. Assuming that one or more energy consuming accessories in the vehicle are turned on at a certain moment, the energy consuming accessories can be always turned on in the following time by default, automatically calculate how much energy the energy consuming accessories consume in the first remaining time of the present running, and correct the remaining energy of the battery by using the consumed energy. Further, in the following driving process, if one or more energy consumption accessories are turned off, from the time when the energy consumption component is turned off, how much energy the energy consumption accessory consumes in the first residual duration of the driving is recalculated, and the third corrected residual energy is updated by using the value, so that the vehicle endurance mileage is updated.
Fig. 5 is a flow chart of a method for determining a range of a vehicle according to an embodiment of the present application. In the embodiment shown in fig. 5, steps S501 to S506 are substantially the same as steps S201 to S206 in the embodiment shown in fig. 2, and are not repeated here. As shown in fig. 5, the method further comprises the steps of:
in step S507, in response to the closing of the energy-consuming accessory, a second remaining duration of the current running of the vehicle is predicted based on the navigation information, and energy consumed by the energy-consuming accessory in the second remaining duration is calculated.
In step S508, the third correction remaining energy is corrected based on the energy consumed by the energy consuming accessory for the second remaining period of time, resulting in updated third correction remaining energy.
In step S509, a range of the vehicle is determined based on the ratio of the updated third corrected remaining energy to the unit energy consumption of the vehicle.
In the embodiment of the application, when the energy-consuming accessory is closed, the second residual duration of the current running of the vehicle can be predicted again based on the navigation information, and the energy Wa consumed by the energy-consuming accessory in the second residual duration is calculated. Correcting the third corrected remaining energy W based on the Wa C3 I.e. third corrected residual energy W C3 Adding the Wa to obtain updated third corrected residual energy W C3 ’＝W C3 +Wa。
By adopting the technical scheme of the embodiment of the application, the influence of the current driving gradient information, the ambient temperature and the vehicle-mounted energy consumption accessory on the energy consumption of the vehicle battery is comprehensively considered, and the accuracy of calculating the residual capacity of the vehicle battery is improved.
According to the embodiment of the application, the unit energy consumption of the vehicle can be calculated based on the speed information of the vehicle and the resistance condition of the vehicle in running, so that the unit energy consumption calculation precision of the vehicle is improved, and the endurance mileage calculation precision of the vehicle is further improved.
In practical application, the unit energy consumption ratio of different resistances of the vehicle can be obtained through test calculation under a specific working condition, and then the unit energy consumption of the vehicle can be calculated. Specifically, when the vehicle speeds are different, the air resistance experienced by the vehicle during running is also different. The air resistance is proportional to the square of the vehicle running speed, i.e. the air resistance can be calculated by the formula f Empty space ＝kv 2 Calculated, where f Empty space The air resistance, k is the resistance coefficient, and v is the vehicle running speed.
While in certain conditions, such as CLTC conditions, the average speed of the vehicle is only 28.96 km/h, which is a relatively low speed. The actual running speed of the vehicle is usually higher than the average speed of the CLTC working condition, and the air resistance of the vehicle is definitely far greater than the air resistance during the CLTC test. Therefore, the vehicle range calculated according to the CLTC test has a large deviation from the actual range of the vehicle. In view of this, it is necessary to correct the unit energy consumption of the vehicle.
First, the energy consumption ratio of each resistance in the running of the vehicle can be calculated. It is known that the tire is subjected to rolling resistance f while the vehicle is running Rolling machine The whole vehicle can receive air resistance f Empty space When the vehicle accelerates, the acceleration resistance f is received Adding When the vehicle is going up a slope, the gravity component force f also needs to be overcome Dividing into . In CLTC operating conditions, no uphill or downhill operating conditions are involved. In addition, because of the acceleration resistance f Adding Is determined by the driving behavior of the driver of the vehicle, is uncontrollable, and cannot be calculated for f Adding Prediction is carried out, and f is not considered in the method of the embodiment of the application Dividing into And f Adding Is a function of (a) and (b). Thus, the total resistance f actually experienced by the vehicle during the CITC operating conditions Total (S) Is f Total (S) ＝f Rolling machine +f Empty space 。
Further, the rolling resistance is related to the weight of the car and the rolling friction coefficient, which is closely related to the material of the wheels, the air pressure of the wheels, the road surface condition and other factors, and is quite goodComplex variables. In order to reduce the computational complexity, in the method of the embodiment of the application, f is as follows Rolling machine Reduced to frictional resistance f Friction wheel For f only Empty space And f Friction wheel Correction is carried out, namely f Total (S) Corrected to f Total (S) ＝f Friction wheel +f Empty space . Wherein f Friction wheel The minimum force required by the constant-speed running of the vehicle can be maintained for determination by testing the CLTC working condition; f (f) Empty space Can be determined by a pressure sensor mounted on the outside of the front end of the vehicle. Specifically, a pressure sensor can be installed on the outer side of the front end of the vehicle to obtain the force detected by the pressure sensor during the running of the vehicle, and the air resistance f during the running of the vehicle can be determined by multiplying the ratio of the air resistance to the area of the pressure sensor Empty space 。
In the embodiment of the application, the unit energy consumption ratio W of which the quotient of the air resistance and the total resistance is the air resistance can be determined Empty space ＝f Empty space /f Total (S) Unit energy consumption ratio W for determining friction resistance as quotient of friction resistance and total resistance Friction wheel ＝f Friction wheel /f Total (S) 。
In the embodiment of the application, because the air resistance is related to the running speed of the vehicle, the unit energy consumption ratio of the air resistance can be corrected based on the average running speed of the vehicle. Specifically, the first average speed of the vehicle traveling at this time may be first predicted based on the vehicle navigation information. Specifically, the total mileage S of the present trip can be obtained based on the vehicle navigation information Total (S) And the total duration T of the current running Total (S) Will total mileage S Total (S) And total time length T Total (S) The quotient is determined as the first average speed V Average of I.e. V Average of ＝S Total (S) /T Total (S) 。
Subsequently, a second average speed of the vehicle may be obtained, the second average speed being an average speed of the vehicle under certain conditions, such as a CLTC condition, of 28.96 km/h. Further, the first average velocity V Average of The ratio of the square of (2) to the square of the second average speed is determinedCorrection factor l for unit energy consumption of vehicle, i.e. l=v Average of 2 /28.96 2 。
Finally, it can be represented by formula W Unit (B) ＝W Friction wheel +l*W Empty space And calculating to obtain the corrected vehicle unit energy consumption.
By adopting the technical scheme of the embodiment of the application, on the basis of considering the calculation complexity and the calculation accuracy, the air resistance, the friction resistance and the average vehicle running speed during the running of the vehicle are considered to correct the unit energy consumption of the vehicle, so that the calculation accuracy of the remaining mileage of the vehicle is further improved.
Any combination of the above optional solutions may be adopted to form an optional embodiment of the present application, which is not described herein.
The following are examples of the apparatus of the present application that may be used to perform the method embodiments of the present application. For details not disclosed in the embodiments of the apparatus of the present application, please refer to the embodiments of the method of the present application.
Fig. 6 is a schematic diagram of a vehicle range determining device according to an embodiment of the present application. As shown in fig. 6, the vehicle range determining apparatus includes:
the obtaining module 601 is configured to obtain remaining energy of the battery.
The first correction module 602 is configured to obtain vehicle navigation information, determine gradient change information of the current running of the vehicle based on the navigation information, and correct the remaining energy based on the running gradient change information to obtain first corrected remaining energy.
The second correction module 603 is configured to determine an average ambient temperature of the current driving road section of the vehicle according to the navigation information, correct the first correction residual energy based on the average ambient temperature, and obtain a second correction residual energy.
And a third correction module 604, configured to respond to the opening of the energy-consuming accessory in the vehicle, predict the first remaining duration of the current running of the vehicle based on the navigation information, calculate the energy consumed by the energy-consuming accessory in the first remaining duration, correct the second correction remaining energy based on the consumed energy, and obtain the third correction remaining energy.
The unit energy consumption determining module 605 is configured to predict and obtain a first average speed of the vehicle running this time based on the vehicle navigation information, obtain a second average speed of the vehicle under a specific working condition, and determine a unit energy consumption correction coefficient of the vehicle based on the first average speed and the second average speed.
The unit energy consumption determination module is further configured to acquire air resistance and frictional resistance when the vehicle is running, determine a unit energy consumption ratio of the air resistance and a unit energy consumption ratio of the frictional resistance based on the air resistance and the frictional resistance, respectively, and determine corrected vehicle unit energy consumption based on the unit energy consumption ratio of the air resistance, the unit energy consumption ratio of the frictional resistance, and the unit energy consumption correction coefficient.
The mileage determination module 606 is configured to determine a range of the vehicle based on a ratio of the third modified remaining energy to the unit energy consumption of the vehicle.
According to the technical scheme provided by the embodiment of the application, the gradient change information, the temperature information and the residual duration information of the current running of the vehicle are acquired based on the navigation information, the residual battery energy is corrected based on the information, meanwhile, the predicted average speed information of the vehicle is acquired based on the navigation information, the unit energy consumption of the vehicle is determined based on the predicted average speed and the test average speed, the air resistance and the friction resistance in the test result of the specific working condition, and the continuous mileage of the vehicle is determined based on the corrected residual battery energy and the unit energy consumption, so that the estimated precision of the continuous mileage is improved, and the user experience is improved.
In the embodiment of the application, the determination of the gradient change information of the current running of the vehicle based on the navigation information comprises the following steps: determining the initial point elevation of the current position and the final point elevation of the final point position of the current running based on the navigation information, and determining the absolute value of the difference between the final point elevation and the initial point elevation as gradient change information; correcting the remaining energy based on the driving gradient change information to obtain a first corrected remaining energy, including: determining a product of mass, gravitational acceleration, and grade change information of the vehicle as a first grade correction energy in response to the ending altitude being higher than the starting altitude; determining a difference between the remaining and the first grade correction energy as a first correction remaining energy; determining a product of a mass of the vehicle, a gravitational acceleration, gradient change information, and a conversion coefficient for indicating a conversion efficiency of the battery as a second gradient correction energy in response to the terminal elevation being lower than the starting elevation; the sum of the remaining and the second gradient correction energy is determined as the first correction remaining energy.
In the embodiment of the application, the first correction residual energy is corrected based on the average ambient temperature to obtain the second correction residual energy, which comprises the following steps: acquiring the relative capacity of the battery relative to the temperature change, wherein the relative capacity is used for indicating the ratio of the battery capacity at a temperature different from the standard temperature to the battery capacity at the standard temperature, and the standard temperature is the calculated temperature when the residual energy of the battery is acquired; and determining the product of the first correction residual energy and the relative capacity as the second correction residual energy.
In the embodiment of the application, the first average speed of the vehicle running at this time is predicted based on the vehicle navigation information, which comprises the following steps: acquiring the total mileage of the current running and the total duration of the current running based on the navigation information; determining a quotient of the total mileage and the total duration as a first average speed; determining a unit energy consumption correction coefficient of the vehicle based on the first average speed and the second average speed, comprising: the ratio of the square of the first average speed to the square of the second average speed is determined as a unit energy consumption correction coefficient of the vehicle.
In the embodiment of the application, the unit energy consumption ratio of the air resistance and the unit energy consumption ratio of the friction resistance are respectively determined based on the air resistance and the friction resistance, and the method comprises the following steps: determining the sum of the air resistance and the friction resistance as total resistance, determining the quotient of the air resistance and the total resistance as the unit energy consumption ratio of the air resistance, and determining the quotient of the friction resistance and the total resistance as the unit energy consumption ratio of the friction resistance; the unit energy consumption of the vehicle after the correction is determined based on the unit energy consumption duty ratio of air resistance, the unit energy consumption duty ratio of friction resistance and the unit energy consumption correction coefficient comprises the following steps: and determining the product of the unit energy consumption ratio of the air resistance and the unit energy consumption correction coefficient, and the sum of the unit energy consumption ratio of the friction resistance and the unit energy consumption ratio of the air resistance as the corrected unit energy consumption of the vehicle.
In the embodiment of the application, the air resistance is determined by a pressure sensor arranged on the outer side of the front end of the vehicle, and the friction resistance is determined by testing the minimum force required by the vehicle to keep constant-speed running under a specific working condition.
In the embodiment of the application, the method further comprises the following steps: responding to closing of the energy-consuming accessory, predicting a second residual duration of the current running of the vehicle based on the navigation information, and calculating energy consumed by the energy-consuming accessory in the second residual duration; correcting the third correction residual energy based on the energy consumed by the energy consumption accessory in the second residual time to obtain updated third correction residual energy; and determining the endurance mileage of the vehicle based on the ratio of the updated third correction residual energy to the unit energy consumption of the vehicle.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.
Fig. 7 is a schematic diagram of an electronic device according to an embodiment of the present application. As shown in fig. 7, the electronic device 7 of this embodiment includes: a processor 701, a memory 702 and a computer program 703 stored in the memory 702 and executable on the processor 701. The steps of the various method embodiments described above are implemented by the processor 701 when executing the computer program 703. Alternatively, the processor 701, when executing the computer program 703, performs the functions of the modules/units of the apparatus embodiments described above.
The electronic device 7 may be a desktop computer, a notebook computer, a palm computer, a cloud server, or the like. The electronic device 7 may include, but is not limited to, a processor 701 and a memory 702. It will be appreciated by those skilled in the art that fig. 7 is merely an example of the electronic device 7 and is not limiting of the electronic device 7 and may include more or fewer components than shown, or different components.
The processor 701 may be a central processing unit (Central Processing Unit, CPU) or other general purpose processor, digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like.
The memory 702 may be an internal storage unit of the electronic device, for example, a hard disk or a memory of the electronic device 7. The memory 702 may also be an external storage device of the electronic device 7, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash Card (Flash Card) or the like provided on the electronic device 7. The memory 702 may also include both internal storage units and external storage devices of the electronic device 7. The memory 702 is used to store computer programs and other programs and data required by the electronic device.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit.
The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program, when executed by a processor, may implement the steps of each of the method embodiments described above. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth.
The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.
Claims (10)
1. A method of determining range of a vehicle, wherein the vehicle is driven by a battery, the method comprising:
obtaining the residual energy of the battery;
acquiring navigation information of the current running of the vehicle, determining gradient change information of the current running of the vehicle based on the navigation information, and correcting the residual energy based on the running gradient change information to obtain first corrected residual energy;
determining the average ambient temperature of the current driving road section of the vehicle according to the navigation information, and correcting the first correction residual energy based on the average ambient temperature to obtain second correction residual energy;
Responding to the starting of an energy consumption accessory in a vehicle, predicting and obtaining a first residual duration of the current running of the vehicle based on the navigation information, calculating the energy consumed by the energy consumption accessory in the first residual duration, and correcting the second correction residual energy based on the consumed energy to obtain a third correction residual energy;
predicting a first average speed of the vehicle running at this time based on the vehicle navigation information, acquiring a second average speed of the vehicle under a specific working condition, and determining a unit energy consumption correction coefficient of the vehicle based on the first average speed and the second average speed;
acquiring air resistance and friction resistance when a vehicle runs, respectively determining a unit energy consumption ratio of the air resistance and a unit energy consumption ratio of the friction resistance based on the air resistance and the friction resistance, and determining corrected vehicle unit energy consumption based on the unit energy consumption ratio of the air resistance, the unit energy consumption ratio of the friction resistance and the unit energy consumption correction coefficient;
and determining the endurance mileage of the vehicle based on the ratio of the third correction residual energy to the unit energy consumption of the vehicle.
2. The method of claim 1, wherein determining the slope change information for the current travel of the vehicle based on the navigation information comprises:
Determining the initial point elevation of the current position and the final point elevation of the current driving final point position based on the navigation information, and determining the absolute value of the difference between the final point elevation and the initial point elevation as the gradient change information;
the step of correcting the residual energy based on the driving gradient change information to obtain first corrected residual energy comprises the following steps:
determining a product of a mass of the vehicle, a gravitational acceleration, and the grade change information as a first grade correction energy in response to the endpoint altitude being higher than the starting altitude;
determining a difference between the residual and the first grade correction energy as the first correction residual energy;
determining a product of a mass of the vehicle, a gravitational acceleration, the grade change information, and a conversion factor, which is indicative of a conversion efficiency of a battery, as a second grade correction energy in response to the terminal elevation being lower than the starting elevation;
and determining the sum of the residual and the second gradient correction energy as the first correction residual energy.
3. The method of claim 1, wherein said modifying said first modified residual energy based on said average ambient temperature to obtain a second modified residual energy comprises:
Acquiring the relative capacity of the relative temperature change of the battery, wherein the relative capacity is used for indicating the ratio of the battery capacity at a temperature different from a standard temperature to the battery capacity at the standard temperature, and the standard temperature is the calculated temperature when the residual energy of the battery is acquired;
determining a product of a first modified residual energy and the relative capacity as the second modified residual energy.
4. The method of claim 1, wherein predicting a first average speed of the vehicle for the present trip based on the vehicle navigation information comprises:
acquiring the total mileage of the current running and the total duration of the current running based on the navigation information;
determining a quotient of the total mileage and the total duration as the first average speed;
the determining a unit energy consumption correction coefficient of the vehicle based on the first average speed and the second average speed includes:
and determining the ratio of the square of the first average speed to the square of the second average speed as a unit energy consumption correction coefficient of the vehicle.
5. The method according to claim 1, wherein the determining the unit power consumption ratio of the air resistance and the unit power consumption ratio of the friction resistance based on the air resistance and the friction resistance, respectively, includes:
Determining the sum of the air resistance and the friction resistance as total resistance, determining the quotient of the air resistance and the total resistance as the unit energy consumption ratio of the air resistance, and determining the quotient of the friction resistance and the total resistance as the unit energy consumption ratio of the friction resistance;
the method for determining the corrected vehicle unit energy consumption based on the unit energy consumption ratio of the air resistance, the unit energy consumption ratio of the friction resistance and the unit energy consumption correction coefficient comprises the following steps:
and determining the product of the unit energy consumption ratio of the air resistance and the unit energy consumption correction coefficient, and the sum of the unit energy consumption ratio of the friction resistance and the unit energy consumption ratio of the air resistance is the corrected vehicle unit energy consumption.
6. The method of claim 1, wherein the air resistance is determined by a pressure sensor mounted on the outside of the front end of the vehicle and the frictional resistance is determined by testing the minimum force required by the vehicle to maintain constant speed travel under certain conditions.
7. The method according to claim 1, wherein the method further comprises:
responding to closing of the energy-consuming accessory, predicting a second residual duration of the current running of the vehicle based on the navigation information, and calculating energy consumed by the energy-consuming accessory in the second residual duration;
Correcting the third correction residual energy based on the energy consumed by the energy consumption accessory in the second residual time to obtain updated third correction residual energy;
and determining the endurance mileage of the vehicle based on the ratio of the updated third correction residual energy to the unit energy consumption of the vehicle.
8. A vehicle range determination apparatus, wherein the vehicle is driven by a battery, the apparatus comprising:
an acquisition module configured to acquire remaining energy of the battery;
the first correction module is configured to acquire vehicle navigation information, determine gradient change information of the current running of the vehicle based on the navigation information, correct the residual energy based on the running gradient change information and obtain first corrected residual energy;
the second correction module is configured to determine the average ambient temperature of the current driving road section of the vehicle according to the navigation information, correct the first correction residual energy based on the average ambient temperature and obtain second correction residual energy;
the third correction module is configured to respond to the starting of the energy-consuming accessory in the vehicle, predict and obtain the first residual duration of the current running of the vehicle based on the navigation information, calculate the energy consumed by the energy-consuming accessory in the first residual duration, correct the second correction residual energy based on the consumed energy and obtain third correction residual energy;
The unit energy consumption determining module is configured to predict and obtain a first average speed of the vehicle running at this time based on the vehicle navigation information, obtain a second average speed of the vehicle under a specific working condition, and determine a unit energy consumption correction coefficient of the vehicle based on the first average speed and the second average speed;
the unit energy consumption determining module is further configured to obtain air resistance and frictional resistance when the vehicle runs, determine a unit energy consumption ratio of the air resistance and a unit energy consumption ratio of the frictional resistance based on the air resistance and the frictional resistance respectively, and determine corrected vehicle unit energy consumption based on the unit energy consumption ratio of the air resistance, the unit energy consumption ratio of the frictional resistance and the unit energy consumption correction coefficient;
and the mileage determining module is configured to determine the endurance mileage of the vehicle based on the ratio of the third correction remaining energy to the unit energy consumption of the vehicle.
9. An electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the steps of the method according to any of claims 1 to 7 when the computer program is executed.
10. A computer readable storage medium storing a computer program, characterized in that the computer program when executed by a processor implements the steps of the method according to any one of claims 1 to 7.
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| CN117885601A (en) * | 2024-03-18 | 2024-04-16 | 成都赛力斯科技有限公司 | Display method and device for endurance display mileage, electronic equipment and storage medium |
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| CN117885601A (en) * | 2024-03-18 | 2024-04-16 | 成都赛力斯科技有限公司 | Display method and device for endurance display mileage, electronic equipment and storage medium |
| CN117885601B (en) * | 2024-03-18 | 2024-05-07 | 成都赛力斯科技有限公司 | Display method and device for endurance display mileage, electronic equipment and storage medium |
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