WO2023082555A1 - 电动汽车剩余性能评估方法、装置和计算机可读存储介质 - Google Patents

电动汽车剩余性能评估方法、装置和计算机可读存储介质 Download PDF

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WO2023082555A1
WO2023082555A1 PCT/CN2022/089237 CN2022089237W WO2023082555A1 WO 2023082555 A1 WO2023082555 A1 WO 2023082555A1 CN 2022089237 W CN2022089237 W CN 2022089237W WO 2023082555 A1 WO2023082555 A1 WO 2023082555A1
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power battery
electric vehicle
charging
charging condition
voltage
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PCT/CN2022/089237
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English (en)
French (fr)
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黄祖朋
戴永强
邵杰
邱鹏
聂家鹏
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上汽通用五菱汽车股份有限公司
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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
    • 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
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • 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

Definitions

  • the present application relates to the field of electric vehicles, in particular to a method, device and computer-readable storage medium for evaluating the remaining performance of electric vehicles.
  • Electric vehicles use electric motors as driving devices, and are powered by on-board rechargeable batteries or other energy storage devices. They have zero emissions, high efficiency, quietness, smooth operation, and easy driving. The use of low maintenance costs and extensive sources of required electric energy, etc., is therefore considered a long-term development goal in the existing new energy vehicle technology.
  • the main purpose of this application is to provide a method, device and computer-readable storage medium for evaluating the remaining performance of an electric vehicle, aiming at solving the technical problem of how to improve the evaluation reliability and evaluation efficiency of the remaining performance of an electric vehicle while saving the evaluation cost.
  • the present application provides a method for evaluating the remaining performance of an electric vehicle, and the method for evaluating the remaining performance of an electric vehicle includes the following steps:
  • the step of performing discharge test and charging test on the power battery of the electric vehicle in different preset loss states to obtain the charging condition energy and charging condition DC resistance of the power battery includes:
  • the step of calculating according to the charging condition energy and the charging condition DC resistance to obtain the charging condition energy decay rate of the electric vehicle and the charging condition DC resistance expansion degree of the electric vehicle includes:
  • the calculation is performed according to the energy attenuation rate of the charging condition, the DC resistance expansion degree of the charging condition, and the mileage traveled by the electric vehicle, so as to obtain the health degree and the remaining mileage of the life cycle of the electric vehicle
  • the steps include:
  • the step of performing a discharge test on the power battery in a low loss state includes:
  • Controlling the electric vehicle where the power battery in the low-loss state is located runs at a preset speed v, so that the power battery is discharged until the voltage of the power battery reaches a preset cut-off discharge voltage U low ;
  • the step of charging the power battery in a low-loss state includes:
  • the step of obtaining the energy Wb of the initial charging condition of the power battery includes:
  • the step of acquiring the energy Wb of the initial charging condition of the power battery includes:
  • Execution steps conduct a discharge test on the power battery in a low-loss state
  • the step of charging and testing the power battery in a low-loss state also includes:
  • the step of calculating the absolute value of the difference between the stabilized power battery voltage and U mid includes:
  • the step of obtaining the DC resistance R b of the initial charging condition of the power battery includes:
  • the step of performing a discharge test and a charge test on the power battery in a state of high loss to obtain the energy W e of the power battery at the end charging condition and the DC resistance R e at the end charging condition includes:
  • Controlling the electric vehicle where the power battery in the high-loss state is located runs at a preset speed v, so that the power battery is discharged until the voltage of the power battery reaches a preset cut-off discharge voltage U low ;
  • Execution steps conduct a discharge test on the power battery in a state of high loss
  • the step of performing a discharge test and a charge test on the power battery in a medium loss state to obtain the energy W r of the power battery in the charging state during the driving phase and the DC resistance R r in the charging state during the driving phase include:
  • Controlling the electric vehicle where the power battery in the medium loss state is located runs at a preset speed v, so that the power battery is discharged until the voltage of the power battery reaches a preset cut-off discharge voltage U low ;
  • Execution steps conduct a discharge test on the power battery in a state of medium loss
  • the present application also provides a device for evaluating the remaining performance of an electric vehicle.
  • the device for evaluating the remaining performance of an electric vehicle includes: a memory, a processor, and an The remaining performance evaluation program of an electric vehicle, when the remaining performance evaluation program of an electric vehicle is executed by the processor, the steps of the method for evaluating the remaining performance of an electric vehicle as described above are realized.
  • the present application also provides a computer-readable storage medium, the computer-readable storage medium stores the remaining performance evaluation program of the electric vehicle, and the remaining performance evaluation program of the electric vehicle is implemented when executed by the processor. The steps of the method for evaluating the remaining performance of the electric vehicle as described above.
  • the present application proposes a method, device, and computer-readable storage medium for evaluating the remaining performance of an electric vehicle, wherein the method for evaluating the remaining performance of an electric vehicle performs discharge tests and charge tests on the power batteries of the electric vehicle in different preset loss states , to obtain the charging condition energy and charging condition DC resistance of the power battery; calculate according to the charging condition energy and charging condition DC resistance to obtain the charging condition energy attenuation rate and charging condition of the electric vehicle Working condition DC resistance expansion degree; calculate according to the energy attenuation rate of the charging working condition, the DC resistance expansion degree of the charging working condition and the mileage of the electric vehicle, so as to obtain the health degree and remaining mileage of the life cycle of the electric vehicle; Under the guarantee of the rigorous data acquisition process and calculation process, the efficient and reliable evaluation of the remaining performance of electric vehicles is realized, the evaluation cost consumed in the evaluation process is effectively controlled, and the health status of the power battery of the electric vehicle is prevented from being fast and accurate. assessment questions.
  • Fig. 1 is a schematic diagram of the terminal structure of the hardware operating environment involved in the solution of the embodiment of the present application;
  • FIG. 2 is a schematic flow chart of the first embodiment of the method for evaluating the remaining performance of an electric vehicle according to the present application
  • FIG. 3 is a schematic diagram of a refinement process of step S10 in FIG. 2;
  • Fig. 4 is a schematic diagram of the hardware environment of the accelerated cycle life test of the power battery in the application under the condition of vibration heating;
  • Fig. 5 is a schematic diagram of the scenario of the power battery cycle life accelerated aging test under vibration and high temperature conditions in the second embodiment of the method for evaluating the remaining performance of electric vehicles in the present application;
  • FIG. 6 is a schematic diagram of the attenuation curve of the charge and discharge capacity of the power battery versus the number of charge and discharge cycles under vibration and high temperature conditions in the second embodiment of the method for evaluating the remaining performance of an electric vehicle in the present application.
  • the main solution of the embodiment of the present application is: a method for evaluating the remaining performance of an electric vehicle, the method for evaluating the remaining performance of an electric vehicle includes the following steps:
  • the present application provides a method for evaluating the remaining performance of an electric vehicle, by performing discharge tests and charging tests on the power batteries of the electric vehicle in different preset loss states, so as to obtain the charging condition energy and the charging condition DC resistance of the power battery ; Calculate according to the energy of the charging condition and the DC resistance of the charging condition to obtain the energy attenuation rate of the charging condition of the electric vehicle and the expansion degree of the DC resistance of the charging condition; according to the energy attenuation rate of the charging condition and the charging
  • the DC resistance expansion degree under working conditions and the mileage traveled by the electric vehicle are calculated to obtain the health degree of the electric vehicle and the remaining mileage in the life cycle; under the guarantee of the rigorous data acquisition process and calculation process, efficient and reliable
  • the evaluation of the remaining performance of the electric vehicle effectively controls the evaluation cost consumed in the evaluation process, and avoids the problem that the health status of the power battery of the electric vehicle cannot be quickly and accurately evaluated.
  • FIG. 1 is a schematic diagram of a terminal structure of a hardware operating environment involved in the solution of the embodiment of the present application.
  • the terminal in this embodiment of the present application may be a PC, or a terminal device with a display function, a network connection function, and a data calculation function such as a tablet computer or a portable computer.
  • the terminal may include: a processor 1001 , such as a CPU, a network interface 1004 , a user interface 1003 , a memory 1005 , and a communication bus 1002 .
  • the communication bus 1002 is used to realize connection and communication between these components.
  • the user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface.
  • the network interface 1004 may include a standard wired interface and a wireless interface (such as a WI-FI interface).
  • the memory 1005 can be a high-speed RAM memory, or a stable memory (non-volatile memory), such as a disk memory.
  • the memory 1005 may also be a storage device independent of the aforementioned processor 1001 .
  • the terminal may further include a camera, an RF (Radio Frequency, radio frequency) circuit, a sensor, an audio circuit, a WiFi module, and the like.
  • sensors such as light sensors, motion sensors and other sensors.
  • the light sensor may include an ambient light sensor and a proximity sensor, wherein the ambient light sensor may adjust the brightness of the display screen according to the brightness of the ambient light, and the proximity sensor may turn off the display screen and/or backlight.
  • the gravitational acceleration sensor can detect the magnitude of acceleration in various directions (generally three axes), and can detect the magnitude and direction of gravity when it is stationary, and can be used for applications that recognize the posture of mobile terminals (such as horizontal and vertical screen switching, Related games, magnetometer posture calibration), vibration recognition related functions (such as pedometer, tap), etc.; of course, the mobile terminal can also be equipped with other sensors such as gyroscope, barometer, hygrometer, thermometer, infrared sensor, etc. No longer.
  • terminal structure shown in FIG. 1 does not constitute a limitation on the terminal, and may include more or less components than those shown in the figure, or combine some components, or arrange different components.
  • the memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and an electric vehicle remaining performance evaluation program.
  • the network interface 1004 is mainly used to connect to the background server and perform data communication with the background server;
  • the user interface 1003 is mainly used to connect to the client (client) and perform data communication with the client;
  • the processor 1001 can be used to call the electric vehicle residual performance evaluation program stored in the memory 1005, and perform the following operations:
  • processor 1001 can call the remaining performance evaluation program of the electric vehicle stored in the memory 1005, and also perform the following operations:
  • the step of performing discharge test and charging test on the power battery in different preset loss states of the electric vehicle to obtain the charging condition energy and charging condition DC resistance of the power battery includes:
  • processor 1001 can call the remaining performance evaluation program of the electric vehicle stored in the memory 1005, and also perform the following operations:
  • the step of calculating according to the energy of the charging condition and the DC resistance of the charging condition to obtain the energy attenuation rate of the charging condition of the electric vehicle and the expansion degree of the DC resistance of the charging condition of the electric vehicle includes:
  • processor 1001 can call the remaining performance evaluation program of the electric vehicle stored in the memory 1005, and also perform the following operations:
  • the step of calculating according to the energy attenuation rate of the charging condition, the DC resistance expansion degree of the charging condition and the mileage of the electric vehicle to obtain the health degree of the electric vehicle and the remaining mileage of the life cycle includes:
  • processor 1001 can call the remaining performance evaluation program of the electric vehicle stored in the memory 1005, and also perform the following operations:
  • the step of performing a discharge test on the power battery in a low loss state includes:
  • Controlling the electric vehicle where the power battery in the low-loss state is located runs at a preset speed v, so that the power battery is discharged until the voltage of the power battery reaches a preset cut-off discharge voltage U low ;
  • processor 1001 can call the remaining performance evaluation program of the electric vehicle stored in the memory 1005, and also perform the following operations:
  • the step of charging and testing the power battery in a low loss state includes:
  • the step of obtaining the energy Wb of the initial charging condition of the power battery includes:
  • processor 1001 can call the remaining performance evaluation program of the electric vehicle stored in the memory 1005, and also perform the following operations:
  • Execution steps conduct a discharge test on the power battery in a low-loss state
  • the step of charging and testing the power battery in a low-loss state also includes:
  • processor 1001 can call the remaining performance evaluation program of the electric vehicle stored in the memory 1005, and also perform the following operations:
  • the step of obtaining the DC resistance R b of the initial charging condition of the power battery includes:
  • the first embodiment of the present application provides a method for evaluating the remaining performance of an electric vehicle.
  • the method for evaluating the remaining performance of an electric vehicle includes:
  • Step S10 performing a discharge test and a charge test on the power batteries of the electric vehicle in different preset loss states, so as to obtain the energy of the power battery under charging conditions and the DC resistance under charging conditions;
  • step S10 includes:
  • Step S11 performing a discharge test and a charge test on the power battery in a low-loss state, so as to obtain the initial charging condition energy W b and the initial charging condition DC resistance R b of the power battery;
  • Step S12 performing a discharge test and a charge test on the power battery in a state of high loss, so as to obtain the end-point charging condition energy W e and the end-point charging condition DC resistance R e of the power battery;
  • Step S13 performing a discharge test and a charge test on the power battery in a state of medium loss, so as to obtain the energy W r of the power battery under the charging condition during the driving phase and the DC resistance R r under the charging mode during the driving phase of the power battery.
  • the execution subject is a PC
  • the vehicle-mounted controller of the electric vehicle can cooperate to implement each step of the method, wherein the vehicle-mounted controller includes But not limited to VCU (Vehicle Control Unit, vehicle controller), OBC (On Board Charger, on-board charger) and BMS (Battery Management System, battery management system).
  • VCU Vehicle Control Unit
  • OBC On Board Charger, on-board charger
  • BMS Battery Management System
  • the different preset loss states include low loss state, high loss state and medium loss state
  • the power battery can be a lithium battery, or a lead-acid battery, a nickel-metal hydride battery, a sodium-sulfur battery, a secondary lithium battery, an air Batteries, ternary lithium batteries or other rechargeable batteries with similar characteristics that can be widely used in electric vehicles.
  • the power batteries in the above states are all from the same model of electric vehicles.
  • the power battery in the low-loss state refers to a power battery on a brand new electric vehicle that is newly shipped or has not been used, so the state of the power battery can be regarded as a non-destructive state .
  • the power battery in the high-loss state is a power battery in an aging diving state, and the lithium-ion battery will gradually age during use, and its capacity will gradually decrease.
  • the capacity fading process can be roughly divided into two stages. In the first stage, the capacity decay is roughly linear with time or the number of cycles; in the second stage, the rate of capacity decay suddenly accelerates, and the battery performance rapidly declines. This process is usually called capacity "diving". The turning point of the two stages is called the capacity diving point, and the power battery in the state of high loss is at this turning point.
  • the power battery of the electric vehicle is subjected to an acceleration cycle under the condition of vibration and heating.
  • Life test record the charge and discharge capacity of the power battery for each charge and discharge cycle, draw the decay curve of the charge and discharge capacity of the power battery to the number of charge and discharge cycles and perform linear fitting, when the charge and discharge capacity of the power battery reaches the diving inflection point of the linear decay curve
  • the power battery in the high loss state can be obtained at this time.
  • the power battery in the medium loss state is the power battery in the electric vehicle in the driving stage, that is, the power battery in the electric vehicle in the normal use stage and needs to evaluate the remaining performance of the power battery.
  • the purpose of the above steps is to collect the corresponding parameters of the power battery in the initial state, aging state and use state, that is, the initial charging condition energy W b , the initial charging condition DC resistance R b , the terminal charging condition Condition energy W e , terminal charging condition DC resistance R e , driving stage charging condition energy W r , and driving stage charging condition DC resistance R r .
  • the step of obtaining parameters taking step S11 as an example, the step of performing a discharge test on the power battery in a low loss state in step S11 includes:
  • Step 1 Control the electric vehicle where the power battery in the low-loss state is located to run at a preset speed v, so as to discharge the power battery until the voltage of the power battery reaches the preset cut-off discharge voltage U low ; control The electric vehicle where the power battery in the low-loss state is located stands still for a first preset time ⁇ 1 until the voltage of the power battery is in a preset stable state.
  • the open circuit voltage of the power battery is monitored in real time, and if the voltage does not change within a preset time, it is considered to be in a stable state.
  • the value range of v is 5%-50% of the maximum vehicle speed; the value range of ⁇ 1 is 30min-5h.
  • step S11 the power battery in the low-loss state is charged and tested, and the step of obtaining the energy Wb of the initial charging condition of the power battery includes:
  • Step 2 Charge the power battery with the first preset current I1 until the voltage of the power battery reaches the preset cut-off charging voltage U up ; record the real-time charging voltage U and initial charging time during the charging process t 1 and termination charging time t 2 ; stop charging and control the electric vehicle where the power battery in a low-loss state is located to stand still for a second preset time ⁇ 2 until the voltage of the power battery drops back to the preset stability State: Substitute U, t 1 and t 2 into the energy formula of the charging condition for calculation to obtain the initial charging condition energy W b .
  • the value range of I1 is 0.05C ⁇ 1C; 1C represents the total power of the power battery, and 0.05C represents 5% power of the power battery; the value range of ⁇ 2 is 3min ⁇ 1h;
  • the conditional energy formula is
  • Step 3 Repeat step 1 above;
  • step S11 the step of charging the power battery in the low loss state also includes:
  • Step 5 Charge the power battery with the third preset current I 3 until the voltage of the power battery reaches U mid ; stop charging and control the electric vehicle where the power battery in the low loss state is placed to stand for the first Three preset times ⁇ 3 , until the voltage of the power battery drops back to the preset stable state; calculate the absolute value of the difference between the stabilized power battery voltage and U mid .
  • the value range of I 2 is 0.05C-1C; the value range of I 3 is 0.01C-0.1C; the value range of ⁇ 3 is 1min-10min.
  • Step 6 Judging whether the absolute value of the difference is smaller than the preset stable voltage value U s of the power battery; in response to the absolute value of the difference being greater than the preset stable voltage value U s of the power battery, continue to enter the step Five and six; in response to the absolute value of the difference being less than the preset stable voltage value U s of the power battery, go to step seven.
  • Step 7 Record the voltage U mid1 of the power battery; continue to charge the power battery with I 2 , and record the voltage U mid2 of the power battery after the fourth preset time ⁇ 4 ; combine U mid1 , U mid2 and I 2 Substituting into the DC resistance formula of the charging condition for calculation to obtain the DC resistance R b of the initial charging condition.
  • step S11 all the parameters to be obtained in step S11 have been obtained, and then refer to the above steps 1 to 7 to obtain the corresponding parameters in steps S12 and S13.
  • Step S20 calculating according to the charging condition energy and the charging condition DC resistance, so as to obtain the charging condition energy attenuation rate and the charging condition DC resistance expansion degree of the electric vehicle;
  • step S20 includes:
  • Step S30 calculate according to the energy attenuation rate under the charging condition, the expansion degree of the DC resistance under the charging condition, and the mileage traveled by the electric vehicle, so as to obtain the health degree and the remaining mileage of the life cycle of the electric vehicle.
  • step S30 includes:
  • the mileage L traveled by the electric vehicle corresponds to the electric vehicle in which the power battery in the depletion state in the above step S13 is located.
  • the accelerated aging and diving of the power battery under vibration and high temperature conditions can be quickly and accurately obtained from the power battery in the high loss state, providing a comparative On the basis; through the charging method of the electric vehicle's own controller to control the current, the charging condition energy and the charging condition DC internal resistance are quickly tested, which simplifies the test process and improves the test efficiency; provides the energy attenuation rate using the charging condition and the maximum value of DC internal resistance expansion under charging conditions to measure the health of electric vehicle power batteries; it also provides the use of energy attenuation rate under charging conditions and the maximum value of DC internal resistance expansion under charging conditions to determine the life of electric vehicles.
  • the algorithm for calculating the remaining mileage of the cycle also provides the corresponding algorithm based on the health of the electric vehicle and the remaining mileage of the life cycle; the charging conditions of the power battery of the same model electric vehicle in three different loss states obtained through steps 1 to 7 Energy and charging condition DC resistance, and accurately evaluate the remaining performance of the power battery of the electric vehicle in the driving stage according to the above algorithm, providing an authoritative, low-cost and fast electric vehicle remaining performance for the industry evaluation method.
  • this embodiment includes:
  • the new Baojun E100 electric vehicle is driven at a speed of less than 30km/h at room temperature, and its power battery is consumed to the set cut-off discharge voltage of 86.5V, and it is left for more than 3 hours until the open circuit voltage of the power battery is at 86.5V.
  • Steady state then use the on-board controller BMS, OBC and VCU to jointly control and charge the power battery of the electric vehicle with a current of 16A to the cut-off charging voltage of 128.5V. Stand still for more than 30 minutes to allow the voltage of the power battery to drop to a stable state.
  • the power battery of the Baojun E100 pure electric vehicle was vibrated using the three comprehensive test system and the charge and discharge test cabinet (according to 6.3 .11) and high temperature (60°C) power battery cycle life accelerated aging test (Figure 5), to obtain the decay curve of the power battery charge and discharge capacity versus the number of charge and discharge cycles ( Figure 6) and the diving inflection point (1430 second cycle).
  • the embodiment of the present application also proposes a computer-readable storage medium, the computer-readable storage medium is stored with an electric vehicle remaining performance evaluation program, and when the electric vehicle remaining performance evaluation program is executed by a processor, the above-mentioned The steps of the method for evaluating the remaining performance of an electric vehicle in each embodiment.
  • the term “comprises”, “comprises” or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article or system comprising a set of elements includes not only those elements, It also includes other elements not expressly listed, or elements inherent in the process, method, article, or system. Without further limitations, an element defined by the phrase “comprising a " does not preclude the presence of additional identical elements in the process, method, article or system comprising that element.
  • the methods of the above embodiments can be implemented by means of software plus a necessary general-purpose hardware platform, and of course also by hardware, but in many cases the former is better implementation.
  • the technical solution of the present application can be embodied in the form of a software product in essence or the part that contributes to the prior art, and the computer software product is stored in a storage medium (such as ROM/RAM) as described above. , magnetic disk, optical disk), including several instructions to enable a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in various embodiments of the present application.

Abstract

一种电动汽车剩余性能评估方法、装置和计算机可读存储介质，所述电动汽车剩余性能评估方法包括以下步骤：对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻；根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程。

Description

电动汽车剩余性能评估方法、装置和计算机可读存储介质
相关申请
本申请要求于2021年11月12号申请的、申请号为202111344633.0的中国专利申请的优先权，其全部内容通过引用结合于此。
技术领域
本申请涉及电动汽车领域，尤其涉及电动汽车剩余性能评估方法、装置和计算机可读存储介质。
背景技术
目前国内电动汽车保有量超过1％且逐年增长，电动汽车采用电动机作为驱动装置，由车载可充电蓄电池或其他能量储存装置提供能量，具有零排放、高效率、安静、运行平稳、驾驶操作容易、使用维护费用低和所需电能来源广泛等优点，因而在现有的新能源汽车技术中，被视为长期发展目标。
随着电动汽车的逐步普及，其车载动力电池的安全性和耐用性越来越受到人们的关注。就安全性而言，电动汽车自身的安全事故大多起源于老化动力电池的燃爆，因此如何快速准确地评估电动汽车车载动力电池的健康状态极为重要。
然而，对于电动汽车的剩余性能，目前在行业内缺少权威的、成本低廉的、快速的评估方法。
申请内容
本申请的主要目的在于提供一种电动汽车剩余性能评估方法、装置和计算机可读存储介质，旨在解决如何提高电动汽车的剩余性能的评估可靠性和评估效率，同时节省评估成本的技术问题。
为实现上述目的，本申请提供一种电动汽车剩余性能评估方法，所述电动汽车剩余性能评估方法包括以下步骤：
对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻；
根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；
根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程。
在一实施方式中，所述对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻的步骤包括：
对处于低损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的起始充电工况能量W b和起始充电工况直流电阻R b；
对处于高损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的终点充电工况能量W e和终点充电工况直流电阻R e；
对处于中损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的行驶阶段充电工况能量W r和行驶阶段充电工况直流电阻R r。
在一实施方式中，所述根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度的步骤包括：
将W b、W e和W r代入充电工况能量衰减率公式中进行计算，以得到充电工况能量衰减率
Figure PCTCN2022089237-appb-000001
将R b、R e和R r代入充电工况直流电阻膨胀度公式中进行计算，以得到充电工况直流电阻膨胀度
Figure PCTCN2022089237-appb-000002
在一实施方式中，所述根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程的步骤包括：
获取电动汽车已行驶的里程L，将
Figure PCTCN2022089237-appb-000003
和
Figure PCTCN2022089237-appb-000004
代入所述电动汽车的健康度公式中进行计算，以得到所述电动汽车的健康度
Figure PCTCN2022089237-appb-000005
将L、
Figure PCTCN2022089237-appb-000006
和
Figure PCTCN2022089237-appb-000007
代入所述电动汽车的生命周期剩余行驶里程公式中进行计算，以得到所述电动汽车的生命周期剩余行驶里程L r。
在一实施方式中，所述对处于低损耗状态的动力电池进行放电测试的步骤包括：
控制所述处于低损耗状态的动力电池所在的电动汽车以预设速度v行驶，以使所述动力电池放电，直至所述动力电池的电压达到预设的截止放电电压U low；
控制所述处于低损耗状态的动力电池所在的电动汽车静置第一预设时间τ 1，直至所述动力电池的电压处于预设稳定状态。
在一实施方式中，所述对处于低损耗状态的动力电池进行充电测试的步骤包括：
以第一预设电流I 1对所述动力电池进行充电，直至所述动力电池的电压达到预设的截止充电电压U up；
记录充电过程中的实时充电电压U、起始充电时间t 1和终止充电时间t 2；
停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
所述获取所述动力电池的起始充电工况能量W b的步骤包括：
将U、t 1和t 2代入充电工况能量公式中进行计算以得到起始充电工况能量W b。
在一实施方式中，所述获取所述动力电池的起始充电工况能量W b的步骤之后包括：
执行步骤：对处于低损耗状态的动力电池进行放电测试；
所述对处于低损耗状态的动力电池进行充电测试的步骤还包括：
以第二预设电流I 2对所述动力电池进行充电，直至所述动力电池的电压达到预设的中值电压U mid，其中，U mid＝(U low+U up)/2；
停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
以第三预设电流I 3对所述动力电池进行充电，直至所述动力电池的电压达到U mid；
停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第三预设时间τ 3，直至所述动力电池的电压回落至所述预设稳定状态；
计算稳定后的动力电池电压与U mid的差值绝对值。
在一实施方式中，所述计算稳定后的动力电池电压与U mid的差值绝对值的步骤之后包括：
判断所述差值绝对值是否小于所述动力电池的预设稳定电压值U s；
确定所述差值绝对值小于所述动力电池的预设稳定电压值U s，记录所述动力电池的电压U mid1；
以I 2对所述动力电池继续充电，记录第四预设时间τ 4后的动力电池的电压U mid2；
所述获取所述动力电池的起始充电工况直流电阻R b的步骤包括：
将U mid1、U mid2和I 2代入充电工况直流电阻公式进行计算以得到起始充电工况直流电阻R b。
在一实施方式中，所述对处于高损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的终点充电工况能量W e和终点充电工况直流电阻R e的步骤包括：
控制所述处于高损耗状态的动力电池所在的电动汽车以预设速度v行驶，以使所述动力电池放电，直至所述动力电池的电压达到预设的截止放电电压U low；
控制所述处于高损耗状态的动力电池所在的电动汽车静置第一预设时间τ 1，直至所述动力电池的电压处于预设稳定状态；
以第一预设电流I 1对所述动力电池进行充电，直至所述动力电池的电压达到预设的截止充电电压U up；
记录充电过程中的实时充电电压U、起始充电时间t 1和终止充电时间t 2；
停止充电并控制所述处于高损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
将U、t 1和t 2代入充电工况能量公式中进行计算以得到终点充电工况能量W e；
执行步骤：对处于高损耗状态的动力电池进行放电测试；
以第二预设电流I 2对所述动力电池进行充电，直至所述动力电池的电压达到预设的中值电压U mid，其中，U mid＝(U low+U up)/2；
停止充电并控制所述处于高损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
以第三预设电流I 3对所述动力电池进行充电，直至所述动力电池的电压达到U mid；
停止充电并控制所述处于高损耗状态的动力电池所在的电动汽车静置第三预设时间τ 3，直至所述动力电池的电压回落至所述预设稳定状态；
计算稳定后的动力电池电压与U mid的差值绝对值；
判断所述差值绝对值是否小于所述动力电池的预设稳定电压值U s；
确定所述差值绝对值小于所述动力电池的预设稳定电压值U s，记录所述动力电池的电压U mid1；
以I 2对所述动力电池继续充电，记录第四预设时间τ 4后的动力电池的电压U mid2；
将U mid1、U mid2和I 2代入充电工况直流电阻公式进行计算以得到终点充电工况直流电 阻R e。
在一实施方式中，所述对处于中损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的行驶阶段充电工况能量W r和行驶阶段充电工况直流电阻R r的步骤包括：
控制所述处于中损耗状态的动力电池所在的电动汽车以预设速度v行驶，以使所述动力电池放电，直至所述动力电池的电压达到预设的截止放电电压U low；
控制所述处于中损耗状态的动力电池所在的电动汽车静置第一预设时间τ 1，直至所述动力电池的电压处于预设稳定状态；
以第一预设电流I 1对所述动力电池进行充电，直至所述动力电池的电压达到预设的截止充电电压U up；
记录充电过程中的实时充电电压U、起始充电时间t 1和终止充电时间t 2；
停止充电并控制所述处于中损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
将U、t 1和t 2代入充电工况能量公式中进行计算以得到行驶阶段充电工况能量W r；
执行步骤：对处于中损耗状态的动力电池进行放电测试；
以第二预设电流I 2对所述动力电池进行充电，直至所述动力电池的电压达到预设的中值电压U mid，其中，U mid＝(U low+U up)/2；
停止充电并控制所述处于中损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
以第三预设电流I 3对所述动力电池进行充电，直至所述动力电池的电压达到U mid；
停止充电并控制所述处于中损耗状态的动力电池所在的电动汽车静置第三预设时间τ 3，直至所述动力电池的电压回落至所述预设稳定状态；
计算稳定后的动力电池电压与U mid的差值绝对值；
判断所述差值绝对值是否小于所述动力电池的预设稳定电压值U s；
确定所述差值绝对值小于所述动力电池的预设稳定电压值U s，记录所述动力电池的电压U mid1；
以I 2对所述动力电池继续充电，记录第四预设时间τ 4后的动力电池的电压U mid2；
将U mid1、U mid2和I 2代入充电工况直流电阻公式进行计算以得到行驶阶段充电工况直流电阻R r。
此外，为实现上述目的，本申请还提供一种电动汽车剩余性能评估装置，所述电动汽车剩余性能评估装置包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的电动汽车剩余性能评估程序，所述电动汽车剩余性能评估程序被所述处理器执行时实现如权上所述的电动汽车剩余性能评估方法的步骤。
此外，为实现上述目的，本申请还提供一种计算机可读存储介质，所述计算机可读存储介质上存储有电动汽车剩余性能评估程序，所述电动汽车剩余性能评估程序被处理器执行时实现如上所述的电动汽车剩余性能评估方法的步骤。
本申请提出一种电动汽车剩余性能评估方法、装置和计算机可读存储介质，其中，所 述电动汽车剩余性能评估方法通过对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻；根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程；在严谨的数据获取过程与计算过程的保证下，实现了高效可靠的电动汽车剩余性能的评估，有效地控制了评估过程中消耗的评估成本，避免了电动汽车车载动力电池的健康状态无法快速准确评估的问题。
附图说明
图1是本申请实施例方案涉及的硬件运行环境的终端结构示意图；
图2为本申请电动汽车剩余性能评估方法第一实施例的流程示意图；
图3为图2中步骤S10的细化流程示意图；
图4为本申请中动力电池进行振动加热条件下的加速循环寿命测试的硬件环境示意图；
图5为本申请电动汽车剩余性能评估方法第二实施例中振动及高温条件下的动力电池循环寿命加速老化试验的场景示意图；
图6为本申请电动汽车剩余性能评估方法第二实施例中振动及高温条件下的动力电池充放电容量对充放电循环次数的衰减曲线示意图。
本申请目的的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
具体实施方式
应当理解，此处所描述的具体实施例仅仅用以解释本申请，并不用于限定本申请。
本申请实施例的主要解决方案是：一种电动汽车剩余性能评估方法，所述电动汽车剩余性能评估方法包括以下步骤：
对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻；
根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；
根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程。
由于随着电动汽车的逐步普及，其车载动力电池的安全性和耐用性越来越受到人们的关注。就安全性而言，电动汽车自身的安全事故大多起源于老化动力电池的燃爆，因此如何快速准确地评估电动汽车车载动力电池的健康状态极为重要。然而，对于电动汽车的剩余性能，目前在行业内缺少权威的、成本低廉的、快速的评估方法。
本申请提供一种电动汽车剩余性能评估方法，通过对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况 直流电阻；根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程；在严谨的数据获取过程与计算过程的保证下，实现了高效可靠的电动汽车剩余性能的评估，有效地控制了评估过程中消耗的评估成本，避免了电动汽车车载动力电池的健康状态无法快速准确评估的问题。
如图1所示，图1是本申请实施例方案涉及的硬件运行环境的终端结构示意图。
本申请实施例终端可以是PC，也可以是平板电脑、便携计算机等具有显示功能、网络连接功能和数据运算功能的终端设备。
如图1所示，该终端可以包括：处理器1001，例如CPU，网络接口1004，用户接口1003，存储器1005，通信总线1002。其中，通信总线1002用于实现这些组件之间的连接通信。用户接口1003可以包括显示屏(Display)、输入单元比如键盘(Keyboard)，可选用户接口1003还可以包括标准的有线接口、无线接口。网络接口1004可选的可以包括标准的有线接口、无线接口(如WI-FI接口)。存储器1005可以是高速RAM存储器，也可以是稳定的存储器(non-volatile memory)，例如磁盘存储器。存储器1005可选的还可以是独立于前述处理器1001的存储装置。
在一实施方式中，终端还可以包括摄像头、RF(Radio Frequency，射频)电路，传感器、音频电路、WiFi模块等等。其中，传感器比如光传感器、运动传感器以及其他传感器。具体地，光传感器可包括环境光传感器及接近传感器，其中，环境光传感器可根据环境光线的明暗来调节显示屏的亮度，接近传感器可在移动终端移动到耳边时，关闭显示屏和/或背光。作为运动传感器的一种，重力加速度传感器可检测各个方向上(一般为三轴)加速度的大小，静止时可检测出重力的大小及方向，可用于识别移动终端姿态的应用(比如横竖屏切换、相关游戏、磁力计姿态校准)、振动识别相关功能(比如计步器、敲击)等；当然，移动终端还可配置陀螺仪、气压计、湿度计、温度计、红外线传感器等其他传感器，在此不再赘述。
本领域技术人员可以理解，图1中示出的终端结构并不构成对终端的限定，可以包括比图示更多或更少的部件，或者组合某些部件，或者不同的部件布置。
如图1所示，作为一种计算机存储介质的存储器1005中可以包括操作系统、网络通信模块、用户接口模块以及电动汽车剩余性能评估程序。
在图1所示的终端中，网络接口1004主要用于连接后台服务器，与后台服务器进行数据通信；用户接口1003主要用于连接客户端(用户端)，与客户端进行数据通信；而处理器1001可以用于调用存储器1005中存储的电动汽车剩余性能评估程序，并执行以下操作：
对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻；
根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；
根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程。
进一步地，处理器1001可以调用存储器1005中存储的电动汽车剩余性能评估程序，还执行以下操作：
所述对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻的步骤包括：
对处于低损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的起始充电工况能量W b和起始充电工况直流电阻R b；
对处于高损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的终点充电工况能量W e和终点充电工况直流电阻R e；
对处于中损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的行驶阶段充电工况能量W r和行驶阶段充电工况直流电阻R r。
进一步地，处理器1001可以调用存储器1005中存储的电动汽车剩余性能评估程序，还执行以下操作：
所述根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度的步骤包括：
将W b、W e和W r代入充电工况能量衰减率公式中进行计算，以得到充电工况能量衰减率
Figure PCTCN2022089237-appb-000008
将R b、R e和R r代入充电工况直流电阻膨胀度公式中进行计算，以得到充电工况直流电阻膨胀度
Figure PCTCN2022089237-appb-000009
进一步地，处理器1001可以调用存储器1005中存储的电动汽车剩余性能评估程序，还执行以下操作：
所述根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程的步骤包括：
获取电动汽车已行驶的里程L，将
Figure PCTCN2022089237-appb-000010
和
Figure PCTCN2022089237-appb-000011
代入所述电动汽车的健康度公式中进行计算，以得到所述电动汽车的健康度
Figure PCTCN2022089237-appb-000012
将L、
Figure PCTCN2022089237-appb-000013
和
Figure PCTCN2022089237-appb-000014
代入所述电动汽车的生命周期剩余行驶里程公式中进行计算，以得到所述电动汽车的生命周期剩余行驶里程L r。
进一步地，处理器1001可以调用存储器1005中存储的电动汽车剩余性能评估程序，还执行以下操作：
所述对处于低损耗状态的动力电池进行放电测试的步骤包括：
控制所述处于低损耗状态的动力电池所在的电动汽车以预设速度v行驶，以使所述动力电池放电，直至所述动力电池的电压达到预设的截止放电电压U low；
控制所述处于低损耗状态的动力电池所在的电动汽车静置第一预设时间τ 1，直至所述动力电池的电压处于预设稳定状态。
进一步地，处理器1001可以调用存储器1005中存储的电动汽车剩余性能评估程序，还执行以下操作：
所述对处于低损耗状态的动力电池进行充电测试的步骤包括：
以第一预设电流I 1对所述动力电池进行充电，直至所述动力电池的电压达到预设的截止充电电压U up；
记录充电过程中的实时充电电压U、起始充电时间t 1和终止充电时间t 2；
停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
所述获取所述动力电池的起始充电工况能量W b的步骤包括：
将U、t 1和t 2代入充电工况能量公式中进行计算以得到起始充电工况能量W b。
进一步地，处理器1001可以调用存储器1005中存储的电动汽车剩余性能评估程序，还执行以下操作：
执行步骤：对处于低损耗状态的动力电池进行放电测试；
所述对处于低损耗状态的动力电池进行充电测试的步骤还包括：
以第二预设电流I 2对所述动力电池进行充电，直至所述动力电池的电压达到预设的中值电压U mid，其中，U mid＝(U low+U up)/2；
停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
以第三预设电流I 3对所述动力电池进行充电，直至所述动力电池的电压达到U mid；
停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第三预设时间τ 3，直至所述动力电池的电压回落至所述预设稳定状态；
计算稳定后的动力电池电压与U mid的差值绝对值。
进一步地，处理器1001可以调用存储器1005中存储的电动汽车剩余性能评估程序，还执行以下操作：
判断所述差值绝对值是否小于所述动力电池的预设稳定电压值U s；
确定所述差值绝对值小于所述动力电池的预设稳定电压值U s，记录所述动力电池的电压U mid1；
以I 2对所述动力电池继续充电，记录第四预设时间τ 4后的动力电池的电压U mid2；
所述获取所述动力电池的起始充电工况直流电阻R b的步骤包括：
将U mid1、U mid2和I 2代入充电工况直流电阻公式进行计算以得到起始充电工况直流电阻R b。
参照图2，本申请第一实施例提供一种电动汽车剩余性能评估方法，所述电动汽车剩余性能评估方法包括：
步骤S10，对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻；
参照图3，本实施例中，步骤S10包括：
步骤S11，对处于低损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的起始充电工况能量W b和起始充电工况直流电阻R b；
步骤S12，对处于高损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的终点充电工况能量W e和终点充电工况直流电阻R e；
步骤S13，对处于中损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的行驶阶段充电工况能量W r和行驶阶段充电工况直流电阻R r。
需要说明的是，本实施例中，执行主体为PC，通过PC与电动汽车之间的通信连接，以使电动汽车的车载控制器协同实现本方法的各个步骤，其中，所述车载控制器包括但不限于VCU(Vehicle Control Unit，整车控制器)、OBC(On Board Charger，车载充电器)和BMS(Battery Management System，电池管理系统)。所述不同预设损耗状态包括低损耗状态、高损耗状态和中损耗状态，所述动力电池可以是锂电池，也可以是铅酸蓄电池、镍氢电池、钠硫电池、二次锂电池、空气电池、三元锂电池或其他具有相似特性的能够泛用于电动汽车的可充电蓄电池，上述各状态的动力电池均来自于相同型号的电动汽车。
本实施例中，所述低损耗状态的动力电池指的是新出厂或者新下线的还未使用过的全新的电动汽车上的动力电池，因此，所述动力电池的状态可视为无损状态。
所述高损耗状态的动力电池为处于老化跳水状态的动力电池，锂离子电池在使用过程中会逐渐老化，容量逐渐减小。在电池给定规程的老化过程中，容量衰减过程大致可分为两个阶段。第一阶段，容量衰减随时间或循环次数大致成线性关系；第二阶段，容量衰减速率忽然加速，电池性能急速衰减，这一过程通常被称为容量“跳水”。两个阶段的转折点，则被称为容量跳水点，所述高损耗状态的动力电池即处于该转折点。
参照图4，在该场景下，通过利用三综合试验系统，即图4中温控设备、振动台等组成的系统，以及充放电测试柜对电动汽车的动力电池进行振动加热条件下的加速循环寿命测试，记录每次充放电循环的动力电池充放电容量，绘制动力电池充放电容量对充放电循环次数的衰减曲线并进行线性拟合，当动力电池的充放电容量到达线性衰减曲线的跳水拐点时，停止加速循环寿命测试，此时即可得到所述高损耗状态的动力电池。
所述中损耗状态的动力电池为处于行驶阶段的电动汽车中的动力电池，即在处于正常使用阶段、需要评估动力电池剩余性能的电动汽车中的动力电池。
可以理解的是，上述步骤的目的是采集起始状态、老化状态和使用状态的动力电池的相应参数，即起始充电工况能量W b、起始充电工况直流电阻R b、终点充电工况能量W e、终点充电工况直流电阻R e、行驶阶段充电工况能量W r和行驶阶段充电工况直流电阻R r。
本实施例中，获取参数的步骤，以步骤S11为例，步骤S11中对处于低损耗状态的动力电池进行放电测试的步骤包括：
步骤一：控制所述处于低损耗状态的动力电池所在的电动汽车以预设速度v行驶，以使所述动力电池放电，直至所述动力电池的电压达到预设的截止放电电压U low；控制所述处于低损耗状态的动力电池所在的电动汽车静置第一预设时间τ 1，直至所述动力电池的电压处于预设稳定状态。
需要说明的是，关于所述预设稳定状态，本实施例中会实时监测所述动力电池的开路电压，若预设时间内电压不变化即认为其处于稳定状态。v的取值范围为整车最高车速的5％～50％；τ 1的取值范围为30min～5h。
步骤S11中对处于低损耗状态的动力电池进行充电测试，获取所述动力电池的起始充电工况能量W b的步骤包括：
步骤二：以第一预设电流I 1对所述动力电池进行充电，直至所述动力电池的电压达到 预设的截止充电电压U up；记录充电过程中的实时充电电压U、起始充电时间t 1和终止充电时间t 2；停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；将U、t 1和t 2代入充电工况能量公式中进行计算以得到起始充电工况能量W b。
需要说明的是，I 1的取值范围为0.05C～1C；1C代表动力电池的全部电量，0.05C代表动力电池5％的电量；τ 2的取值范围为3min～1h；所述充电工况能量公式为
Figure PCTCN2022089237-appb-000015
步骤三：重复执行上述步骤一；
步骤S11中对处于低损耗状态的动力电池进行充电测试的步骤还包括：
步骤四：以第二预设电流I 2对所述动力电池进行充电，直至所述动力电池的电压达到预设的中值电压U mid，其中，U mid＝(U low+U up)/2；停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
步骤五：以第三预设电流I 3对所述动力电池进行充电，直至所述动力电池的电压达到U mid；停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第三预设时间τ 3，直至所述动力电池的电压回落至所述预设稳定状态；计算稳定后的动力电池电压与U mid的差值绝对值。
需要说明的是，I 2的取值范围为0.05C～1C；I 3的取值范围为0.01C～0.1C；τ 3的取值范围为1min～10min。
当得到所述差值绝对值之后，需要先执行以下步骤：
步骤六：判断所述差值绝对值是否小于所述动力电池的预设稳定电压值U s；响应于所述差值绝对值大于所述动力电池的预设稳定电压值U s，持续进入步骤五和六；响应于所述差值绝对值小于所述动力电池的预设稳定电压值U s，进入步骤七。
需要说明的是，其中，U s的取值范围为动力电池额定电压的0.1％～2％。
步骤七：记录所述动力电池的电压U mid1；以I 2对所述动力电池继续充电，记录第四预设时间τ 4后的动力电池的电压U mid2；将U mid1、U mid2和I 2代入充电工况直流电阻公式进行计算以得到起始充电工况直流电阻R b。
需要说明的是，τ 4的取值范围为1s～60s，所述充电工况直流电阻公式为
Figure PCTCN2022089237-appb-000016
至此，步骤S11中需要获取的参数均已获取完成，再参照上述步骤一至步骤七获取步骤S12和步骤S13中的相应参数即可。
步骤S20，根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；
本实施例中，步骤S20包括：
将W b、W e和W r代入充电工况能量衰减率公式中进行计算，以得到充电工况能量衰减率
Figure PCTCN2022089237-appb-000017
将R b、R e和R r代入充电工况直流电阻膨胀度公式中进行计算，以得到充电工况直流电阻膨胀度
Figure PCTCN2022089237-appb-000018
可以理解的是，通过前述步骤已经获取到了W b、W e和W r以及R b、R e和R r的值，此时只需要将其用于计算即可。
需要说明的是，所述充电工况能量衰减率公式为
Figure PCTCN2022089237-appb-000019
所述充电工况直流电阻膨胀度公式为
Figure PCTCN2022089237-appb-000020
步骤S30，根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程。
本实施例中，步骤S30包括：
获取电动汽车已行驶的里程L，将
Figure PCTCN2022089237-appb-000021
和
Figure PCTCN2022089237-appb-000022
代入所述电动汽车的健康度公式中进行计算，以得到所述电动汽车的健康度
Figure PCTCN2022089237-appb-000023
将L、
Figure PCTCN2022089237-appb-000024
和
Figure PCTCN2022089237-appb-000025
代入所述电动汽车的生命周期剩余行驶里程公式中进行计算，以得到所述电动汽车的生命周期剩余行驶里程L r。
可以理解的是，所述电动汽车已行驶的里程L对应的是上述步骤S13中中损耗状态的动力电池所在的电动汽车。
需要说明的是，所述所述电动汽车的健康度公式为
Figure PCTCN2022089237-appb-000026
其中，
Figure PCTCN2022089237-appb-000027
所述所述电动汽车的生命周期剩余行驶里程公式为
Figure PCTCN2022089237-appb-000028
在本实施例中，通过三综合测试系统及充放电测试柜联合对动力电池在振动及高温条件下进行加速老化跳水，能够快速、准确地获取到所述高损耗状态的动力电池，提供了比对基础；通过电动汽车自带控制器控制电流的充电方法对充电工况能量及充电工况直流内阻进行快速测试，简化了测试流程，提高了测试效率；提供了利用充电工况能量衰减率及充电工况直流内阻膨胀度最大值对电动汽车动力电池的健康度进行测算的算法；还提供了利用充电工况能量衰减率及充电工况直流内阻膨胀度最大值对电动汽车的生命周期剩余行驶里程进行测算的算法；还提供了基于电动汽车健康度及其生命周期剩余行驶里程的对应算法；通过步骤一至七获取的同型号电动汽车三种不同损耗状态的动力电池的充电工况能量和充电工况直流电阻，并根据上述算法准确地评估出了处于行驶阶段的电动汽车的动力电池的剩余性能，为本行业提供了一种权威的、成本低廉的、快速的电动汽车剩余性能的评估方法。
进一步的，以上汽通用五菱已上市的宝骏E100纯电动汽车车型为例，提出本申请电动汽车剩余性能评估方法的第二实施例，基于上述图2所示的实施例，本实施例包括：
首先对宝骏E100新下线的电动汽车在室温下以低于30km/h的速度行驶，将其动力电池耗电至设定的截止放电电压86.5V，静置3h以上直至动力电池的开路电压处于稳定状态；随后利用车载控制器BMS、OBC和VCU联合控制以电流16A对电动汽车的动力电 池充电至截止充电电压128.5V。静置30min以上让动力电池的电压回落至稳定状态。利用BMS记录充电过程的实时充电电压值，起始充电时间和终止充电时间,标定室温下电动汽车的起始充电工况能量W b＝15.23kWh；
重新对该电动汽车低速行驶放电至截止放电电压86.5V并静置至稳定状态，利用车载控制器BMS、OBC和VCU联合控制以电流16A对电动汽车的动力电池充电至中值电压107.5V，静置让动力电池的电压回落至稳定状态；随后以小电流2A对电动汽车动力电池进行缓慢充电至107.5V并静置5min以上，让动力电池的电压回落至稳定状态，计算稳定后的动力电池电压与107.5V的差值绝对值；如果差值绝对值大于0.5V，则重复2A小电流充电操作，直至差值绝对值小于等于0.5V；记录此时的动力电池电压U mid1为107.30V，以恒定的电流16A对电动汽车继续充电10s，记录10s后的动力电池电压U mid2为107.81V，计算常温10s时间16A条件下的动力电池起始充电工况直流电阻
Figure PCTCN2022089237-appb-000029
随后，对该宝骏E100纯电动汽车动力电池，利用三综合测试系统及充放电测试柜对其进行振动(按GB/T 34816-2015《电动汽车用动力蓄电池电性能要求及试验方法》中的6.3.11的方法进行)及高温(60℃)条件下的动力电池循环寿命加速老化试验(图5)，获取动力电池充放电容量对充放电循环次数的衰减曲线(图6)及跳水拐点(1430次循环处)。参照上述步骤，测量衰减曲线的跳水拐点处的终点充电工况能量W e以及终点充电工况直流电阻R e的值，分别算得W e＝9.91kWh，R e＝60mΩ；
最后，对已经行驶了一定里程(L＝64185km)的宝骏E100电动汽车，参照上述方法分别测试该电动汽车的行驶阶段充电工况能量W r以及行驶阶段充电工况直流电阻R r，分别计算得到W r＝14.11kWh，R r＝40mΩ；
计算该电动汽车的充电工况能量衰减率
Figure PCTCN2022089237-appb-000030
及充电工况直流电阻膨胀度
Figure PCTCN2022089237-appb-000031
Figure PCTCN2022089237-appb-000032
Figure PCTCN2022089237-appb-000033
计算该电动汽车的健康度
Figure PCTCN2022089237-appb-000034
及生命周期剩余行驶里程L r：
Figure PCTCN2022089237-appb-000035
Figure PCTCN2022089237-appb-000036
Figure PCTCN2022089237-appb-000037
在本实施例中，在一已经投入使用的具体车型上应用了第一实施例中所提供的电动汽车剩余性能评估方法，通过直观的测试数据和计算数据，体现了已经行驶了一定里程(L＝64185km)的宝骏E100电动汽车的健康度及生命周期剩余行驶里程，有效地体现了第一实施例中所提供的电动汽车剩余性能评估方法所具备的快速、可靠、高效、实用等特点。
此外，本申请实施例还提出一种计算机可读存储介质，所述计算机可读存储介质上存储有电动汽车剩余性能评估程序，所述电动汽车剩余性能评估程序被处理器执行时实现如上所述各实施例中电动汽车剩余性能评估方法的步骤。
需要说明的是，在本文中，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者系统不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者系统所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括该要素的过程、方法、物品或者系统中还存在另外的相同要素。
上述本申请实施例序号仅仅为了描述，不代表实施例的优劣。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到上述实施例方法可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件，但很多情况下前者是更佳的实施方式。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品存储在如上所述的一个存储介质(如ROM/RAM、磁碟、光盘)中，包括若干指令用以使得一台终端设备(可以是手机，计算机，服务器，空调器，或者网络设备等)执行本申请各个实施例所述的方法。
以上仅为本申请的可选实施例，并非因此限制本申请的专利范围，凡是利用本申请说明书及附图内容所作的等效结构或等效流程变换，或直接或间接运用在其他相关的技术领域，均同理包括在本申请的专利保护范围内。

Claims (10)

  1. 一种电动汽车剩余性能评估方法，其中，所述电动汽车剩余性能评估方法包括以下步骤：
    对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻；
    根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度；
    根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程。
  2. 如权利要求1所述的电动汽车剩余性能评估方法，其中，所述对电动汽车的处于不同预设损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的充电工况能量和充电工况直流电阻的步骤包括：
    对处于低损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的起始充电工况能量W b和起始充电工况直流电阻R b；
    对处于高损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的终点充电工况能量W e和终点充电工况直流电阻R e；
    对处于中损耗状态的动力电池进行放电测试和充电测试，以获取所述动力电池的行驶阶段充电工况能量W r和行驶阶段充电工况直流电阻R r。
  3. 如权利要求2所述的电动汽车剩余性能评估方法，其中，所述根据所述充电工况能量和充电工况直流电阻进行计算，以得到所述电动汽车的充电工况能量衰减率和充电工况直流电阻膨胀度的步骤包括：
    将W b、W e和W r代入充电工况能量衰减率公式中进行计算，以得到充电工况能量衰减率
    Figure PCTCN2022089237-appb-100001
    将R b、R e和R r代入充电工况直流电阻膨胀度公式中进行计算，以得到充电工况直流电阻膨胀度
    Figure PCTCN2022089237-appb-100002
  4. 如权利要求3所述的电动汽车剩余性能评估方法，其中，所述根据所述充电工况能量衰减率和充电工况直流电阻膨胀度以及电动汽车已行驶的里程进行计算，以得到所述电动汽车的健康度和生命周期剩余行驶里程的步骤包括：
    获取电动汽车已行驶的里程L，将
    Figure PCTCN2022089237-appb-100003
    和
    Figure PCTCN2022089237-appb-100004
    代入所述电动汽车的健康度公式中进行计算，以得到所述电动汽车的健康度
    Figure PCTCN2022089237-appb-100005
    将L、
    Figure PCTCN2022089237-appb-100006
    和
    Figure PCTCN2022089237-appb-100007
    代入所述电动汽车的生命周期剩余行驶里程公式中进行计算，以得到所述电动汽车的生命周期剩余行驶里程L r。
  5. 如权利要求2所述的电动汽车剩余性能评估方法，其中，所述对处于低损耗状态 的动力电池进行放电测试的步骤包括：
    控制所述处于低损耗状态的动力电池所在的电动汽车以预设速度v行驶，以使所述动力电池放电，直至所述动力电池的电压达到预设的截止放电电压U low；
    控制所述处于低损耗状态的动力电池所在的电动汽车静置第一预设时间τ 1，直至所述动力电池的电压处于预设稳定状态。
  6. 如权利要求5所述的电动汽车剩余性能评估方法，其中，所述对处于低损耗状态的动力电池进行充电测试的步骤包括：
    以第一预设电流I 1对所述动力电池进行充电，直至所述动力电池的电压达到预设的截止充电电压U up；
    记录充电过程中的实时充电电压U、起始充电时间t 1和终止充电时间t 2；
    停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
    所述获取所述动力电池的起始充电工况能量W b的步骤包括：
    将U、t 1和t 2代入充电工况能量公式中进行计算以得到起始充电工况能量W b。
  7. 如权利要求6所述的电动汽车剩余性能评估方法，其中，所述获取所述动力电池的起始充电工况能量W b的步骤之后包括：
    执行步骤：对处于低损耗状态的动力电池进行放电测试；
    所述对处于低损耗状态的动力电池进行充电测试的步骤还包括：
    以第二预设电流I 2对所述动力电池进行充电，直至所述动力电池的电压达到预设的中值电压U mid，其中，U mid＝(U low+U up)/2；
    停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第二预设时间τ 2，直至所述动力电池的电压回落至所述预设稳定状态；
    以第三预设电流I 3对所述动力电池进行充电，直至所述动力电池的电压达到U mid；
    停止充电并控制所述处于低损耗状态的动力电池所在的电动汽车静置第三预设时间τ 3，直至所述动力电池的电压回落至所述预设稳定状态；
    计算稳定后的动力电池电压与U mid的差值绝对值。
  8. 如权利要求7所述的电动汽车剩余性能评估方法，其中，所述计算稳定后的动力电池电压与U mid的差值绝对值的步骤之后包括：
    判断所述差值绝对值是否小于所述动力电池的预设稳定电压值U s；
    确定所述差值绝对值小于所述动力电池的预设稳定电压值U s，记录所述动力电池的电压U mid1；
    以I 2对所述动力电池继续充电，记录第四预设时间τ 4后的动力电池的电压U mid2；
    所述获取所述动力电池的起始充电工况直流电阻R b的步骤包括：
    将U mid1、U mid2和I 2代入充电工况直流电阻公式进行计算以得到起始充电工况直流电阻R b。
  9. 一种电动汽车剩余性能评估装置，其中，所述电动汽车剩余性能评估装置包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的电动汽车剩余性能评估程序，所述电动汽车剩余性能评估程序被所述处理器执行时实现如权利要求1至8中任一项所述的电动汽车剩余性能评估方法的步骤。
  10. 一种计算机可读存储介质，其中，所述计算机可读存储介质上存储有电动汽车剩余性能评估程序，所述电动汽车剩余性能评估程序被处理器执行时实现如权利要求1至8中任一项所述的电动汽车剩余性能评估方法的步骤。
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