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CN111098753B - Electric vehicle driving mileage estimation method and device and electric vehicle - Google Patents

Electric vehicle driving mileage estimation method and device and electric vehicle Download PDF

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CN111098753B
CN111098753B CN201811260380.7A CN201811260380A CN111098753B CN 111098753 B CN111098753 B CN 111098753B CN 201811260380 A CN201811260380 A CN 201811260380A CN 111098753 B CN111098753 B CN 111098753B
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charge
state
interval
electric vehicle
temperature
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CN111098753A (en
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刘建国
张文玲
黄建
陈明文
其他发明人请求不公开姓名
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
    • 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

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Abstract

The disclosure relates to a driving range estimation method and device of an electric vehicle and the electric vehicle. The method comprises the following steps: determining a current state of charge of a power battery of the electric vehicle; determining a section where the current charge state is located and a section where the charge state is lower than the section where the current charge state is located from a plurality of pre-divided charge state sections; determining an estimated driving range of the electric vehicle according to the theoretical driving range corresponding to each determined interval and the historical driving range corresponding to each determined interval; and updating the corresponding historical driving mileage according to the actual driving mileage of the electric vehicle. Therefore, on one hand, theoretical data and historical data are fused, the accuracy is high, and on the other hand, the accuracy of the estimation result is further improved by processing the mileage data in a plurality of smaller charge ranges.

Description

Electric vehicle driving mileage estimation method and device and electric vehicle
Technical Field
The disclosure relates to the field of vehicle control, in particular to a driving range estimation method and device of an electric vehicle and the electric vehicle.
Background
Currently, there are two main methods for determining the driving range of an electric vehicle.
The other method is a method for determining the preset mileage of the system, and mainly corrects the endurance mileage according to the State of Charge (SOC) of a battery by combining preset unit energy consumption, a driving mode and a temperature coefficient. This has two significant drawbacks: 1) the actual road condition and the driving mode are complex and unpredictable, the moving of the preset unit energy consumption and the driving mode brings great deviation between the estimated mileage and the actual mileage, and the preset temperature coefficient cannot reduce the estimation error under the actual road condition; 2) the remaining SOC of the battery is not equal to the remaining energy of the battery, and the endurance mileage is corrected according to the SOC, so that the problems that the endurance mileage is estimated to be smaller at a high SOC stage and the estimated mileage is larger at a low SOC stage are likely to be caused.
The other method is a real-time correction method combining actual working conditions. At present, the Kalman filtering algorithm and correction are commonly used dynamic mileage determination methods, but have obvious defects: 1) due to the fact that the discharging voltage difference of the battery under different SOC is large, large errors exist in estimated values of a high SOC stage and a low SOC stage; 2) if the road condition changes greatly, the error of the SOC estimation is also large.
Disclosure of Invention
The purpose of the present disclosure is to provide a method and apparatus for estimating the driving range of an electric vehicle that is simple and fast in estimation and accurate in result, and to provide an electric vehicle to which the method is applied to estimate the driving range.
To achieve the above object, the present disclosure provides a method of estimating a driving range of an electric vehicle. The method comprises the following steps: determining a current state of charge of a power battery of the electric vehicle; determining a section where the current charge state is located and a section where the charge state is lower than the section where the current charge state is located from a plurality of pre-divided charge state sections; determining an estimated driving range of the electric vehicle according to the theoretical driving range corresponding to each determined interval and the historical driving range corresponding to each determined interval; and updating the corresponding historical driving mileage according to the actual driving mileage of the electric vehicle.
Optionally, the step of determining the state of charge of the power battery of the electric vehicle comprises: when the electric vehicle is in a running state, calculating the state of charge of the power battery by an ampere-hour integration method; and when the static duration of the electric vehicle is longer than the preset duration, determining the state of charge of the power battery according to the minimum value of the open-circuit voltage of the single battery in the power battery and the corresponding relation between the preset open-circuit voltage and the state of charge of the single battery.
Optionally, the method further comprises: acquiring the temperature of a power battery of the electric vehicle; determining the actual range of the state of charge of the power battery according to the temperature of the power battery; and outputting the actual range of the state of charge.
Optionally, the step of determining the actual range of the state of charge of the power battery according to the temperature of the power battery comprises: determining the charging capacity and the discharging capacity corresponding to the temperature of the power battery according to a preset database storing the corresponding relation among the temperature, the charging capacity and the discharging capacity of the power battery and the detected temperature; calculating the actual range of the state of charge of the power battery according to the following formula:
Figure BDA0001843756250000021
Figure BDA0001843756250000022
wherein C (T) is the charging capacity corresponding to the temperature T, DC (T) is the discharging capacity corresponding to the temperature T, C0The actual range of the state of charge of the power battery is b% to (1-a%) for the battery capacity of the power battery.
Optionally, the step of determining the charging capacity and the discharging capacity according to a preset database storing the corresponding relationship among the temperature, the charging capacity, and the discharging capacity of the power battery, and the detected temperature includes: when the detected temperature is not contained in the database, calculating the charge capacity and the discharge capacity according to the following formula:
Figure BDA0001843756250000031
Figure BDA0001843756250000032
T∈(TB,TA]
wherein T is the detected temperature, TAAnd TBIs the temperature, C (T), contained in the databaseA) Is a temperature TACorresponding charging capacity, C (T)B) Is a temperature TBCorresponding charging capacity, DC (T)A) Is a temperature TACorresponding discharge capacity, DC (T)B) Is a temperature TBCorresponding discharge capacity.
Optionally, the theoretical driving ranges corresponding to the plurality of state of charge intervals are determined according to the following formula:
Figure BDA0001843756250000033
wherein L is the full-electric endurance mileage of the power battery, n is the interval number of the plurality of the charge state intervals, and LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliThe voltage is the open-circuit voltage of the single battery corresponding to the preset i-th charge state interval.
Optionally, the theoretical driving ranges corresponding to the plurality of state of charge intervals are determined according to the following formula:
Figure BDA0001843756250000034
Figure BDA0001843756250000035
wherein L is the full-electric endurance mileage of the power battery, n is the interval number of the plurality of the charge state intervals, and LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliIs the open circuit voltage of the cell corresponding to the preset i-th SOC interval, U (T, i) is the open circuit voltage of the cell corresponding to the preset i-th SOC interval and the preset temperature T, K (i) is the temperature correction systemAnd (4) counting.
Optionally, the step of determining an estimated driving range of the electric vehicle according to the theoretical driving range corresponding to each determined section and the historical driving range corresponding to each determined section comprises: determining an estimated range of the electric vehicle according to the following formula:
Figure BDA0001843756250000041
Figure BDA0001843756250000042
wherein M is an estimated driving range of the electric vehicle, LiIs the theoretical driving mileage corresponding to the ith charge state interval, diIs the historical endurance mileage, X, corresponding to the ith charge state intervaliThe estimated endurance mileage corresponding to the ith interval of the state of charge, the mth interval is the interval of the current state of charge, KL、KdAre weight coefficients.
The present disclosure also provides a driving range estimation apparatus of an electric vehicle. The device comprises: the system comprises a state of charge determination module, a state of charge determination module and a control module, wherein the state of charge determination module is used for determining the current state of charge of a power battery of the electric vehicle; the interval determining module is used for determining an interval where the current charge state is located and an interval where the charge state is lower than the interval where the current charge state is located from a plurality of pre-divided charge state intervals; the driving range determining module is used for determining the estimated driving range of the electric vehicle according to the theoretical driving range corresponding to each determined interval and the historical driving range corresponding to each determined interval; and the updating module is used for updating the corresponding historical driving mileage according to the actual driving mileage of the electric vehicle.
The present disclosure also provides an electric vehicle including: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to implement the steps of the method for estimating the driving range of the electric vehicle provided by the present disclosure.
According to the technical scheme, the charge state is divided into a plurality of intervals, each interval is provided with the corresponding theoretical endurance mileage and historical endurance mileage of the electric vehicle, the corresponding theoretical endurance mileage and historical endurance mileage of the power battery are fused according to the relevant intervals determined by the real-time charge state of the power battery, and the estimated endurance mileage of the electric vehicle is calculated. Therefore, on one hand, theoretical data and historical data are fused, the accuracy is high, and on the other hand, the accuracy of the estimation result is further improved by processing the mileage data in a plurality of smaller charge ranges.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
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The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a flow chart of a range estimation method for an electric vehicle provided in an exemplary embodiment;
FIG. 2 is a schematic illustration of a state of charge interval provided by an exemplary embodiment;
fig. 3 is a graph illustrating a correspondence relationship between an open circuit voltage and a state of charge of a unit cell according to an exemplary embodiment;
FIG. 4 is a schematic diagram of a power cell having a state of charge that varies with decreasing temperature according to an exemplary embodiment;
FIG. 5 is a schematic illustration of an instrument panel provided in an exemplary embodiment;
FIG. 6 is a block diagram of a range estimation apparatus of an electric vehicle provided in an exemplary embodiment;
fig. 7 is a schematic block diagram of an electric vehicle provided by an exemplary embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
FIG. 1 is a flowchart of a range estimation method for an electric vehicle provided by an exemplary embodiment. As shown in fig. 1, the method comprises the steps of:
in step S11, the current state of charge of the power battery of the electric vehicle is determined.
In step S12, a section in which the current state of charge is located and a section in which the state of charge is lower than the current state of charge are determined from a plurality of pre-divided state of charge sections.
In step S13, the estimated range of the electric vehicle is determined based on the theoretical range corresponding to each of the determined sections and the historical range corresponding to each of the determined sections.
In step S14, the corresponding historical driving range is updated based on the actual range traveled by the electric vehicle.
The current SOC of the power battery may be determined by various methods. The entire range 0-1 of the state of charge is divided into a plurality of consecutive ranges. For example, each interval of 5% is divided into one interval, and 20 state of charge intervals in total.
FIG. 2 is a schematic diagram of a state of charge interval provided by an exemplary embodiment. As shown in fig. 2, each SOC interval corresponds to a theoretical driving range and a historical driving range. For example, the theoretical driving range L corresponds to the 10 th SOC interval10And historical driving mileage d10. When the SOC interval is divided into 20 equal parts, the SOC range corresponding to the 10 th SOC interval is 45% -50%. If the current SOC is 48%, the 10 th SOC interval is the interval where the current SOC is located. The interval in which the state of charge is lower than the current state of charge is the 1 st to 9 th SOC interval.
That is, if the previous SOC is within the 10 th SOC interval, the estimated range of the electric vehicle can be determined from the 10 th SOC interval and the 1 st to 9 th SOC intervals.
And the theoretical endurance mileage corresponding to one SOC interval is the theoretical endurance mileage corresponding to the SOC of the interval. For example, the theoretical driving range corresponding to the 10 th SOC interval is the difference between the theoretical driving range at the SOC of 45% and the theoretical driving range at the SOC of 50%.
Similarly, the historical driving range corresponding to one SOC interval is the historical driving range corresponding to the SOC of the interval. For example, the historical driving range corresponding to the 10 th SOC interval is the difference between the historical driving range at the SOC of 45% and the historical driving range at the SOC of 50%.
The estimated endurance mileage corresponding to one SOC interval is the estimated endurance mileage corresponding to the SOC of the interval. For example, the estimated range corresponding to the 10 th SOC interval is the difference between the estimated range at the SOC of 45% and the estimated range at the SOC of 50%.
And the estimated endurance mileage of the electric vehicle corresponding to the current SOC is an interval where the current SOC is located, and a theoretical endurance mileage and a mileage value after historical endurance mileage are fused, wherein the theoretical endurance mileage corresponds to an interval where the SOC is lower than the interval where the current SOC is located. For example, if the current SOC is 48%, the estimated driving range of the electric vehicle is a range value obtained by fusing 10 theoretical driving ranges corresponding to the 1 st to 10 th SOC intervals and 10 historical driving ranges corresponding to the 1 st to 10 th SOC intervals.
And, the historical driving range is updated according to the actual mileage traveled by the electric vehicle. For example, when the SOC is decreased from 50% to 45%, the historical driving range corresponding to the originally stored 10 th SOC interval (45% to 50%) is replaced with the mileage actually traveled during the period. Or the updated data is a weighted sum of the actual traveled mileage and the original stored data. Thus, the historical driving range is data updated in real time.
According to the technical scheme, the charge state is divided into a plurality of intervals, each interval is provided with the corresponding theoretical endurance mileage and historical endurance mileage of the electric vehicle, the corresponding theoretical endurance mileage and historical endurance mileage of the power battery are fused according to the relevant intervals determined by the real-time charge state of the power battery, and the estimated endurance mileage of the electric vehicle is calculated. Therefore, on one hand, theoretical data and historical data are fused, the accuracy is high, and on the other hand, the accuracy of the estimation result is further improved by processing the mileage data in a plurality of smaller charge ranges.
In another embodiment, on the basis of fig. 1, the step of determining the state of charge of the power battery of the electric vehicle (step S11) may include the steps of:
when the electric vehicle is in a running state, calculating the state of charge of the power battery by an ampere-hour integration method; and when the static duration of the electric vehicle is longer than the preset duration, determining the state of charge of the power battery according to the minimum value of the open-circuit voltage of the single battery in the power battery and the preset corresponding relation between the open-circuit voltage and the state of charge of the single battery.
The ampere-hour integration method is a common method for estimating the SOC of a battery, and is used for estimating the current SOC of the battery according to the initial SOC of the battery and the integration of charging and discharging current and time.
When the stationary (parking or parking) duration of the electric vehicle is longer than the preset duration, it can be considered that the calculation of the state of charge of the power battery by the ampere-hour integration method is inaccurate, and the state of charge corresponding to the minimum value of the open-circuit voltage of the single battery can be found in the corresponding relation and determined as the current state of charge. Fig. 3 is a graph illustrating a correspondence relationship between an open-circuit voltage and a state of charge of a unit cell according to an exemplary embodiment. The correspondence may be obtained empirically or experimentally in advance, and the preset time period may be set to five minutes, for example.
In the embodiment, different charge state determination methods are selected according to different driving states of the vehicle, so that the determination result is more accurate.
In a further embodiment, on the basis of fig. 1, the method may further comprise the steps of:
acquiring the temperature of a power battery of the electric vehicle; determining the actual range of the state of charge of the power battery according to the temperature of the power battery; and outputting the actual range of the state of charge.
Fig. 4 is a schematic diagram of a state of charge of a power battery according to an exemplary embodiment as a function of a temperature drop. As shown in fig. 4, the slant-lined unreachable intervals are filled, and it can be seen that, as the temperature decreases, the unreachable intervals may exist at the bottom and top of the state of charge of the power battery, and the lower the temperature is, the larger the unreachable intervals are. The middle part is the actual range of the state of charge of the power battery. Because the temperature is closely related to the actual range of the state of charge, the corresponding relation between the temperature and the actual range of the state of charge can be determined in advance, and the actual range of the state of charge can be found according to the real-time temperature.
The actual range of the found state of charge may be displayed in the dashboard. FIG. 5 is a schematic illustration of an instrument panel provided in an exemplary embodiment. As shown in fig. 5, the actual range of state of charge is between b% and (1-a%), i.e., the bottom b% and top a% are unreachable moieties. The SOC of 0-100% represents the charging and discharging interval of the power battery at normal temperature. The SOC part of the bottom end unavailable SOC and the SOC part of the top end unavailable SOC can be marked in the instrument panel at the current temperature. For example, the unavailable SOC portion may be represented in gray, which may be adjusted in real time as the temperature changes. In this way, the user is aware of the unavailable SOC part at a glance, and can schedule the trip more reasonably.
In a further embodiment, the step of determining the actual range of the state of charge of the power battery according to the temperature of the power battery may comprise the steps of:
determining the charging capacity and the discharging capacity corresponding to the temperature of the power battery according to a preset database in which the corresponding relation among the temperature, the charging capacity and the discharging capacity of the power battery is stored and the detected temperature; calculating the actual range of the state of charge of the power battery according to the following formula:
Figure BDA0001843756250000091
Figure BDA0001843756250000092
wherein C (T) is the charging capacity corresponding to the temperature T, DC (T) is the discharging capacity corresponding to the temperature T, C0The actual range of the state of charge of the power battery is b% to (1-a%) for the battery capacity of the power battery.
Battery capacity C of power battery0May be the nominal capacity of the power battery or may be the product of the nominal capacity and the state of health (SOH) of the battery. When the detected temperature is included in the database, the corresponding charging capacity and discharging capacity can be directly searched in the database according to the detected temperature. The charging capacity is the capacity which can be charged by the power battery, and the discharging capacity is the electric quantity which can be discharged by the power battery.
In yet another embodiment, when the detected temperature is not included in the database, the corresponding charge capacity and discharge capacity may be calculated according to a formula. The step of determining the charging capacity and the discharging capacity according to the preset database in which the corresponding relation among the temperature, the charging capacity and the discharging capacity of the power battery is stored and the detected temperature comprises the following steps: when the detected temperature is not included in the database, the charge capacity and the discharge capacity are calculated according to the following formulas:
Figure BDA0001843756250000093
Figure BDA0001843756250000094
T∈(TB,TA] (5)
wherein T is the detected temperature, TAAnd TBIs the temperature, C (T), contained in the databaseA) Is a temperature TACorresponding charging capacity, C (T)B) Is a temperature TBCorresponding charging capacity, DC (T)A) Is a temperature TACorresponding discharge capacity, DC (T)B) Is a temperature TBCorresponding discharge capacity.
That is to say, the position of the nozzle is,when the detected temperature is not contained in the database, two temperatures T contained in the database can be foundAAnd TBSo that the above formula (5) is satisfied. And then smoothing is performed according to the formula (3) and the formula (4) to obtain the charging capacity and the discharging capacity corresponding to the temperature T.
In one embodiment, the theoretical driving range corresponding to the plurality of state of charge intervals may be determined according to the following formula:
Figure BDA0001843756250000101
wherein L is the full-electric endurance mileage of the power battery, n is the interval number of a plurality of charge state intervals, and LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliThe voltage is the open-circuit voltage of the single battery corresponding to the preset i-th charge state interval.
In this embodiment, the full-electric endurance mileage L of the power battery may be obtained by actual measurement or simulation modeling at normal temperature according to a New European Driving Cycle (NEDC) working condition or a global Light-duty Test Cycle (WLTC) working condition, and may be a value preset when the entire vehicle leaves the factory. The open-circuit voltage of the single battery corresponding to each SOC value can be obtained through actual measurement or simulation modeling simulation at normal temperature according to the NEDC working condition or the WLTC working condition. Open-circuit voltage U of single battery corresponding to ith charge state intervaliThe average value of the open-circuit voltages of the unit cells corresponding to the SOCs in the state of charge interval may be used.
In this embodiment, the theoretical driving range corresponding to each state of charge interval can be determined simply and accurately according to the formula.
In yet another embodiment, the theoretical range for a plurality of state-of-charge intervals is determined according to the following equation:
Figure BDA0001843756250000102
Figure BDA0001843756250000111
wherein L is the full-electric endurance mileage of the power battery, n is the interval number of a plurality of charge state intervals, and LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliThe open-circuit voltage of the single battery corresponding to the preset i-th state of charge interval is U (T, i), the open-circuit voltage of the single battery corresponding to the preset i-th state of charge interval and the preset temperature T is U (T, i), and K (i) is a temperature correction coefficient. For example, the room temperature k (i) is 1.
Compared with the previous embodiment, the temperature correction coefficient K (i) is added in the embodiment, so that the theoretical driving range corresponding to each state of charge interval can be determined more accurately.
In still another embodiment, on the basis of fig. 1, the step of determining an estimated range of the electric vehicle (step S13) based on the theoretical ranges corresponding to the determined respective intervals and the historical ranges corresponding to the determined respective intervals may include the steps of:
determining an estimated range of the electric vehicle according to the following formula:
Figure BDA0001843756250000112
Figure BDA0001843756250000113
wherein M is the estimated driving range of the electric vehicle, LiIs the theoretical driving mileage corresponding to the ith charge state interval, diIs the historical endurance mileage, X, corresponding to the ith charge state intervaliThe estimated endurance mileage corresponding to the ith interval of the state of charge, the mth interval is the interval of the current state of charge, KL、KdAre weight coefficients.
I.e. for the same SOC intervalWhen the theoretical endurance mileage and the historical endurance mileage do not differ much, that is, the target mileage is obtained
Figure BDA0001843756250000114
Then, the weighted sum value of the SOC interval and the estimated driving mileage of the SOC interval is used as the estimated driving mileage of the SOC interval; and when the difference between the theoretical endurance mileage and the historical endurance mileage is large, taking the theoretical endurance mileage as the estimated endurance mileage of the SOC interval. Then, all the estimated driving range of all the intervals (1 st bit interval to M th interval) with the SOC below the interval of the current state of charge are added to obtain the estimated driving range M of the electric vehicle. For example, y is 0.5. In the embodiment, the calculation method is simple and high in accuracy.
Based on the same inventive concept, the disclosure also provides a driving range estimation device of the electric vehicle. Fig. 6 is a block diagram of a range estimation apparatus of an electric vehicle according to an exemplary embodiment. As shown in fig. 6, the range estimation device 10 of the electric vehicle may include a state of charge determination module 11, an interval determination module 12, a range determination module 13, and an update module 14.
The state of charge determination module 11 is used to determine the current state of charge of the power battery of the electric vehicle. The interval determination module 12 is configured to determine, from a plurality of pre-divided charge state intervals, an interval in which the current charge state is located and an interval in which the charge state is lower than the interval in which the current charge state is located. The mileage determining module 13 is configured to determine an estimated mileage of the electric vehicle according to the theoretical mileage corresponding to each determined section and the historical mileage corresponding to each determined section. The updating module 14 is used for updating the corresponding historical driving mileage according to the actual mileage driven by the electric vehicle.
Optionally, the state of charge determination module 11 comprises a first calculation submodule and a first determination submodule.
The first calculation submodule is used for calculating the state of charge of the power battery through an ampere-hour integration method when the electric vehicle is in a running state.
The first determining submodule is used for determining the state of charge of the power battery according to the minimum value of the open-circuit voltage of the single battery in the power battery and the corresponding relation between the preset open-circuit voltage and the state of charge of the single battery when the static duration of the electric vehicle is longer than the preset duration.
Optionally, the apparatus 10 further comprises an obtaining module, an actual range determining module and an output module.
The acquisition module is used for acquiring the temperature of a power battery of the electric vehicle.
The actual range determining module is used for determining the actual range of the state of charge of the power battery according to the temperature of the power battery.
The output module is used for outputting the actual range of the state of charge.
Optionally, the actual range determination module includes a second determination submodule and a second calculation submodule.
The second determining submodule is used for determining the charging capacity and the discharging capacity corresponding to the temperature of the power battery according to a preset database in which the corresponding relation among the temperature, the charging capacity and the discharging capacity of the power battery is stored and the detected temperature.
The second calculation submodule is used for calculating the actual range of the state of charge of the power battery according to the following formula:
Figure BDA0001843756250000131
Figure BDA0001843756250000132
wherein C (T) is the charging capacity corresponding to the temperature T, DC (T) is the discharging capacity corresponding to the temperature T, C0The actual range of the state of charge of the power battery is b% to (1-a%) for the battery capacity of the power battery.
Optionally, the second determination submodule comprises a third calculation submodule.
The third calculation submodule is used for calculating the charging capacity and the discharging capacity according to the following formulas when the detected temperature is not contained in the database:
Figure BDA0001843756250000133
Figure BDA0001843756250000134
T∈(TB,TA]
wherein T is the detected temperature, TAAnd TBIs the temperature, C (T), contained in the databaseA) Is a temperature TACorresponding charging capacity, C (T)B) Is a temperature TBCorresponding charging capacity, DC (T)A) Is a temperature TACorresponding discharge capacity, DC (T)B) Is a temperature TBCorresponding discharge capacity.
Optionally, the theoretical driving ranges corresponding to the plurality of state of charge intervals are determined according to the following formula:
Figure BDA0001843756250000135
wherein L is the full-electric endurance mileage of the power battery, n is the interval number of a plurality of charge state intervals, and LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliThe voltage is the open-circuit voltage of the single battery corresponding to the preset i-th charge state interval.
Optionally, the theoretical driving range corresponding to the plurality of state of charge intervals is determined according to the following formula:
Figure BDA0001843756250000141
Figure BDA0001843756250000142
wherein L is a power batteryThe full electric endurance mileage, n is the interval number of a plurality of charge state intervals, LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliThe open-circuit voltage of the single battery corresponding to the preset i-th state of charge interval is U (T, i), the open-circuit voltage of the single battery corresponding to the preset i-th state of charge interval and the preset temperature T is U (T, i), and K (i) is a temperature correction coefficient.
Optionally, the range determination module 13 comprises a fourth calculation sub-module.
The fourth calculation submodule is configured to determine an estimated range of the electric vehicle according to the following formula:
Figure BDA0001843756250000143
Figure BDA0001843756250000144
wherein M is the estimated driving range of the electric vehicle, LiIs the theoretical driving mileage corresponding to the ith charge state interval, diIs the historical endurance mileage, X, corresponding to the ith charge state intervaliThe estimated endurance mileage corresponding to the ith interval of the state of charge, the mth interval is the interval of the current state of charge, KL、KdAre weight coefficients.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
According to the technical scheme, the charge state is divided into a plurality of intervals, each interval is provided with the corresponding theoretical endurance mileage and historical endurance mileage of the electric vehicle, the corresponding theoretical endurance mileage and historical endurance mileage of the power battery are fused according to the relevant intervals determined by the real-time charge state of the power battery, and the estimated endurance mileage of the electric vehicle is calculated. Therefore, on one hand, theoretical data and historical data are fused, the accuracy is high, and on the other hand, the accuracy of the estimation result is further improved by processing the mileage data in a plurality of smaller charge ranges.
The present disclosure also provides an electric vehicle. Fig. 7 is a schematic block diagram of an electric vehicle provided by an exemplary embodiment. As shown in fig. 7, the electric vehicle includes a memory and a processor. The memory has stored thereon a computer program. The processor is used for executing the computer program in the memory to realize the steps of the endurance mileage estimation method of the electric vehicle provided by the present disclosure.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (9)

1. A driving range estimation method of an electric vehicle, characterized by comprising:
determining a current state of charge of a power battery of the electric vehicle;
determining a section where the current charge state is located and a section where the charge state is lower than the section where the current charge state is located from a plurality of pre-divided charge state sections;
determining an estimated driving range of the electric vehicle according to the theoretical driving range corresponding to each determined interval and the historical driving range corresponding to each determined interval;
updating the corresponding historical driving mileage according to the actual mileage of the electric vehicle;
wherein the step of determining an estimated driving range of the electric vehicle based on the theoretical driving range corresponding to each determined section and the historical driving range corresponding to each determined section comprises:
determining an estimated range of the electric vehicle according to the following formula:
Figure FDA0003280242800000011
Figure FDA0003280242800000012
wherein M is an estimated driving range of the electric vehicle, LiIs the theoretical driving mileage corresponding to the ith charge state interval, diIs the historical endurance mileage, X, corresponding to the ith charge state intervaliThe estimated endurance mileage corresponding to the ith interval of the state of charge, the mth interval is the interval of the current state of charge, KL、KdAre weight coefficients.
2. The method of claim 1, wherein the step of determining the state of charge of the power cell of the electric vehicle comprises:
when the electric vehicle is in a running state, calculating the state of charge of the power battery by an ampere-hour integration method;
and when the static duration of the electric vehicle is longer than the preset duration, determining the state of charge of the power battery according to the minimum value of the open-circuit voltage of the single battery in the power battery and the corresponding relation between the preset open-circuit voltage and the state of charge of the single battery.
3. The method of claim 1, further comprising:
acquiring the temperature of a power battery of the electric vehicle;
determining the actual range of the state of charge of the power battery according to the temperature of the power battery;
and outputting the actual range of the state of charge.
4. The method of claim 3, wherein the step of determining the actual range of state of charge of the power cell based on the temperature of the power cell comprises:
determining the charging capacity and the discharging capacity corresponding to the temperature of the power battery according to a preset database storing the corresponding relation among the temperature, the charging capacity and the discharging capacity of the power battery and the detected temperature;
calculating the actual range of the state of charge of the power battery according to the following formula:
Figure FDA0003280242800000021
Figure FDA0003280242800000022
wherein C (T) is the charging capacity corresponding to the temperature T, DC (T) is the discharging capacity corresponding to the temperature T, C0The actual range of the state of charge of the power battery is b% to (1-a%) for the battery capacity of the power battery.
5. The method according to claim 4, wherein the step of determining the charging capacity and the discharging capacity according to the preset database storing the corresponding relationship among the temperature, the charging capacity and the discharging capacity of the power battery and the detected temperature comprises the following steps:
when the detected temperature is not contained in the database, calculating the charge capacity and the discharge capacity according to the following formula:
Figure FDA0003280242800000031
Figure FDA0003280242800000032
T∈(TB,TA]
wherein T is the detected temperature, TAAnd TBIs the temperature, C (T), contained in the databaseA) Is a temperature TACorresponding charging capacity, C (T)B) Is a temperature TBCorresponding charging capacity, DC (T)A) Is a temperature TACorresponding discharge capacity, DC (T)B) Is a temperature TBCorresponding discharge capacity.
6. The method of claim 1, wherein the theoretical range for the plurality of state of charge intervals is determined according to the following equation:
Figure FDA0003280242800000033
wherein L is the full-electric endurance mileage of the power battery, n is the interval number of the plurality of the charge state intervals, and LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliThe voltage is the open-circuit voltage of the single battery corresponding to the preset i-th charge state interval.
7. The method of claim 1, wherein the theoretical range for the plurality of state of charge intervals is determined according to the following equation:
Figure FDA0003280242800000034
Figure FDA0003280242800000035
wherein L is the full-electric endurance mileage of the power battery, n is the interval number of the plurality of the charge state intervals, and LiIs the theoretical endurance mileage, U, corresponding to the ith charge state intervaliThe open-circuit voltage of the single battery corresponding to the preset i-th state of charge interval is U (T, i), the open-circuit voltage of the single battery corresponding to the preset i-th state of charge interval and the preset temperature T is U (T, i), and K (i) is a temperature correction coefficient.
8. An electric vehicle driving range estimation device, characterized by comprising:
the system comprises a state of charge determination module, a state of charge determination module and a control module, wherein the state of charge determination module is used for determining the current state of charge of a power battery of the electric vehicle;
the interval determining module is used for determining an interval where the current charge state is located and an interval where the charge state is lower than the interval where the current charge state is located from a plurality of pre-divided charge state intervals;
the driving range determining module is used for determining the estimated driving range of the electric vehicle according to the theoretical driving range corresponding to each determined interval and the historical driving range corresponding to each determined interval;
the updating module is used for updating the corresponding historical driving mileage according to the actual mileage of the electric vehicle;
wherein the driving range determination module comprises:
a fourth calculation submodule for determining an estimated range of the electric vehicle according to the following formula:
Figure FDA0003280242800000041
Figure FDA0003280242800000042
wherein M is an estimated driving range of the electric vehicle, LiIs the theoretical driving mileage corresponding to the ith charge state interval, diIs the historical endurance mileage, X, corresponding to the ith charge state intervaliThe estimated endurance mileage corresponding to the ith interval of the state of charge, the mth interval is the interval of the current state of charge, KL、KdAre weight coefficients.
9. An electric vehicle, characterized by comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of estimating a range of an electric vehicle of any of claims 1-7.
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