A system and method for predicting the driving range of new energy electric vehicles

Abstract

This invention discloses a system and method for estimating the driving range of new energy electric vehicles, belonging to the field of electric vehicle driving range technology. It includes a vehicle controller, a battery management system, and an instrument panel. The vehicle controller divides the battery charge and standard driving range into several charge and driving range intervals. Based on vehicle speed, it calculates the theoretical driving range within each interval and the actual driving range within that interval based on the total mileage. The average of the two is taken to obtain the self-learning interval mileage. The sum of the self-learning interval mileages yields the initial dynamic driving range. Three driving cycles are introduced, with initial weights and influencing factors set for each cycle. The initial weights are adjusted based on battery temperature, and the influencing factors are determined based on driving status. Combined with the air conditioning status, the remaining dynamic driving range is estimated and sent to the instrument panel display. This achieves accurate prediction of dynamic driving range, alleviates driver "range anxiety," and promotes the widespread adoption of electric vehicles.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle range technology, and in particular to a system and method for predicting the range of new energy electric vehicles. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] With the increasing market share of new energy electric vehicles (NEVs), they are becoming increasingly common in households. Compared to traditional vehicles, NEVs offer advantages such as zero pollution, high efficiency, and a wide range of energy sources. However, charging stations for NEVs are far less widespread than gas stations for traditional vehicles, leading to "range anxiety" among NEV owners. Therefore, accurately estimating the expected remaining driving range of NEVs is crucial for improving the user experience and ensuring their normal operation.

[0004] Current technologies typically estimate the remaining driving range of an electric vehicle by simply multiplying the remaining battery charge by the nominal full-charge driving range. This estimation method does not consider the influence of battery temperature. Due to the chemical properties of the battery, battery temperature has a significant impact on the estimated driving range. Therefore, the estimated remaining driving range of an electric vehicle using this technology usually has a large deviation. Furthermore, whether the air conditioning is on and the driver's driving state also affect the driving range. Summary of the Invention

[0005] To address the aforementioned issues, this invention discloses a system and method for predicting the driving range of new energy electric vehicles. It introduces three driving cycles, uses battery temperature to adjust the weight of each driving cycle, and considers the influence of driving status and air conditioning operation, thereby achieving accurate prediction of dynamic driving range.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a new energy electric vehicle range prediction system, including a vehicle controller, which is electrically connected to a battery management system and an instrument panel respectively.

[0008] The vehicle controller receives the battery power from the battery management system and divides the battery power and standard driving range into several corresponding power range and driving range ranges. Based on the vehicle speed in each range, it calculates the theoretical driving range in a single range. Based on the total mileage sent by the instrument, it calculates the actual driving range in that range. The two are averaged to obtain the self-learning range mileage. All self-learning range mileages are summed to obtain the initial dynamic driving range.

[0009] Three driving cycles are introduced. Within the same range, initial weights and influencing factors are set for each driving cycle. The initial weights of each driving cycle are corrected based on the battery temperature sent by the battery management system. The influencing factors are determined based on the driving status. Combined with the air conditioning status, the remaining dynamic driving range is estimated and sent to the instrument display.

[0010] Preferably, the standard driving range is configured by the vehicle controller based on the software configuration code written by the electrical testing equipment.

[0011] Preferably, it also includes an anti-lock braking system, which is electrically connected to the vehicle controller and sends the vehicle's speed to the vehicle controller.

[0012] Preferably, the vehicle controller communicates with the battery management system, instrument panel, and anti-lock braking system via CAN messages.

[0013] Secondly, the present invention provides a method for estimating the driving range of a new energy electric vehicle, comprising:

[0014] S1: Obtain battery power and standard driving range, and divide the battery power and standard driving range into several one-to-one corresponding power range and driving range range;

[0015] S2: Obtain the vehicle speed within each interval, and calculate the theoretical driving distance within a single interval based on the integral of the vehicle speed and time within each interval;

[0016] S3: Obtain the total mileage driven by the vehicle, calculate the actual mileage driven in a single interval based on the total mileage, and average it with the computer result of S2 to obtain the self-learning interval mileage. Sum all the self-learning interval mileages to obtain the initial dynamic range.

[0017] S4: Introduce three driving cycles, and set initial weights and influence factors for each driving cycle within the same interval;

[0018] S5: Adjusts the initial weight of each driving cycle based on battery temperature, determines influencing factors based on driving status, and estimates the remaining dynamic driving range in conjunction with air conditioning usage.

[0019] Preferably, the influencing factors are determined based on the driving status, specifically as follows:

[0020] Record the duration and frequency of the vehicle's full torque output within a single range. When the duration and frequency of full torque output exceed the set threshold, it is determined that the driving in that range is violent. During self-learning, the data in that range is corrected using an influencing factor.

[0021] Preferably, if all three driving cycles within the same interval are aggressive driving, then the average value is taken as the output.

[0022] Preferably, the remaining dynamic driving range is estimated based on whether the air conditioning is on, specifically as follows:

[0023] By testing the impact of air conditioning on and off during the CLTC driving cycle, the driving range consumed by air conditioning during the entire driving cycle is estimated. The driving range is then corrected by subtracting the driving range consumed by air conditioning from the estimated remaining driving range.

[0024] Preferably, when the air conditioning is turned on, the air conditioning is on by default for the entire driving cycle.

[0025] Preferably, the initial weights for each driving cycle are adjusted based on the battery temperature, specifically as follows:

[0026] The initial weights are adjusted based on the current battery temperature and the driving range at different temperatures during the three driving cycles.

[0027] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0028] The new energy electric vehicle range estimation system and method provided by this invention divides the battery charge and standard driving range into several one-to-one corresponding charge and driving range intervals. It calculates the self-learning range within each interval, thereby obtaining the initial dynamic driving range. Calculating the driving range by dividing the battery charge into intervals aligns with the battery's power consumption pattern, resulting in more accurate calculations. Considering the significant impact of a single driving cycle on dynamic driving range estimation, this invention introduces three driving cycles. Within the same interval, weights and influencing factors are assigned to each driving cycle. The initial weights for each driving cycle are corrected using battery temperature, and the influencing factors are determined based on driving conditions. Combined with the air conditioning usage, the remaining dynamic driving range is estimated. This achieves accurate dynamic driving range estimation, alleviates driver "range anxiety," and promotes the widespread adoption of electric vehicles. Attached Figure Description

[0029] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0030] Figure 1A framework diagram of the new energy electric vehicle range prediction system provided by the present invention;

[0031] Figure 2 This is a flowchart of the initial dynamic driving range calculation provided by the present invention;

[0032] Figure 3 The flowchart shows the dynamic range correction algorithm provided by this invention. Detailed implementation method:

[0033] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0034] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0035] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments of the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. Furthermore, it should be understood that the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0037] First, the terms used in this embodiment will be explained.

[0038] Driving cycle: Within the same battery range, such as 80%-90%, the first use constitutes one driving cycle. The next time, after charging the battery to over 90% and using it back to 80%-90%, it constitutes the second driving cycle.

[0039] Aggressive driving: refers to a driving state characterized by rapid acceleration and deceleration, with the throttle output maintained throughout the entire driving process.

[0040] Example 1

[0041] like Figure 1 As shown, this embodiment provides a new energy electric vehicle range prediction system, including a vehicle controller, which is electrically connected to the battery management system and the instrument panel respectively;

[0042] The vehicle controller receives the battery power information from the battery management system and divides the battery power and standard driving range into several one-to-one corresponding power and driving range intervals. The standard driving range is configured by the vehicle controller based on the software configuration code written by the electrical testing equipment. In this embodiment, the battery power and standard driving range are divided into 20 corresponding power and driving range intervals. When the vehicle is driving normally, the integral of speed and time is calculated based on the vehicle speed within each interval to obtain the theoretical driving mileage for that interval. The actual driving mileage within that interval is calculated based on the total mileage sent by the instrument panel. The theoretical and actual driving mileages are then averaged to obtain the self-learning interval mileage. All self-learning interval mileages are summed to obtain the initial dynamic driving range.

[0043] Considering the significant impact of a single driving cycle on dynamic range estimation, this invention introduces three driving cycles. By estimating the dynamic range of the current driving cycle, initial weights and influencing factors are set for each driving cycle within the same range. The initial weights of each driving cycle are adjusted based on the battery temperature sent by the battery management system, and the influencing factors are determined based on the driving status. Taking into account the air conditioning status, the remaining dynamic range is estimated and sent to the instrument display.

[0044] It also includes an anti-lock braking system, which is electrically connected to the vehicle controller and sends the vehicle's speed to the vehicle controller.

[0045] The vehicle controller communicates with the battery management system, instrument panel, and anti-lock braking system via CAN messages.

[0046] Example 2

[0047] like Figure 2-3 As shown in the figure, this embodiment provides a method for estimating the driving range of a new energy electric vehicle, including:

[0048] S1: Obtain battery power and standard driving range, and divide the battery power and standard driving range into several one-to-one corresponding power range and driving range range;

[0049] S2: Obtain the vehicle speed within each interval, and calculate the theoretical driving distance within a single interval based on the integral of the vehicle speed and time within each interval;

[0050] S3: Obtain the total mileage driven by the vehicle, calculate the actual mileage driven in a single interval based on the total mileage, and average it with the computer result of S2 to obtain the self-learning interval mileage. Sum all the self-learning interval mileages to obtain the initial dynamic range.

[0051] S4: Introduce three driving cycles, and set initial weights and influence factors for each driving cycle within the same interval;

[0052] S5: Adjusts the initial weight of each driving cycle based on battery temperature, determines influencing factors based on driving status, and estimates the remaining dynamic driving range in conjunction with air conditioning usage.

[0053] The calculation process for the actual mileage within a single interval based on the total mileage is as follows: when entering the interval, the instrument sends a total mileage to the vehicle controller; when leaving the interval, the instrument sends another total mileage to the vehicle controller. The difference between the two values ​​is taken to obtain the actual mileage within the interval.

[0054] The influencing factors are determined based on the driving condition, specifically:

[0055] In this invention, "driving state" refers to whether or not the vehicle is engaged in aggressive driving. When a vehicle is driven aggressively, its range decreases rapidly, affecting the dynamic range prediction. Therefore, to make the range prediction more accurate, the duration and frequency of the vehicle's full torque output within a single battery charge range are recorded. When the duration and frequency of full torque output exceed a set threshold, the range is determined to be engaged in aggressive driving, and this data is corrected using an influencing factor during self-learning. If three driving cycles within the same range are all engaged in aggressive driving, the average value is taken and output.

[0056] The remaining dynamic driving range is estimated based on whether the air conditioning is on, as follows:

[0057] In actual driving, the use of air conditioning has a significant impact on range estimation. Therefore, the range estimate is corrected based on the actual air conditioning usage. When the air conditioning is on, it is assumed that the air conditioning will be on for the entire driving cycle. The impact of having the air conditioning on and off on the driving range is tested under CLTC conditions to estimate the range consumed by having the air conditioning on throughout the entire driving cycle. The estimated remaining range is then subtracted from the range consumed by having the air conditioning on to correct the range estimate.

[0058] The initial weights for each driving cycle are adjusted based on battery temperature, specifically as follows:

[0059] Due to the chemical properties of batteries, battery temperature has a significant impact on the estimated driving range. Therefore, this invention adjusts the initial weights based on the current battery temperature and the driving range at different temperatures during three driving cycles. Through this driving range estimation strategy, the remaining driving range can be estimated more accurately, alleviating driver range anxiety.

[0060] Those skilled in the art will recognize that the units, i.e., algorithm steps, of the various examples described in connection with this embodiment can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0061] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0062] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A system for predicting the driving range of a new energy electric vehicle, characterized in that, It includes a vehicle controller, which is electrically connected to the battery management system and the instrument cluster respectively; The vehicle controller receives the battery power sent by the battery management system and divides the battery power and standard driving range into several one-to-one corresponding power range and driving range range. Based on the vehicle speed in each range, it calculates the theoretical driving range corresponding to a single range. Based on the total mileage sent by the instrument, it calculates the actual driving range in that range. The two are averaged to obtain the self-learning range mileage. All self-learning range mileages are summed to obtain the initial dynamic driving range. Three driving cycles are introduced. Within the same range, initial weights and influencing factors are set for each driving cycle. The initial weights of each driving cycle are corrected based on the battery temperature sent by the battery management system. The influencing factors are determined based on the driving status. Combined with the air conditioning status, the remaining dynamic driving range is estimated and sent to the instrument display.

2. The new energy electric vehicle range prediction system as described in claim 1, characterized in that, The standard driving range is configured by the vehicle controller based on the software configuration code written by the electrical testing equipment.

3. The new energy electric vehicle range prediction system as described in claim 1, characterized in that, It also includes an anti-lock braking system, which is electrically connected to the vehicle controller and sends the vehicle's speed to the vehicle controller.

4. The new energy electric vehicle range prediction system as described in claim 1, characterized in that, The vehicle controller communicates with the battery management system, instrument panel, and anti-lock braking system via CAN messages.

5. A method for predicting the driving range of a new energy electric vehicle, characterized in that, include: S1: Obtain battery power and standard driving range, and divide the battery power and standard driving range into several one-to-one corresponding power range and driving range range; S2: Obtain the vehicle speed within each interval, and calculate the theoretical driving distance within a single interval based on the integral of the vehicle speed and time within each interval; S3: Obtain the total mileage driven by the vehicle, calculate the actual mileage driven in a single interval based on the total mileage, and average it with the computer result of S2 to obtain the self-learning interval mileage. Sum all the self-learning interval mileages to obtain the initial dynamic range. S4: Introduce three driving cycles, and set initial weights and influence factors for each driving cycle within the same interval; S5: Adjusts the initial weight of each driving cycle based on battery temperature, determines influencing factors based on driving status, and estimates the remaining dynamic driving range in conjunction with air conditioning usage.

6. The method for estimating the driving range of new energy electric vehicles as described in claim 5, characterized in that, The determination of influencing factors based on driving status specifically includes: Record the duration and frequency of the vehicle's full torque output within a single range. When the duration and frequency of full torque output exceed the set threshold, it is determined that the driving in that range is violent. During self-learning, the data in that range is corrected using an influencing factor.

7. The method for estimating the driving range of new energy electric vehicles as described in claim 6, characterized in that, If all three driving cycles within the same interval are aggressive driving, then the average value is output.

8. The method for estimating the driving range of new energy electric vehicles as described in claim 5, characterized in that, The estimation of remaining dynamic driving range based on the air conditioning status is as follows: By testing the impact of air conditioning on and off during the CLTC driving cycle, the driving range consumed by air conditioning during the entire driving cycle is estimated. The driving range is then corrected by subtracting the driving range consumed by air conditioning from the estimated remaining driving range.

9. The method for estimating the driving range of new energy electric vehicles as described in claim 8, characterized in that, When the air conditioning is turned on, the air conditioning will be on by default for the entire driving cycle.

10. The method for estimating the driving range of a new energy electric vehicle as described in claim 5, characterized in that, The initial weights for each driving cycle are adjusted based on battery temperature, specifically as follows: The initial weights are adjusted based on the current battery temperature and the driving range at different temperatures during the three driving cycles.

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