Method for calculating range, electronic device and vehicle

Abstract

The application provides a kind of calculation method of endurance mileage, electronic equipment and vehicle, can determine total available capacity of battery according to initial battery capacity;Determine unit capacity discharge time according to historical discharge data;Determine real-time prediction temperature according to unit capacity discharge time and total available capacity of battery, and determine available discharge capacity according to real-time prediction temperature;Determine average speed according to historical discharge data, and predict endurance mileage according to available discharge capacity and average speed.The real-time prediction temperature of battery discharge is determined by estimating temperature, and the actual available discharge capacity of battery after temperature change and the real endurance mileage corresponding to the available discharge capacity are determined according to the real-time prediction temperature.In the process of endurance mileage estimation, the influence of temperature on available discharge capacity is excluded, so that the calculation of endurance mileage is more accurate and real.

Description

Technical Field

[0001] This application relates to the technical field, and more particularly to a method for calculating driving range, electronic devices, and vehicles. Background Technology

[0002] The usable discharge capacity or energy of a battery is affected by its temperature. Even if it is fully charged at room temperature, the capacity charged at low temperature cannot be fully discharged. The change in battery temperature during discharge leads to inaccurate estimation of driving range. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a method for calculating driving range, an electronic device and a vehicle, which determines the actual usable discharge capacity and the corresponding real driving range after temperature changes by determining the real-time predicted temperature.

[0004] To achieve the above objectives, the first aspect of this application provides a method for calculating driving range, comprising:

[0005] Determine the total usable battery capacity based on the initial battery capacity;

[0006] Determine the discharge time per unit capacity based on historical discharge data;

[0007] The real-time predicted temperature is determined based on the unit capacity discharge time and the total usable battery capacity, and the usable discharge capacity is determined based on the real-time predicted temperature.

[0008] The average vehicle speed is determined based on the historical discharge data, and the driving range is predicted based on the available discharge capacity and the average vehicle speed.

[0009] A second aspect of this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the method provided in the first aspect of this application.

[0010] A third aspect of this application provides a vehicle that includes the electronic equipment provided in the second aspect itself.

[0011] As can be seen from the above, the driving range calculation method, electronic equipment, and vehicle provided in this application can determine the total usable battery capacity based on the initial battery capacity; determine the unit capacity discharge time based on historical discharge data; determine the real-time predicted temperature based on the unit capacity discharge time and the total usable battery capacity, and determine the usable discharge capacity based on the real-time predicted temperature; determine the average vehicle speed based on historical discharge data, and predict the driving range based on the usable discharge capacity and the average vehicle speed. By estimating the temperature, the real-time predicted temperature during battery discharge is determined, and the actual usable discharge capacity of the battery after temperature changes and the corresponding real driving range are determined based on the real-time predicted temperature. The influence of temperature on the usable discharge capacity is eliminated during the driving range estimation process, thus making the driving range calculation more accurate and realistic. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart illustrating the method for calculating the driving range according to an embodiment of this application;

[0014] Figure 2 This is a flowchart illustrating how the total usable battery capacity is determined based on the initial battery capacity, as described in an embodiment of this application.

[0015] Figure 3 This is a flowchart illustrating how the temperature rise per unit capacity is determined based on historical discharge data, as described in this application.

[0016] Figure 4 A flowchart for determining real-time predicted temperature and available discharge capacity in embodiments of this application;

[0017] Figure 5 A flowchart for determining the real-time predicted temperature in embodiments of this application;

[0018] Figure 6 This is a flowchart illustrating how the real-time available capacity is determined based on real-time predicted temperature and a preset temperature-capacity relationship, as described in an embodiment of this application.

[0019] Figure 7 This is a flowchart illustrating the prediction of driving range in an embodiment of this application;

[0020] Figure 8 This is a schematic diagram of the structure of the device for calculating the driving range according to an embodiment of this application;

[0021] Figure 9This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0023] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0024] In this article, it is important to understand that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and any naming is for distinction only and has no limiting meaning.

[0025] Based on the above background description, the following situations also exist in the related technologies:

[0026] The discharge capacity of a vehicle's battery is measured at an ambient temperature of 25 degrees Celsius. The battery's discharge capacity (the efficiency of the chemical reaction of the active materials inside the battery) will vary depending on the ambient temperature. Generally, below 40 degrees Celsius, the lower the temperature, the smaller the battery's discharge capacity. Above 40 degrees Celsius, the battery's discharge capacity reaches a peak, and above this peak, the discharge capacity tends to decrease.

[0027] Generally, if a battery's standard discharge capacity is 100% at 25 degrees Celsius, then its discharge capacity at -10 degrees Celsius should not be less than 70%. In other words, based on 25 degrees Celsius, for every 1 degree Celsius decrease in temperature, the average decrease in battery discharge capacity should not exceed 0.86%. However, the relationship between temperature and capacity decrease is not strictly linear and is also related to the battery's product quality. Nevertheless, for most batteries, within a certain temperature range, for every 1 degree Celsius decrease in temperature, the relative capacity decreases by approximately 0.8%, and for every 1 degree Celsius increase in temperature, the relative capacity increases by approximately 0.8%.

[0028] Using 25 degrees Celsius as a reference temperature, battery capacity changes are not significant at high temperatures, and remains essentially unchanged above 30 degrees Celsius. However, at low temperatures, battery capacity gradually decreases with decreasing temperature. At 0 degrees Celsius, the relative battery capacity is 79.3%, but at -20 degrees Celsius, it is only 43.6%. This indicates that the rate of battery capacity degradation increases sharply with decreasing temperature at low temperatures. Changes in battery capacity directly affect the driving range of electric vehicles, thus impacting charging demand.

[0029] If a vehicle's power battery has a usable discharge capacity of 100Ah when fully charged at room temperature (25 degrees Celsius) and an average discharge current of 10A, related technologies do not consider the impact of temperature on battery capacity. They directly use the ratio of the usable discharge capacity of 100Ah to the average discharge current of 10A as the total discharge time, and then estimate the driving range based on this discharge time. However, as the battery discharges, its temperature changes, causing the corresponding usable discharge capacity to change. This makes the calculation of the total discharge time using the ratio of the usable discharge capacity of 100Ah to the average discharge current of 10A inaccurate, and consequently, the calculation of the driving range is also inaccurate.

[0030] The driving range calculation method, electronic device, and vehicle provided in this application can determine the total usable battery capacity based on the initial battery capacity; determine the unit capacity discharge time based on historical discharge data; determine the real-time predicted temperature based on the unit capacity discharge time and the total usable battery capacity, and determine the usable discharge capacity based on the real-time predicted temperature; determine the average vehicle speed based on historical discharge data, and predict the driving range based on the usable discharge capacity and the average vehicle speed. The real-time predicted temperature during battery discharge is determined by estimating the temperature, and the actual usable discharge capacity of the battery after temperature changes and the corresponding real driving range are determined based on the real-time predicted temperature. The influence of temperature on the usable discharge capacity is eliminated during the driving range estimation process, thus making the driving range calculation more accurate and realistic.

[0031] The method for calculating driving range according to an exemplary embodiment of this application will now be described with reference to the accompanying drawings.

[0032] In some embodiments, such as Figure 1 As shown, a method for calculating driving range includes:

[0033] Step 101: Determine the total usable battery capacity based on the initial battery capacity.

[0034] In practice, the total usable battery capacity represents the actual capacity of the battery at the end of charging. Determining this total usable capacity presupposes whether charging has occurred. If charging has occurred, the total usable capacity Q can be calculated directly based on the state of charge (SOC) at the end of charging, i.e., Q = C0 × SOC, where C0 represents the battery's rated capacity. However, the battery's temperature and other characteristics change during charging. Therefore, to reduce errors, the initial charge capacity (SOC - SOC0) * C0 can be calculated first, where SOC0 represents the initial state of charge at the start of charging. Then, the sum of the initial capacity Q0 before charging begins and the initial charge capacity is taken as the total usable battery capacity, i.e., Q = (SOC - SOC0) × C0 + Q0. If no charging process occurs, the initial battery capacity is directly taken as the total usable battery capacity.

[0035] Step 102: Determine the discharge time per unit capacity based on historical discharge data.

[0036] In specific implementation, the unit capacity is the accuracy control unit for estimating the driving range. The smaller the unit capacity, the higher the calculation accuracy, but the calculation process will increase exponentially. Therefore, in order to balance the calculation accuracy and the amount of calculation, the unit capacity can be set to 1Ah, or to improve the calculation accuracy, the unit capacity can be set to 0.5Ah, or to improve the calculation speed, the unit capacity can be set to 2Ah. There is no further limitation. In this embodiment, the unit capacity of 1Ah will be used as an example for explanation.

[0037] The unit capacity discharge time represents the time required for the battery to discharge 1 Ah. The conversion relationship between unit capacity 1 Ah and unit capacity discharge time Δt is Δt = 1 / I. Here, I represents the discharge current (or the battery's output current). However, the vehicle's discharge current changes over time depending on the user's driving habits and needs. Therefore, it is necessary to determine the user's driving habits based on recent historical battery discharge data, and then determine the corresponding root mean square (RMS) current. This RMS current can be understood as the battery's output current during vehicle operation. The RMS current can be used as the discharge current to calculate the unit capacity discharge time. The RMS current I can be calculated as follows:

[0038]

[0039] Where k represents the k historical discharge currents taken from historical data, I i This indicates that the i-th historical discharge current out of k historical discharge currents was used, where i and k are both positive integers, and the value of i ranges from [1, k]. The unit capacity discharge time is then the ratio of the unit capacity to the root mean square current.

[0040] Step 103: Determine the real-time predicted temperature based on the unit capacity discharge time and the total usable battery capacity, and determine the usable discharge capacity based on the real-time predicted temperature.

[0041] In practice, the temperature change during battery use can be determined based on the temperature rise coefficient. This temperature rise coefficient includes several types, such as the heating temperature rise coefficient related to battery temperature; the temperature difference temperature rise coefficient related to the temperature difference (the absolute value of the difference between battery temperature and ambient temperature); and the current temperature rise coefficient related to the discharge current. The sum of these different types of temperature rise coefficients is taken as the corresponding total temperature rise coefficient. Since the total temperature rise coefficient is related to parameters such as battery temperature and current, it needs to be updated synchronously and in real time during battery discharge.

[0042] After determining the total temperature rise coefficient F0 when the battery begins to discharge, the battery temperature after discharging one unit capacity (1 Ah) is:

[0043] T1 = T0 + F0 × Δt

[0044] Where T1 represents the battery temperature after discharging one unit capacity, i.e., the first real-time predicted temperature, and T0 represents the battery temperature before discharging one unit capacity. When the unit capacity is 1Ah, the battery temperature after discharging for Δt time. The unit capacity discharge time Δt can be represented as the unit time interval for discharging one unit capacity. That is, after time Δt, the battery temperature changes from T0 to T1. T0 can be understood as the battery temperature at the moment before discharging one unit capacity, and T1 can be understood as the battery temperature at the moment after discharging one unit capacity. In other words, T1 is the battery temperature at the moment after T0, and the time interval between adjacent moments is Δt.

[0045] After discharging one unit capacity, the battery temperature changes to T1. The battery capacity at temperature T1 and the battery capacity at room temperature are K1. The real-time usable capacity after discharging one unit capacity is Q1 = K1 × Q. At this point, the real-time cumulative discharge capacity is 1, but the corresponding real-time usable capacity is Q1. If Q1 > 1, it means the battery still has remaining capacity to discharge, because the real-time usable capacity Q1 represents the predicted maximum discharge capacity the battery can supply as the temperature changes, and 1 represents the predicted discharge capacity needed. When supply exceeds demand, the battery can continue to discharge. At this point, the total temperature rise coefficient is updated based on T1 to obtain the real-time total temperature rise coefficient F1. The real-time predicted temperature after discharging another unit capacity after already discharging one unit capacity is determined as T2 = T1 + F1 × Δt. The corresponding real-time usable capacity Q2 is then determined and compared with 2. If Q2 > 2, the real-time cumulative discharge capacity is increased by one unit capacity, and the real-time usable capacity Q3 when the real-time cumulative discharge capacity is 3 is calculated and compared with 3.

[0046] Repeat the above process until Qn≤n≤Q ​​is satisfied, then determine that all real-time available capacity has been used, and determine the corresponding real-time cumulative discharge capacity n as the available discharge capacity.

[0047] Step 104: Determine the average vehicle speed based on historical discharge data, and predict the driving range based on the available discharge capacity and average vehicle speed.

[0048] In practice, if the available discharge capacity is nAh and the root mean square current is I, then the battery discharge time is t = n / I. If the average vehicle speed in the historical driving data is v, then the driving range is S = v × t.

[0049] In summary, the driving range calculation method provided in the application embodiments can determine the total usable battery capacity based on the initial battery capacity; determine the unit capacity discharge time based on historical discharge data; determine the real-time predicted temperature based on the unit capacity discharge time and the total usable battery capacity, and determine the usable discharge capacity based on the real-time predicted temperature; determine the average vehicle speed based on historical discharge data, and predict the driving range based on the usable discharge capacity and the average vehicle speed. By estimating the temperature, the real-time predicted temperature during battery discharge is determined, and the actual usable discharge capacity of the battery after temperature changes and the corresponding real driving range are determined based on the real-time predicted temperature. The influence of temperature on the usable discharge capacity is eliminated during the driving range estimation process, thus making the driving range calculation more accurate and realistic.

[0050] In some embodiments, such as Figure 2 As shown, the total usable battery capacity is determined based on the initial battery capacity, including:

[0051] Step 201: In response to the battery being in a charging state, determine the charging capacity based on the charging cutoff capacity and the charging start capacity; determine the charging capacity based on the charging capacity and the preset rated capacity, and determine the total usable battery capacity by summing the charging capacity and the initial battery capacity.

[0052] In practice, during the charging process, the battery is in a charging state. The initial battery capacity is the battery level before charging, and the charging cutoff level is the battery level at which the driving range is calculated. Therefore, the charging cutoff level changes over time, enabling real-time updates to the driving range. The charging process may also cause temperature changes, which may also affect the rated capacity. Let's assume the rated capacity at the start of charging is C1, and the rated capacity at the charging cutoff temperature is C0. Directly multiplying the charging cutoff level (SOC) and C0 as the total usable battery capacity may result in significant errors. This is because the directly calculated total usable battery capacity Q = C0 × SOC = (SOC - SOC0) × C0 + SOC0 × C0.

[0053] Furthermore, the algorithm for reducing the error is as follows: the difference between the charging cutoff state (SOC) and the charging start state (SOC0) is taken as the charging input, and the product of the charging input and the corresponding rated capacity (SOC-SOC0) × C0 is taken as the charging capacity. The sum of the charging capacity and the initial battery capacity Q0 is taken as the final calculated total usable battery capacity Q = (SOC-SOC0) × C0 + Q0.

[0054] The initial battery capacity Q0 corresponds to the temperature at the start of charging, i.e., Q0 = SOC0 × C1. Compared to SOC0 × C0, SOC0 × C1 is closer to the true value, and Q = (SOC - SOC0) × C0 + Q0 has a smaller error, resulting in a more accurate calculation of the total usable battery capacity. Therefore, the method for calculating the total usable battery capacity provided in this application can reduce the error corresponding to the initial battery capacity and improve the accuracy of the driving range calculation.

[0055] Since temperature has a relatively small impact on the charging process, the rated capacity at room temperature can be used uniformly to calculate the total usable battery capacity. If the influence of temperature during charging is considered, assuming the capacity ratio during charging is K, then Q = (SOC - SOC0) × C0 / K + Q0 / K, converting the total usable battery capacity at non-normal temperature to the total usable battery capacity at room temperature, which facilitates the calculation of the actual usable discharge capacity.

[0056] Step 202: In response to the battery being in a non-charging state, determine the initial battery capacity as the total usable battery capacity.

[0057] In practice, if no charging is performed, the initial battery capacity is directly determined as the total usable battery capacity, i.e., Q = Q0. In this case, the initial battery capacity is the maximum capacity that the battery can supply.

[0058] In some embodiments, such as Figure 3 As shown, the temperature rise per unit capacity is determined based on historical discharge data, including:

[0059] Step 301: Determine the root mean square current of the discharge process based on historical data.

[0060] In practice, battery discharge current data over a continuous period is extracted from historical data. This historical discharge current is collected according to a preset sampling frequency. The number of samples is the ratio of the extraction time to the sampling frequency. For example, if the extraction time is 60 minutes and the sampling frequency is once per second, the number of samples is 3600 / 1 = 3600, meaning 3600 historical discharge currents are collected. Then, the root mean square (RMS) of these 3600 discharge currents is calculated to obtain the corresponding RMS current. The RMS current effectively represents the battery output current when the user is driving the vehicle.

[0061] Step 302: Determine the ratio between the preset unit capacity and the root mean square current as the unit capacity discharge time.

[0062] In practice, the unit of battery capacity is Ah, which represents the product of discharge current and discharge time. When the discharge current is determined to be the root mean square current I, if the unit capacity is 1 Ah, then Δt = 1 / I. If the unit capacity is 0.5 Ah, then Δt = 0.5 / I. If the unit capacity is 2 Ah, then Δt = 2 / I.

[0063] By calculating the root mean square current to simulate users' driving habits, and using the root mean square current as the battery's discharge current, the discharge time per unit capacity can be estimated while meeting users' driving habits. This better meets the personalized needs of different users, making the calculation of discharge time per unit capacity more accurate based on individual user differences.

[0064] In some embodiments, such as Figure 4 As shown, the real-time predicted temperature is determined based on the unit capacity discharge time and the total usable battery capacity, and the usable discharge capacity is determined based on the real-time predicted temperature, including:

[0065] Step 401: Determine the real-time cumulative discharge capacity.

[0066] In practice, the real-time cumulative discharge capacity represents the cumulative discharge capacity predicted during the calculation of the estimated driving range. "Real-time" indicates that the cumulative discharge capacity increases in real-time with each iteration. This is because determining the real-time predicted temperature involves a recursive calculation based on unit capacity. For every unit of capacity discharged, the real-time cumulative discharge capacity increases by one unit, prompting a check to determine if the available discharge capacity has been fully released. The recursive prediction process only ends when all available discharge capacity has been released.

[0067] If the unit capacity is 0.5, then the real-time cumulative discharge capacity n = n + 0.5; if the unit capacity is 1, then the real-time cumulative discharge capacity n = n + 1; if the unit capacity is 2, then the real-time cumulative discharge capacity n = n + 2. It can be seen that the size of the unit capacity determines the difference in capacity that needs to be released between two adjacent recursions. Therefore, the smaller the unit capacity, the higher the accuracy of the available discharge capacity can be determined. This is because the size of the unit capacity is also the size of the maximum error in the estimated value of the available discharge capacity. Therefore, appropriately reducing the unit capacity can improve the accuracy of the estimated driving range.

[0068] For example, if Qn ≤ n ≤ Q is used as the termination condition, and the real-time available battery capacity in the last recursive process is Qn = 100.3 Ah, then when the unit capacity is 0.5, the predicted available battery capacity is n = 100.5, with an error of 0.2 Ah; when the unit capacity is 1, the predicted available battery capacity is n = 101 Ah, with an error of 0.7 Ah; and when the unit capacity is 2, the predicted available battery capacity is n = 102 Ah, with an error of 1.7 Ah. In the extreme case, if the unit capacity is 0.1, the predicted available battery capacity is n = 100.3 Ah, with an error of 0. Therefore, the calculation accuracy can be improved by reducing the unit capacity.

[0069] Furthermore, the size of the unit capacity also determines the number of iterations; a larger unit capacity results in fewer iterations, while a smaller unit capacity results in more iterations. This is because unit capacity represents the increase in capacity between each iteration and the previous iteration. Fewer iterations mean shorter calculation time for the driving range. Therefore, to improve the timeliness of driving range calculation and avoid user waiting, the unit capacity should be appropriately increased.

[0070] For example, if the final estimated usable battery capacity is n = 100 Ah, and the unit capacity is 0.5, increasing the real-time cumulative discharge capacity according to n = n + 0.5 requires 100 / 0.5 = 200 recursions. If the unit capacity is 1, increasing the real-time cumulative discharge capacity according to n = n + 1 requires 100 / 1 = 100 recursions. If the unit capacity is 2, increasing the real-time cumulative discharge capacity according to n = n + 2 requires 100 / 2 = 50 recursions. If the unit capacity is 0.1, increasing the real-time cumulative discharge capacity according to n = n + 0.1 requires 100 / 0.1 = 1000 recursions.

[0071] Therefore, both accuracy and timeliness need to be considered when setting the unit capacity, such as 1Ah. The ratio of the real-time cumulative discharge capacity to the unit capacity is the current iteration count.

[0072] Step 402: Determine the real-time pre-discharge battery temperature, real-time ambient temperature, and root mean square current corresponding to the real-time cumulative discharge capacity to determine the real-time total temperature rise coefficient.

[0073] In some embodiments, step 402 includes:

[0074] Step 4021: Determine the real-time temperature difference between the battery temperature before real-time discharge and the real-time ambient temperature;

[0075] Step 4022: Based on the real-time battery temperature before discharge, look up the table to obtain the real-time heating temperature rise coefficient;

[0076] Step 4023: Based on the real-time temperature difference, look up the table to obtain the real-time temperature difference temperature rise coefficient;

[0077] Step 4024: Based on the root mean square current, look up the table to obtain the real-time current temperature rise coefficient;

[0078] Step 4025: The sum of the real-time heating temperature rise coefficient, the real-time temperature difference temperature rise coefficient, and the real-time current temperature rise coefficient is determined as the real-time total temperature rise coefficient.

[0079] In practice, the real-time total temperature rise coefficient represents the proportionality of temperature change with discharge time. This proportionality changes in real time as the battery is used, so the real-time total temperature rise coefficient will be updated in real time with the number of iterations during the recursive process.

[0080] Because battery temperature rise coefficients include several types, such as heating temperature rise coefficients related to battery temperature; temperature difference temperature rise coefficients related to temperature difference (the absolute value of the difference between battery temperature and ambient temperature); and current temperature rise coefficients related to discharge current. Different types of temperature rise coefficients correspond to different MAP tables. By looking up the corresponding associated parameters in the MAP table, the real-time changing heating temperature rise coefficient, temperature difference temperature rise coefficient, and current temperature rise coefficient can be determined. For the temperature difference temperature rise coefficient, it is first necessary to determine the real-time temperature difference between the battery temperature before discharge and the real-time ambient temperature for subsequent table lookup.

[0081] Then, the sum of the temperature rise coefficients of different categories retrieved during a single recursive process is taken as the corresponding real-time total temperature rise coefficient. Since the total temperature rise coefficient is related to parameters such as battery temperature and current, it needs to be updated synchronously in real time during battery discharge, hence the name real-time total temperature rise coefficient.

[0082] Step 403: Determine the real-time predicted temperature based on the real-time total temperature rise coefficient, unit capacity discharge time, and real-time battery temperature before discharge.

[0083] In practice, the real-time pre-discharge battery temperature corresponding to the first recursion is T0, and the real-time total temperature rise coefficient is F0. Then, based on the real-time total temperature rise coefficient, the unit capacity discharge time, and the real-time pre-discharge battery temperature, the real-time predicted temperature T1 = T0 + F0 × Δt is determined. At this time, the real-time cumulative discharge capacity n = 0 + 1 = 1.

[0084] Furthermore, during the second recursion, the real-time pre-discharge battery temperature is updated to T1, and the real-time total temperature rise coefficient is updated to F1. Then, based on the real-time total temperature rise coefficient, the unit capacity discharge time, and the real-time pre-discharge battery temperature, the real-time predicted temperature T2 = T1 + F1 × Δt is determined. At this time, the real-time cumulative discharge capacity n = n + 1 = 1 + 1 = 2.

[0085] Furthermore, during the third recursion, the real-time pre-discharge battery temperature is updated to T2, and the real-time total temperature rise coefficient is updated to F2. Then, based on the real-time total temperature rise coefficient, the unit capacity discharge time, and the real-time pre-discharge battery temperature, the real-time predicted temperature T3 = T2 + F2 × Δt is determined. At this point, the real-time cumulative discharge capacity n = n + 1 = 2 + 1 = 3.

[0086] Then, the real-time predicted temperature Tn = Tn-1 + Fn-1 × Δt for the nth recursion is calculated until the recursion process ends.

[0087] Step 404: Determine the real-time available capacity based on the real-time predicted temperature and the preset temperature-capacity relationship.

[0088] In practice, there is a certain proportional relationship (i.e., capacity ratio) between the battery capacity at different temperatures and the standard capacity at room temperature (25 degrees Celsius), and this proportional relationship is related to the real-time predicted temperature.

[0089] The temperature-capacity relationship between temperature and battery capacity can be represented using a MAP table. Then, based on the real-time predicted temperature, the MAP table is consulted to obtain the corresponding real-time temperature capacity. Next, the ratio of this real-time temperature capacity to the standard capacity is calculated to obtain the capacity ratio Kn. Since the charging process can uniformly use the rated capacity at room temperature for calculating the total usable battery capacity, or has already converted to a value at room temperature, the product of the capacity ratio and the total usable battery capacity is the real-time usable capacity Qn = Kn × Q.

[0090] Step 405: Verify the real-time available capacity based on the real-time cumulative discharge capacity.

[0091] In practice, this verification process involves determining whether the recursion has ended. If Qn ≤ n ≤ Q, it means that calculating the driving range based on the real-time cumulative discharge capacity can guarantee the consumption of all real-time available capacity, which is the limit of battery discharge. That is, when nAh is predicted to be used, the battery capacity will reach zero, confirming that the real-time cumulative discharge capacity cannot be increased further, thus ending the recursion and verifying the real-time available capacity. If Qn > n, it means that the real-time cumulative discharge capacity can still be increased, and the recursion continues until the real-time available capacity fails verification. This process continues until Qn ≤ n ≤ Q, ending the recursion process and outputting the cumulative discharge capacity as the available discharge capacity. If a certain capacity is to be reserved, the termination condition can be set to Qn ≤ n ≤ Qy.

[0092] Step 406: In response to the verification of real-time available capacity, the real-time cumulative discharge capacity corresponding to the real-time available capacity is determined as the available discharge capacity.

[0093] In practice, if the real-time available capacity passes the verification, it means that the recursion termination condition is met. The real-time cumulative discharge capacity corresponding to the real-time available capacity is determined as the available discharge capacity. The real-time cumulative discharge capacity is selected as the available discharge capacity to ensure that the full capacity of the battery is released and to avoid incomplete capacity release due to calculation errors.

[0094] Step 407: In response to the failure of real-time available capacity verification, increase the real-time cumulative discharge capacity according to the preset unit capacity.

[0095] In practice, if the real-time available capacity fails the verification, it means that the recursion termination condition is not met, and the next round of recursion continues, with the real-time cumulative discharge capacity n = n + 1.

[0096] By estimating the real-time temperature during battery discharge, the actual usable discharge capacity of the battery after temperature changes is determined, thus enabling capacity correction based on temperature. This eliminates the influence of temperature on usable discharge capacity during range estimation, resulting in more accurate and realistic range calculations.

[0097] In some embodiments, such as Figure 5 As shown, the real-time predicted temperature is determined based on the real-time total temperature rise coefficient, the unit capacity discharge time, and the real-time battery temperature before discharge, including:

[0098] Step 501: Determine the real-time changing temperature by multiplying the unit capacity discharge time and the real-time total temperature rise coefficient.

[0099] In practice, since the unit capacity discharge time represents the time required to discharge one unit capacity, and the real-time total temperature rise coefficient represents the relationship between discharge time and temperature, the product of the unit capacity discharge time and the real-time total temperature rise coefficient is the temperature change, which is the real-time temperature change. For the nth recursive process, the real-time temperature change is Fn-1×Δt.

[0100] Step 502: The sum of the real-time changing temperature and the real-time battery temperature before discharge is determined as the real-time predicted temperature.

[0101] In practice, the real-time temperature change represents the change in temperature, and the real-time battery temperature before discharge is the real-time predicted temperature when the corresponding unit capacity is unused. The sum of the real-time temperature change and the real-time battery temperature before discharge is the real-time predicted temperature Tn = Tn-1 + Fn-1 × Δt.

[0102] In some embodiments, such as Figure 6 As shown, the real-time available capacity is determined based on the relationship between the real-time predicted temperature and the preset temperature-capacity ratio, including:

[0103] Step 601: Determine the real-time temperature capacity corresponding to the real-time predicted temperature based on the temperature capacity relationship.

[0104] In practice, the temperature capacity relationship can be obtained from the corresponding MAP table by looking up the table based on the real-time predicted temperature.

[0105] Step 602: Determine the standard capacity corresponding to the preset standard temperature based on the temperature-capacity relationship.

[0106] In practice, the temperature-capacity relationship can be obtained from the corresponding MAP table, and the standard capacity can be obtained by looking up the table based on the standard temperature of 25 degrees Celsius.

[0107] Step 603: Determine the ratio of real-time temperature capacity to standard capacity as the capacity ratio.

[0108] In practice, the capacity ratio = real-time temperature capacity / standard capacity. If the capacity ratio is greater than 1, it means that the temperature increases the battery capacity; if the capacity ratio is less than 1, it means that the temperature decreases the battery capacity; if the capacity ratio is equal to 1, it means that the temperature has no effect on the battery capacity.

[0109] Step 604: Determine the real-time available capacity by multiplying the capacity ratio and the total available battery capacity.

[0110] In practice, since the charging process can uniformly use the rated capacity at room temperature to calculate the total usable battery capacity, or the value has already been converted to room temperature, the product of the capacity ratio and the total usable battery capacity is the real-time usable capacity Qn = Kn × Q. If errors caused during charging are not considered, or if charging is not performed, the real-time usable capacity can be calculated as Qn = Kn × C0 × SOC.

[0111] The real-time predicted temperature during battery discharge is determined by estimating the temperature, and the actual usable discharge capacity of the battery after temperature changes is determined based on the real-time predicted temperature. This eliminates the influence of temperature on usable discharge capacity during the range estimation process, thus making the range calculation more accurate and realistic.

[0112] In some embodiments, such as Figure 7 As shown, the predicted driving range based on available discharge capacity and average vehicle speed includes:

[0113] Step 701: Determine the discharge time based on the available discharge capacity and the root mean square current.

[0114] In practical implementation, if the available discharge capacity is nAh and the root mean square current is I, then the battery discharge time is t = n / I.

[0115] Step 702: Determine the driving range by multiplying the discharge time and the average vehicle speed.

[0116] In practice, the vehicle speed is extracted from historical data over a continuous period (the same time period as when the battery discharge current data is collected). Historical discharge current is then collected at a preset frequency, and the number of samples is the ratio of the extraction time to the collection frequency. The average speed of the collected vehicle speeds is then calculated to obtain the corresponding average vehicle speed. If the average vehicle speed is determined to be v based on historical driving data, then the driving range is S = v × t.

[0117] The real-time predicted temperature during battery discharge is determined by estimating the temperature, and the actual usable discharge capacity of the battery after temperature changes is determined based on the real-time predicted temperature. This eliminates the influence of temperature on usable discharge capacity during the range estimation process, thus making the range calculation more accurate and realistic.

[0118] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0119] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0120] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a device for calculating driving range.

[0121] refer to Figure 8 The aforementioned range calculation device includes:

[0122] The total capacity determination module 10 is configured to determine the total available battery capacity based on the initial battery capacity.

[0123] The discharge time determination module 20 is configured to determine the discharge time per unit capacity based on historical discharge data.

[0124] The available capacity determination module 30 is configured to: determine the real-time predicted temperature based on the unit capacity discharge time and the total available battery capacity, and determine the available discharge capacity based on the real-time predicted temperature;

[0125] The driving range determination module 40 is configured to: determine the average vehicle speed based on historical discharge data, and predict the driving range based on the available discharge capacity and the average vehicle speed.

[0126] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0127] The apparatus in the above embodiments is used to implement the corresponding range calculation method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0128] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for calculating the driving range described in any of the above embodiments.

[0129] Figure 9This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0130] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0131] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0132] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0133] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0134] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0135] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0136] The electronic devices described above are used to implement the corresponding range calculation method in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0137] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the range calculation method as described in any of the above embodiments.

[0138] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0139] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the range calculation method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0140] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the electronic equipment of the above embodiments, and using the electronic equipment of the above embodiments to execute the range calculation method as described in any of the above embodiments, and having the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0141] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0142] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0143] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0144] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for calculating driving range, characterized in that, include: Determine the total usable battery capacity based on the initial battery capacity; Determine the discharge time per unit capacity based on historical discharge data; The real-time predicted temperature is determined based on the unit capacity discharge time and the total usable battery capacity, and the usable discharge capacity is determined based on the real-time predicted temperature. The step of determining the real-time predicted temperature based on the unit capacity discharge time and the total usable battery capacity, and determining the usable discharge capacity based on the real-time predicted temperature, includes: Determine the real-time cumulative discharge capacity; The real-time total temperature rise coefficient is determined by determining the real-time battery temperature before discharge, the real-time ambient temperature, and the root mean square current during the discharge process, which correspond to the real-time cumulative discharge capacity. The real-time predicted temperature is determined based on the real-time total temperature rise coefficient, the unit capacity discharge time, and the real-time battery temperature before discharge. The real-time available capacity is determined based on the real-time predicted temperature and the preset temperature-capacity relationship. The real-time available capacity is verified based on the real-time cumulative discharge capacity; In response to the verification of the real-time available capacity, the real-time cumulative discharge capacity corresponding to the real-time available capacity is determined as the available discharge capacity; In response to the failure of the real-time available capacity to pass verification, the real-time cumulative discharge capacity is increased according to a preset unit capacity. The average vehicle speed is determined based on the historical discharge data, and the driving range is predicted based on the available discharge capacity and the average vehicle speed.

2. The method according to claim 1, characterized in that, The process of determining the total usable battery capacity based on the initial battery capacity includes: In response to the battery being in a charging state, the charging capacity is determined based on the charging cutoff capacity and the charging start capacity; the charging capacity is determined based on the charging capacity and the preset rated capacity, and the sum of the charging capacity and the initial battery capacity is determined as the total usable capacity of the battery; In response to the battery being in a non-charging state, the initial battery capacity is determined as the total usable battery capacity.

3. The method according to claim 1, characterized in that, The step of determining the discharge time per unit capacity based on historical discharge data includes: The root mean square current of the discharge process is determined based on the historical discharge data. The ratio between the preset unit capacity and the root mean square current is determined as the unit capacity discharge time.

4. The method according to claim 1, characterized in that, The determination of the real-time total temperature rise coefficient based on the real-time pre-discharge battery temperature, real-time ambient temperature, and root-mean-square current corresponding to the real-time cumulative discharge capacity includes: Determine the real-time temperature difference between the battery temperature before real-time discharge and the real-time ambient temperature; Based on the real-time battery temperature before discharge, the real-time heating temperature rise coefficient is obtained by referring to a table. Based on the real-time temperature difference, the real-time temperature difference temperature rise coefficient is obtained by looking up the table. Based on the root mean square current, the real-time current temperature rise coefficient is obtained by looking up a table. The sum of the real-time heating temperature rise coefficient, the real-time temperature difference temperature rise coefficient, and the real-time current temperature rise coefficient is determined as the real-time total temperature rise coefficient.

5. The method according to claim 1, characterized in that, The step of determining the real-time predicted temperature based on the real-time total temperature rise coefficient, the unit capacity discharge time, and the real-time battery temperature before discharge includes: The product of the unit capacity discharge time and the real-time total temperature rise coefficient is determined as the real-time changing temperature; The sum of the real-time changing temperature and the real-time pre-discharge battery temperature is determined as the real-time predicted temperature.

6. The method according to claim 1, characterized in that, The step of determining the real-time available capacity based on the real-time predicted temperature and the preset temperature-capacity relationship includes: The real-time temperature capacity corresponding to the real-time predicted temperature is determined based on the temperature capacity relationship. Determine the standard capacity corresponding to the preset standard temperature based on the temperature-capacity relationship; The ratio of the real-time temperature capacity to the standard capacity is determined as the capacity ratio; The product of the capacity ratio and the total available battery capacity is determined as the real-time available capacity.

7. The method according to claim 1, characterized in that, The method of predicting the driving range based on the available discharge capacity and the average vehicle speed includes: The discharge time is determined based on the available discharge capacity and the root mean square current. The product of the discharge time and the average vehicle speed is determined as the driving range.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 7.

9. A vehicle, characterized in that, Including the electronic device as described in claim 8.

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