Method and device for determining remaining range of electric vehicle

Abstract

The application provides a method and device for determining the remaining range of an electric vehicle, and relates to the technical field of intelligent electric vehicles. The method comprises determining the influencing factors such as the driving resistance loss, motor loss, battery consumption and energy recovery during the driving of the vehicle. According to these influencing factors, the total energy consumption of the vehicle is calculated, and the remaining range is determined according to the total energy consumption of the vehicle and the total battery capacity. Since various factors affecting the remaining range during the driving of the vehicle are considered, the accuracy of the estimation of the remaining range is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent electric vehicles, and particularly relates to a method and device for determining the remaining range of an electric vehicle. BACKGROUND

[0002] At present, pure electric vehicles account for a large proportion in new energy vehicles. Pure electric vehicles have been accepted by more consumers due to the advantages of low noise, zero emissions, smooth driving, energy saving and environmental protection, etc.

[0003] However, while pure electric vehicles are developing rapidly, there are also many problems, which will affect the driving experience and travel efficiency of consumers.

[0004] At present, pure electric vehicles generally have the problem of inaccurate estimation of the remaining range, which will cause the battery to be almost exhausted before reaching the expected driving range, causing "range anxiety" to the user and reducing the travel efficiency. SUMMARY

[0005] Therefore, the present application provides a method and device that can suppress the chattering of the sliding mode control.

[0006] Specifically, the technical solutions include the following:

[0007] In one aspect, the present application provides a method for determining the remaining range of an electric vehicle, which comprises:

[0008] determining the driving resistance loss power, the motor loss power, the battery consumption power and the energy recovery power.

[0009] obtaining the total energy consumption according to the driving resistance loss power, the motor loss power, the battery consumption power and the energy recovery power.

[0010] determining the remaining range according to the total energy consumption and the total battery capacity.

[0011] Optionally, the driving resistance loss power is determined by the following formula:

[0012] P F =F t v / 3600

[0013] wherein P F is the driving resistance loss power, F t is the driving resistance, and v is the vehicle speed. t is determined by the following formula:

[0014] F t =mgfcosα+C D Av 2 / 21.15+mgsinα+mδa

[0015] where m is the mass of the vehicle, f is the rolling resistance coefficient, a is the road slope angle, C D is the wind resistance coefficient, A is the windward area, d is the rotational inertia coefficient of the power train, a is the vehicle acceleration, and g is the gravitational acceleration.

[0016] Alternatively, the motor loss power is expressed by the following equation:

[0017] P m = P a -P

[0018] where p m is the motor loss power, P is the theoretical output power, p a is the actual output power, P and p a are expressed by the following equations:

[0019] P = Tn / 9550

[0020] P a = (Tn / 9550) / η

[0021] where T is the required torque, n is the motor speed, and η is the motor efficiency at the current torque and speed.

[0022] Alternatively, the energy recovery power is expressed by the following equation:

[0023] P g = U B I

[0024] where P g is the energy recovery power, I is the battery bus current, and U B is the battery terminal voltage.

[0025] Alternatively, the total energy consumption is expressed by the following equation:

[0026]

[0027] where E cost is the total energy consumption, P F is the travel resistance loss power, P m is the motor loss power, P b is the battery consumption power, and P g is the energy recovery power.

[0028] Alternatively, the remaining cruising range is expressed by the following equation:

[0029] S rest = (E total -E cost ) x l

[0030] where Srest is the remaining range, E total is the total energy of the battery, E cost is the total energy consumption, and l is the energy consumption per unit distance.

[0031] Alternatively, the energy consumption per unit distance l is calculated as follows:

[0032] l = l min +k(E rest -E min )

[0033] wherein l min is the minimum energy consumption per unit distance, E rest is the remaining battery capacity; E min is the conservative minimum capacity, and k is a linear estimate.

[0034] Alternatively, the method further comprises:

[0035] obtaining the current driving condition, average speed, constant speed ratio, and deceleration ratio.

[0036] substituting the current driving condition, average speed, constant speed ratio, and deceleration ratio into the fuzzy rule database to obtain the condition energy consumption corresponding to the current driving condition, average speed, constant speed ratio, and deceleration ratio.

[0037] updating the total energy consumption according to the condition energy consumption.

[0038] wherein the current driving condition includes urban normal condition, urban congestion condition, suburban smooth condition, and high-speed smooth condition.

[0039] Alternatively, the method further comprises:

[0040] monitoring the air conditioner switch state.

[0041] when the air conditioner is turned on, recording the vehicle driving distance.

[0042] obtaining the air conditioner power.

[0043] calculating the air conditioner energy consumption according to the vehicle driving distance and the air conditioner power.

[0044] updating the total energy consumption according to the air conditioner energy consumption.

[0045] Alternatively, the method further comprises:

[0046] after obtaining the remaining range, performing double number complex wavelet filtering on the remaining range to obtain the filtered remaining range.

[0047] Alternatively, the method further comprises:

[0048] When the remaining cruising range is obtained, the remaining cruising range is updated every time the vehicle travels one kilometer.

[0049] In another aspect, the application also provides a device for determining the remaining cruising range of an electric vehicle, characterized in that the device comprises:

[0050] a power determination module configured to determine the travel resistance loss power, the motor loss power, the battery consumption power and the energy recovery power.

[0051] a power consumption determination module configured to obtain the total power consumption according to the travel resistance loss power, the motor loss power, the battery consumption power and the energy recovery power.

[0052] a range determination module configured to determine the remaining cruising range according to the total power consumption and the total battery capacity.

[0053] The method for determining the remaining cruising range of an electric vehicle provided by the application determines the travel resistance loss, the motor loss, the battery consumption and the energy recovery during the travel of the vehicle, and according to these influencing factors, the total power consumption of the vehicle is calculated, and the remaining cruising range is further determined according to the total power consumption and the total battery capacity of the vehicle. Since various factors affecting the remaining cruising range during the travel of the vehicle are considered at the same time, the accuracy of the estimation of the remaining cruising range can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0055] Figure 1 The flow chart of the method for determining the remaining cruising range of an electric vehicle provided by the embodiment of the application;

[0056] Figure 2 Another flow chart of the method for determining the remaining cruising range of an electric vehicle provided by the embodiment of the application;

[0057] Figure 3 The structure diagram of the device for determining the remaining cruising range of an electric vehicle provided by the embodiment of the application. DETAILED DESCRIPTION

[0058] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of the present application.

[0059] With the increasingly serious energy and environmental problems, and the market cultivation and subsidy policy of pure electric vehicles for many years, new energy vehicles have gradually become the mainstream development direction of the automobile industry. At present, among the new energy vehicles, pure electric vehicles are widely used. Pure electric vehicles are rapidly accepted by people due to their low noise, zero emission, smooth driving and energy saving and environmental protection during operation. However, there are many problems in the rapid development of pure electric vehicles, among which the inaccurate estimation of the remaining range is a common problem and is also a difficult problem to solve at present. In the current pure electric vehicles, there is a common phenomenon of inaccurate estimation of the remaining range of the vehicle, which will cause the power to be consumed out before the expected driving range is reached, causing the user to have "range anxiety". Therefore, the driving range of the pure electric vehicle is an important indicator that users are most concerned about, and the range anxiety of the user is also an important factor restricting the purchase of pure electric vehicles by the user, and accurate estimation of the remaining range of the pure electric vehicle is of great significance and can promote the popularization and development of pure electric vehicles.

[0060] In previous studies, researchers mostly considered the accessory energy consumption as a part of the driving energy consumption for estimating the remaining driving range. However, the accessory energy consumption, especially the air conditioning energy consumption, is not constant under different environments, which causes inaccurate estimation of the remaining driving range and poor prediction effect. Based on the use of existing electric vehicle energy consumption test standards and the current research status at home and abroad, the estimation of the remaining driving range of the electric vehicle mainly includes two parts: estimation of the remaining energy of the power battery and prediction of the driving energy consumption. Related personnel can consider the influence of accessory energy consumption on the vehicle energy consumption when analyzing the vehicle energy consumption, but further comprehensive research is needed for the evaluation method of the electric vehicle energy consumption based on the air conditioning energy consumption. In China, vehicle manufacturers generally use enterprise standards or continue to use relevant test specifications of traditional fuel vehicles for vehicle evaluation related to air conditioning energy consumption, and it is necessary to conduct more specific analysis on the research of vehicle energy consumption evaluation method considering the air conditioning energy consumption under different conditions throughout the year. For the evaluation of the remaining range estimation method of the electric vehicle, related personnel mostly consider the accessory energy consumption as a part of the driving energy consumption for estimating the remaining driving range. The above estimation method is prone to result in inaccurate remaining driving range and poor prediction effect. If the estimated range is higher than the actual drivable range, it may cause the vehicle to run out of power and be stranded during driving; if the estimated range is lower than the actual drivable range, it is difficult to fully utilize the vehicle's driving range; both cases will affect the user experience of the vehicle.

[0061] In view of this, the embodiments of the present application provide the following technical solutions:

[0062] The embodiments of the present application provide a method for determining the remaining range of an electric vehicle, which can improve the accuracy of determining the remaining range of the electric vehicle. The method can be executed by a vehicle controller, such as a vehicle controller. As shown in FIG. 1, the method comprises steps S101, S102 and S103, wherein: Figure 1

[0063] In step S101, the driving resistance loss power, the motor loss power, the battery consumption power and the energy recovery power are determined.

[0064] In step S102, the total energy consumption is obtained according to the driving resistance loss power, the motor loss power, the battery consumption power and the energy recovery power.

[0065] In step S103, the remaining range is determined according to the total energy consumption and the total battery capacity.

[0066] In some optional embodiments, the driving resistance loss power is determined by the following formula:

[0067] P F = F t v / 3600

[0068] wherein P F is the driving resistance loss power, F t is the driving resistance, v is the vehicle speed, and the driving resistance F t is determined by the following formula:

[0069] F t = mgf cos α + C D Av 2 / 21.15 + mg sin α + mδa

[0070] wherein m is the vehicle mass, f is the rolling resistance coefficient, α is the road slope angle, C D is the wind resistance coefficient, A is the windward area, δ is the rotational inertia coefficient of the transmission system, a is the vehicle acceleration, and g is the gravitational acceleration.

[0071] In some optional embodiments, the motor loss power is represented by the following formula:

[0072] P m = P a -P

[0073] wherein P m is the motor loss power, P is the theoretical output power, P a is the actual output power, P and P a ​

[0074] It can be expressed as follows:

[0075] P = Tn / 9550

[0076] P a =(Tn / 9550) / η

[0077] Where T is the required torque; n is the motor speed; and η is the motor efficiency at the current torque and speed.

[0078] In some optional embodiments, the energy recovery power is expressed as follows:

[0079] P g =U B I

[0080] Where P g I is the energy recovery power, and U is the battery bus current. B This is the battery terminal voltage.

[0081] In some alternative embodiments, the total energy consumption is expressed as follows:

[0082]

[0083] Where E cost For total energy consumption, P F Power loss due to driving resistance, P m For motor power loss, P b For the power consumed by the battery, P g This refers to the energy recovery power.

[0084] In some optional embodiments, the remaining driving range is expressed as follows:

[0085] S rest =(E total -E cost )×l

[0086] Where S rest It represents the remaining driving range, E. total It is the total energy of the battery, E cost Let l represent the total energy consumption, and l represent the mileage driven per unit of energy consumption.

[0087] In some optional embodiments, the driving distance l per unit energy consumption is calculated using the following formula:

[0088] l = l min +k(E rest -E min )

[0089] Among them, l min It is the minimum driving distance per unit of energy consumption, Erest E is the remaining battery power; E min E is the conservative minimum power, and k is a linear estimation amount.

[0090] In some optional embodiments, the method further comprises:

[0091] Obtaining the current driving condition, the average speed, the constant speed ratio, and the deceleration ratio.

[0092] Substituting the current driving condition, the average speed, the constant speed ratio, and the deceleration ratio into the fuzzy rule database to obtain the condition energy consumption corresponding to the current driving condition, the average speed, the constant speed ratio, and the deceleration ratio.

[0093] Updating the total energy consumption according to the condition energy consumption.

[0094] The current driving condition includes a city normal condition, a city congestion condition, a suburban smooth condition, and a high-speed smooth condition.

[0095] In some optional embodiments, the method further comprises:

[0096] Monitoring the air conditioner switch state.

[0097] When the air conditioner is turned on, recording the vehicle driving mileage.

[0098] Obtaining the air conditioner power.

[0099] Calculating the air conditioner energy consumption according to the vehicle driving mileage and the air conditioner power.

[0100] Updating the total energy consumption according to the air conditioner energy consumption.

[0101] In some optional embodiments, the method further comprises:

[0102] After obtaining the remaining range, the remaining range is subjected to dyadic complex wavelet filtering to obtain the filtered remaining range.

[0103] In some optional embodiments, the method further comprises:

[0104] After obtaining the remaining range, the remaining range is updated every time the vehicle travels one kilometer.

[0105] The method for determining the remaining range of the electric vehicle provided in the present application determines the driving resistance loss, motor loss, battery consumption, and energy recovery during the driving of the vehicle, and according to these influencing factors, the total energy consumption of the vehicle is calculated, and the remaining range is further determined according to the total energy consumption of the vehicle and the total battery capacity. Since various factors affecting the remaining range during the driving of the vehicle are considered at the same time, the accuracy of the estimation of the remaining range can be improved.

[0106] This application also provides another method for determining the remaining driving range of an electric vehicle, which can improve the accuracy of determining the remaining driving range. This method can be executed by an on-board controller, such as a vehicle controller. Figure 2 As shown, the method includes steps S201, S202, and S203, wherein:

[0107] In step S201, the power loss due to driving resistance, the power loss due to motor, the power consumed by the battery, and the power recovered by energy are determined.

[0108] In some alternative embodiments, the power loss due to driving resistance is determined using the following formula:

[0109] P F =F t v / 3600

[0110] Where P F For power loss due to driving resistance, F t Let F be the resistance force during travel, v be the vehicle speed, and F be the resistance force during travel. t use

[0111] The following formula determines:

[0112] F t =mgfcosα+C D Av 2 / 21.15+mgsinα+mδa

[0113] Where m is the vehicle mass, f is the rolling resistance coefficient, α is the road slope angle, and C D δ is the drag coefficient, A is the frontal area, δ is the rotational inertia coefficient of the transmission system, a is the vehicle acceleration, and g is the gravitational acceleration.

[0114] In some optional embodiments, the motor power loss is expressed by the following formula:

[0115] P m =P a -P

[0116] Where P m P represents the motor's power loss, and P represents the theoretical output power. a For the actual output power, P and P a It can be expressed as follows:

[0117] P = Tn / 9550

[0118] P a =(Tn / 9550) / η

[0119] Where T is the required torque; n is the motor speed; and η is the motor efficiency at the current torque and speed.

[0120] In some optional embodiments, the energy recovery power is expressed by the following formula:

[0121] P g = U B I

[0122] where P g is the energy recovery power, I is the battery bus current, and U B is the battery terminal voltage.

[0123] In step S202, the total energy consumption is obtained according to the driving resistance loss power, the motor loss power, the battery consumption power, and the energy recovery power.

[0124] In some optional embodiments, the total energy consumption is expressed by the following formula:

[0125]

[0126] where E cost is the total energy consumption, P F is the driving resistance loss power, P m is the motor loss power, P b is the battery consumption power, and P g is the energy recovery power.

[0127] In step S203, the remaining cruising range is determined according to the total energy consumption and the total battery capacity.

[0128] In some optional embodiments, the remaining cruising range is expressed by the following formula:

[0129] S rest = (E total -E cost ) x l

[0130] where S rest is the remaining cruising range, E total is the total battery capacity, E cost is the total energy consumption, and l is the unit energy consumption driving range.

[0131] In some optional embodiments, the unit energy consumption driving range l is calculated by the following formula:

[0132] l = l min + k (E rest -E min )

[0133] where l min is the minimum unit energy consumption driving range, E rest is the remaining battery capacity, E min is the conservative minimum capacity, and k is a linear estimation amount.

[0134] In some optional embodiments, the method further comprises:

[0135] When the remaining range is obtained, the remaining range is updated every time the vehicle travels one kilometer.

[0136] In step S204, when the remaining range is obtained, the remaining range is subjected to dual-tree complex wavelet filtering to obtain the filtered remaining range.

[0137] It can be understood that the mileage signal corresponding to the remaining range is mixed with various noises, which needs to be processed to extract useful signals, so the dual-tree complex wavelet filtering transform method is used for real-time optimization of the remaining range, and the specific explanation of the dual-tree complex wavelet filtering technical solution is as follows:

[0138] Since the remaining range displayed on the automobile instrument is inconsistent in period, the displayed range will have a large fluctuation, for example, the instrument displays once every 1km is more fluctuant than once every 10km. From the perspective of accuracy estimation of the remaining range, the more the selected driving mileage, the more accurate the estimation, because the more the driving mileage, the more historical data obtained, and for consumers who have "range anxiety", the remaining range needs to be displayed in real time. Taking the remaining range displayed once every 1km as the simulation and test object, the dual-tree complex wavelet is used for real-time optimization of the remaining range.

[0139] According to the algorithm, several groups of data are tested artificially at random, as shown in Table 1:

[0140] Table 1 (mileage data after dual-tree complex wavelet filtering)

[0141]

[0142] S restk is the measured remaining range; S restkshow is the instrument displayed remaining range; r is the optimal deviation; is the uncertainty; k g is the gain coefficient; σ is the standard covariance. From Table 1, it can be seen that: S restk The measured remaining range is in a relatively large fluctuation range, and the displayed range S restkshow after the dual-tree complex wavelet is in a small fluctuation range, achieving the actual filtering effect.

[0143] In some optional embodiments, the method further comprises:

[0144] Obtaining the current driving condition, average speed, constant speed proportion and deceleration proportion.

[0145] The current driving condition, average speed, constant speed ratio and deceleration ratio are substituted into the fuzzy rule database to obtain the condition energy consumption corresponding to the current driving condition, average speed, constant speed ratio and deceleration ratio.

[0146] The total energy consumption is updated according to the condition energy consumption.

[0147] The current driving condition includes urban normal condition, urban congestion condition, suburban smooth condition and high-speed smooth condition.

[0148] The technical solution using fuzzy control can include the following steps:

[0149] (1) Obtain the average speed v mean , constant speed ratio P, deceleration ratio N and total energy consumption E out of the current segment.

[0150] (2) According to the driving condition, the category of the current segment is determined, and the results of 20 typical conditions are determined. 1 represents smooth suburban urban condition, 2 represents smooth high-speed condition, 3 represents normal urban condition, and 4 represents congested urban condition.

[0151] Table 2 (main vehicle parameters of pure electric vehicle)

[0152]

[0153]

[0154] (3) Select 11 groups of data for each feature parameter of each cluster in turn, and arrange each group of data in ascending order.

[0155] (4) Establish a fuzzy library in the Matlab toolbox, input 3 parameters: average speed v mean , constant speed ratio P and deceleration ratio N, and output one parameter: total energy consumption E out .

[0156] (5) Establish fuzzy rules, according to the actual position of each group of parameters, that is, the arranged position in step (3), follow the principle that when condition A is true and condition B is true and condition C is true, execute condition D.

[0157] After establishing the fuzzy rule library between the feature parameters and the energy consumption, the remaining range can be estimated in real time.

[0158] In some optional embodiments, the method further comprises:

[0159] Monitoring the air conditioner switch state.

[0160] When the air conditioner is turned on, start recording the vehicle mileage.

[0161] Obtaining air conditioner power.

[0162] Calculating air conditioner energy consumption according to vehicle driving mileage and air conditioner power

[0163] Updating total energy consumption according to air conditioner energy consumption.

[0164] The following will specifically explain the technical scheme of updating the total energy consumption based on the air conditioner energy consumption:

[0165] Taking whether the vehicle reaches 5km driving mileage as the judgment standard, and taking the method of calculating the average energy consumption once every 5km circulation iteration. When the air conditioner is turned on, the first step is to initialize the data, and let the total energy consumption E costAC of the air conditioner equal to 0.

[0166] (1) If the vehicle drives less than 1km, define the total energy consumed by the air conditioner within 5km as:

[0167] E cost = (6-j) x E cInit

[0168] In the formula: j is the driving mileage, the initial value is 1, and the initial value of E cInit is 0.167.

[0169] The average energy consumption is:

[0170]

[0171] The average power is:

[0172]

[0173] In the formula: P meanInit is the initial average power of the air conditioner, which is calibrated according to the actual situation of the vehicle, and P AC is the current power of the air conditioner. The obtainable driving mileage is:

[0174]

[0175] In the formula: E total is the total energy of the vehicle, and E costA is the energy consumed during driving.

[0176] (2) If the electric vehicle drives more than 1km and less than 5km, define the total energy consumed by the air conditioner within 5km as:

[0177] E cost = (6-j) x E cInit + E Dcost

[0178] In the formula: EDcost The energy consumed by the air conditioner is kWh. The average energy consumption is as follows:

[0179]

[0180] The average power is:

[0181]

[0182] In the formula, T tem The total time of driving is h. Similarly, the expression of the drivable range is shown in formula (29).

[0183] (3) If the vehicle has driven more than 5 km before the air conditioner is turned on, the energy consumed in the last 5 km is:

[0184] E cost = PE cost6 - PE cost1

[0185] In the formula, PE cost6 is the energy consumed by the vehicle, PE cost1 is the total energy consumed by the vehicle in the last 5 km, and the average energy consumption is as follows:

[0186]

[0187] The driving time of 5 km is:

[0188] S 5time = T6-T1

[0189] In the formula, T6 is the time the vehicle has driven, and T1 is the driving time of the vehicle in the last 5 km. The average power is:

[0190]

[0191] Similarly, the expression of the drivable range is as follows:

[0192]

[0193] In some optional embodiments, the unit kilometer energy consumption can also be optimized:

[0194] During the driving process of the car, the current latest segment data is obtained, and the corresponding cluster category is calculated. Then, the average speed v mean , the uniform speed ratio P and the deceleration ratio N are established in the fuzzy library, and the current segment energy consumption E c is calculated, so that the energy consumption of the current vehicle is calculated as:

[0195]

[0196] The remaining energy is derived from the total energy consumption as follows:

[0197] E rest = E total -E cost

[0198] In the formula, E total is the total energy of the battery.

[0199] This embodiment optimizes the unit energy consumption driving range according to actual experience. In order to meet the linearly decreasing trend of the remaining range, a linear relationship between the unit energy consumption and the remaining energy consumption is established as follows:

[0200] l = l min +k(E rest -E min )

[0201] In the formula, l min is the minimum value of the unit energy consumption driving range obtained by the clustering algorithm, which is taken as 2 km according to the clustering result; E rest is the remaining battery capacity; E min is the conservative minimum capacity, which is taken as 4 kWh according to the actual situation; and k is the linear estimation quantity. The relationship between the driving range and the battery capacity during vehicle driving is as follows:

[0202]

[0203] In the formula, f, m, and A are parameters set in Table 1; E total is taken as 28.2 kWh; C D is taken as 0.294; and v is taken as 40 km / h. Thus, the maximum driving range of the vehicle at a uniform speed of 40 km / h is obtained. The relationship between the maximum driving range of the vehicle and the total battery capacity is as follows:

[0204] S = E total [l min +k(E total -E min ) ]

[0205] Finally, k = 0.206 6 is obtained. The value of k is mainly determined by the total battery capacity of the vehicle and the maximum driving range of the vehicle when it is driven at the optimal speed, i.e., this value can be calibrated according to different parameters of the vehicle.

[0206] The final remaining driving range is as follows:

[0207] S rest = (E total -E cost ) × l

[0208] The method for determining the residual cruising range of the electric vehicle provided in the application determines the driving resistance loss, motor loss, battery consumption and energy recovery and other influencing factors in the driving process of the vehicle, and according to these influencing factors, the total energy consumption of the vehicle is obtained by calculation, and the residual cruising range is further determined according to the total energy consumption of the vehicle and the total battery capacity. Since the various factors affecting the residual cruising range in the driving process of the vehicle are considered at the same time, the accuracy of the estimation of the residual cruising range can be improved.

[0209] The embodiment of the application further provides a device for determining the residual cruising range of an electric vehicle. The device can be a vehicle-mounted controller, for example, a vehicle controller, as shown in Figure 3 The device includes a power determination module 301, a power consumption determination module 302 and a range determination module 303.

[0210] The power determination module 301 is configured to determine the driving resistance loss power, the motor loss power, the battery consumption power and the energy recovery power.

[0211] The power consumption determination module 302 is configured to obtain the total energy consumption according to the driving resistance loss power, the motor loss power, the battery consumption power and the energy recovery power.

[0212] The range determination module 303 is configured to determine the residual cruising range according to the total energy consumption and the total battery capacity.

[0213] In some optional embodiments, the driving resistance loss power is determined by the following formula:

[0214] P F =F t v / 3600

[0215] wherein P F is the driving resistance loss power, F t is the driving resistance, v is the vehicle speed, and the driving resistance F t is determined by the following formula:

[0216] F t =mgfcosα+C D Av 2 / 21.15+mgsinα+mδa

[0217] wherein m is the vehicle mass, f is the rolling resistance coefficient, α is the road slope angle, C D is the wind resistance coefficient, A is the windward area, δ is the rotational inertia coefficient of the transmission system, a is the vehicle acceleration, and g is the gravitational acceleration.

[0218] In some optional embodiments, the motor loss power is represented by the following formula:

[0219] Pm = P a - P

[0220] where P m is the motor loss power, P is the theoretical output power, P a is the actual output power, P and P a are expressed by the following equations:

[0221] P = Tn / 9550

[0222] P a = (Tn / 9550) / η

[0223] where T is the required torque; n is the motor speed; and η is the motor efficiency at the current torque and speed.

[0224] In some alternative embodiments, the energy recovery power is expressed by the following equation:

[0225] P g = U B I

[0226] where P g is the energy recovery power, I is the battery bus current, and U B is the battery terminal voltage.

[0227] In some alternative embodiments, the total energy consumption is expressed by the following equation:

[0228]

[0229] where E cost is the total energy consumption, P F is the travel resistance loss power, P m is the motor loss power, P b is the battery consumption power, and P g is the energy recovery power.

[0230] In some alternative embodiments, the remaining cruising range is expressed by the following equation:

[0231] S rest = (E total -E cost )xl

[0232] where S rest is the remaining cruising range, E total is the total energy of the battery, E cost is the total energy consumption, and l is the unit energy consumption travel distance.

[0233] In some alternative embodiments, the unit energy consumption travel distance l is calculated by the following equation:

[0234] l = lmin +k(E rest -E min )

[0235] wherein, l min is the minimum value of unit energy consumption driving range, E rest is the remaining battery power; E min is the conservative minimum power, and k is a linear estimate.

[0236] In some optional embodiments, the power consumption determination module 302 is further configured to:

[0237] obtain the current driving condition, average speed, constant speed ratio and deceleration ratio.

[0238] substitute the current driving condition, average speed, constant speed ratio and deceleration ratio into the fuzzy rule database to obtain the working condition energy consumption corresponding to the current driving condition, average speed, constant speed ratio and deceleration ratio.

[0239] update the total energy consumption according to the working condition energy consumption.

[0240] wherein the current driving condition includes urban normal condition, urban congestion condition, suburban smooth condition and high-speed smooth condition.

[0241] In some optional embodiments, the power consumption determination module 302 is further configured to:

[0242] monitor the air conditioner switch state.

[0243] When the air conditioner is turned on, start recording the vehicle driving range.

[0244] obtain the air conditioner power.

[0245] calculate the air conditioner energy consumption according to the vehicle driving range and the air conditioner power.

[0246] update the total energy consumption according to the air conditioner energy consumption.

[0247] In some optional embodiments, the range determination module 303 is further configured to:

[0248] After obtaining the remaining cruising range, the remaining cruising range is subjected to dyadic complex wavelet filtering to obtain the filtered remaining cruising range.

[0249] In some optional embodiments, the range determination module 303 is further configured to:

[0250] After obtaining the remaining cruising range, the remaining cruising range is updated every time the vehicle travels one kilometer.

[0251] The electric vehicle residual mileage determination device provided in the application determines the driving resistance loss, motor loss, battery consumption and energy recovery and other influencing factors in the driving process of the vehicle, according to these influencing factors, the total energy consumption of the vehicle is obtained through calculation, and the residual mileage is further determined according to the total energy consumption of the vehicle and the total battery capacity. Since various factors affecting the residual mileage during the driving process of the vehicle are considered at the same time, the accuracy of the residual mileage estimation can be improved.

[0252] The embodiment and the method embodiment are based on the same inventive concept, and are the device embodiment corresponding to the method embodiment, so those skilled in the art should understand that the description of the method embodiment is also applicable to the embodiment, and some technical details are not described in detail in the embodiment.

[0253] The application embodiment further provides a vehicle comprising the electric vehicle residual mileage determination device provided in the above embodiment.

[0254] In the application, it should be understood that the terms "first", "second" and the like are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features.

[0255] Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. The application is intended to cover any variations, uses or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice in the art to which the application pertains. The specification and examples are to be regarded as illustrative only.

[0256] It should be understood that the application is not limited to the precise structures described and shown in the drawings, and that various modifications and changes can be made without departing from the scope thereof. The scope of the application is limited only by the claims appended hereto.

[0257] The above is only to facilitate those skilled in the art to understand the technical solutions of the application, and does not limit the application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the application shall be included in the protection scope of the application.

Claims

1. A method for determining the remaining driving range of an electric vehicle, characterized in that, The method includes: Determine the power loss due to driving resistance, the power loss due to motor, the power consumed by the battery, and the power recovered by energy. The total energy consumption is obtained based on the power loss due to driving resistance, the power loss due to the motor, the power consumed by the battery, and the power recovered by the energy. The remaining driving range is determined based on the total energy consumption and the total battery capacity. The method further includes: Obtain current driving conditions, average speed, constant speed ratio, and deceleration ratio; Substitute the current driving condition, the average speed, the constant speed ratio, and the deceleration ratio into the fuzzy rule database to obtain the energy consumption of the driving condition corresponding to the current driving condition, the average speed, the constant speed ratio, and the deceleration ratio; The total energy consumption is updated based on the energy consumption under the specified operating conditions. The current driving conditions mentioned above include normal urban driving conditions, urban congestion driving conditions, suburban smooth driving conditions, and highway smooth driving conditions. The method further includes: Monitor the status of the air conditioner switch; When the air conditioner is turned on, the vehicle's mileage will be recorded. Get the air conditioner power; Calculate the air conditioning energy consumption based on the vehicle mileage and the air conditioning power. The total energy consumption is updated based on the air conditioning energy consumption. The method further includes: Once the remaining driving range is obtained, the remaining driving range is subjected to double complex wavelet filtering to obtain the filtered remaining driving range.

2. The method according to claim 1, characterized in that, The power loss due to driving resistance is determined by the following formula: P F =F t v / 3600 Where P F F is the power loss due to driving resistance. t Let F be the driving resistance, v be the vehicle speed, and F be the driving resistance. t Determine using the following formula: F t =mgfcosα+C D Of 2 / 21.15+mgsinα+mδa Where m is the vehicle mass, f is the rolling resistance coefficient, α is the road slope angle, and C D δ is the drag coefficient, A is the frontal area, δ is the rotational inertia coefficient of the transmission system, a is the vehicle acceleration, and g is the gravitational acceleration.

3. The method according to claim 1, characterized in that, The motor power loss is expressed by the following formula: P m =P a -P Where P m P represents the power loss of the motor, and P represents the theoretical output power. a For the actual output power, P and P a It can be expressed as follows: P = Tn / 9550 P a =(Tn / 9550) / h Where T is the required torque; n is the motor speed; and η is the motor efficiency at the current torque and speed.

4. The method according to claim 1, characterized in that, The energy recovery power is expressed by the following formula: P g =U B AND Where P g The energy recovery power is I, the battery bus current is U. B This is the battery terminal voltage.

5. The method according to claim 1, characterized in that, The total energy consumption is expressed by the following formula: Where E cost For the total energy consumption, P F The power loss due to driving resistance, P m The motor power loss, P b P represents the power consumed by the battery. g The energy recovery power is [value].

6. The method according to claim 5, characterized in that, The remaining driving range is expressed by the following formula: S rest =(E total -E cost )×l Where S rest The remaining driving range, E total It is the total energy of the battery, E cost Let l represent the total energy consumption, and l represent the mileage driven per unit of energy consumption.

7. The method according to claim 6, characterized in that, The unit energy consumption driving distance l is calculated using the following formula: l=l min +k(E rest -AND min ) Among them, l min It is the minimum driving distance per unit of energy consumption, E rest E represents the remaining battery power. min To represent the minimum conservative power consumption, k is a linear prediction quantity.

8. The method according to claim 1, characterized in that, The method further includes: Once the remaining driving range is obtained, the remaining driving range is updated every kilometer the vehicle travels.

9. A device for determining the remaining driving range of an electric vehicle, characterized in that, The device includes: The power determination module is configured to determine the power loss due to driving resistance, the power loss due to motor, the power consumed by the battery, and the power recovered by energy. The power consumption determination module is configured to obtain the total energy consumption based on the driving resistance loss power, the motor loss power, the battery consumption power, and the energy recovery power; The range determination module is configured to determine the remaining driving range based on total energy consumption and total battery capacity. The power consumption determination module is further configured to: Obtain current driving conditions, average speed, constant speed ratio, and deceleration ratio; Substitute the current driving condition, the average speed, the constant speed ratio, and the deceleration ratio into the fuzzy rule database to obtain the energy consumption of the driving condition corresponding to the current driving condition, the average speed, the constant speed ratio, and the deceleration ratio; The total energy consumption is updated based on the energy consumption under the specified operating conditions. The current driving conditions mentioned above include normal urban driving conditions, urban congestion driving conditions, smooth suburban driving conditions, and smooth highway driving conditions. The power consumption determination module is further configured to: Monitor the status of the air conditioner switch; When the air conditioner is turned on, the vehicle's mileage will be recorded. Get the air conditioner power; Calculate the air conditioning energy consumption based on the vehicle mileage and the air conditioning power. The total energy consumption is updated based on the air conditioning energy consumption. The mileage determination module is also configured to: Once the remaining driving range is obtained, the remaining driving range is subjected to double complex wavelet filtering to obtain the filtered remaining driving range.

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