Method and system for displaying remaining driving range of electric vehicle and vehicle

Abstract

The invention discloses a method and system for displaying the remaining driving range of an electric vehicle and the vehicle. The method comprises the steps that the normal-temperature energy consumption and the normal-temperature driving range of the electric vehicle are obtained; based on the real-time environment temperature and the first fitting curve, a real-time temperature correction coefficient corresponding to the electric vehicle is obtained; obtaining a real-time health degree correction coefficient corresponding to the electric vehicle based on the real-time driving mileage and the second fitting curve; acquiring a second battery discharge capacity and a second driving mileage of the electric vehicle within a preset time range before the current moment, and calculating an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge capacity, the second driving mileage and the normal-temperature energy consumption; based on the SOC information, the normal-temperature driving mileage, the real-time temperature correction coefficient, the real-time health degree correction coefficient and the energy consumption correction coefficient, the remaining driving mileage of the electric vehicle is calculated; and controlling an instrument of the electric automobile to display the remaining driving mileage in real time. The display accuracy of the remaining driving range of the electric vehicle is effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a method and system for displaying the remaining driving range of an electric vehicle, and a vehicle. Background Art

[0002] At present, users' expectations of electric vehicle driving range mainly rely on the remaining driving range information displayed on the car dashboard. However, the existing mainstream vehicle instrument system only calculates and displays the remaining driving range based on the current remaining battery power and the theoretical driving range given in the vehicle announcement (CLTC_P, passenger car conditions in China's light vehicle driving conditions) by looking up the table, without considering the impact of different actual usage scenarios on the driving range. For example, changes in vehicle speed will directly affect the energy consumption level, thereby affecting the driving range. Moreover, temperature will also affect the driving range. In cold environments, battery activity decreases, energy output efficiency decreases, and in order to maintain the temperature in the car, the air conditioning will also consume additional power. These factors will cause the actual driving range to be far lower than the instrument display value.

[0003] Therefore, compared with the remaining mileage of the vehicle during actual driving, the remaining mileage displayed on the dashboard of most electric vehicles currently has a large error and is generally less accurate. Summary of the invention

[0004] In order to solve the technical problem that the accuracy of the remaining driving range displayed on the dashboard of an existing electric vehicle is relatively low, the present invention provides a method, system and vehicle for displaying the remaining driving range of an electric vehicle.

[0005] In a first aspect, an embodiment of the present invention provides a method for displaying the remaining driving range of an electric vehicle, comprising: Obtaining the normal temperature energy consumption and normal temperature driving range of the electric vehicle, wherein the normal temperature energy consumption is calculated based on the first battery discharge amount and the first driving range obtained by performing a discharge amount test process of the electric vehicle at normal temperature, and the normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge amount, and the one discharge amount test process is that the electric vehicle is discharged from a fully charged state until it cannot travel at a preset vehicle speed; Acquire the real-time ambient temperature of the electric vehicle, and obtain a real-time temperature correction coefficient corresponding to the electric vehicle based on the real-time ambient temperature and a first fitting curve, wherein the first fitting curve is obtained by fitting a temperature correction coefficient based on several test temperatures and a plurality of discharge capacity test processes performed at the plurality of test temperatures; Acquire the real-time mileage of the electric vehicle, and obtain a real-time health correction coefficient corresponding to the electric vehicle based on the real-time mileage and a second fitting curve, wherein the second fitting curve is obtained by fitting the health correction coefficient based on a number of test mileages and a number of discharge capacity test processes based on the test mileages; Obtaining a second battery discharge amount and a second driving mileage of the electric vehicle every minute within a preset time range before the current moment, and calculating an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the normal temperature energy consumption; Acquire the SOC information of the electric vehicle, and calculate the remaining driving range of the electric vehicle based on the SOC information, the normal temperature driving range, the real-time temperature correction coefficient, the real-time health correction coefficient and the energy consumption correction coefficient; The instrument of the electric vehicle is controlled to display the remaining driving range in real time.

[0006] Preferably, the normal temperature energy consumption is calculated based on a first battery discharge capacity and a first driving mileage obtained by performing a discharge capacity test process of the electric vehicle at normal temperature, including: Charging the electric vehicle at room temperature until the electric vehicle reaches a fully charged state; Controlling the electric vehicle to perform a plurality of cycle tests according to a preset working condition, and recording a first battery discharge amount and a first driving mileage of each cycle test; Calculating the normal temperature energy consumption of the electric vehicle in each of the cycle tests based on the first battery discharge amount and the first driving mileage; The normal-temperature energy consumption of each cycle test is weightedly summed to obtain the normal-temperature energy consumption of the electric vehicle.

[0007] Preferably, the normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge amount, including: Starting a discharge capacity test process, controlling the electric vehicle to perform a number of cycle tests at room temperature according to preset working conditions, and recording the discharge capacity of the first battery in each cycle test; Controlling the electric vehicle to continue to travel at a constant speed according to a preset speed until the discharge capacity test process is completed, and recording the discharge capacity of the first battery of the electric vehicle when the electric vehicle travels at the preset speed; Summing up the discharge capacities of all the first batteries to obtain the discharge capacities of the first batteries of the electric vehicle during one discharge capacities test process; The ratio of the discharge capacity of the first battery of the electric vehicle during a discharge capacity test process to the energy consumption at normal temperature is calculated to obtain the normal temperature driving range of the electric vehicle.

[0008] Preferably, the first fitting curve is obtained by fitting based on several test temperatures and temperature correction coefficients obtained by performing several discharge capacity test processes based on the several test temperatures, including: Obtaining a first battery discharge capacity of the electric vehicle during a discharge capacity test process at a plurality of test temperatures, and calculating a temperature correction coefficient of the electric vehicle at the corresponding test temperature based on the first battery discharge capacity; Data fitting is performed based on the temperature correction coefficient at each test temperature to obtain a first fitting curve.

[0009] Preferably, the step of calculating the temperature correction coefficient of the electric vehicle at the test temperature based on the discharge amount of the first battery includes: The ratio of the first battery discharge amount of the electric vehicle during a discharge capacity test process at the corresponding test temperature to the first battery discharge amount of the electric vehicle during a discharge capacity test process at normal temperature is calculated to obtain a temperature correction coefficient of the electric vehicle at the corresponding test temperature.

[0010] Preferably, the second fitting curve is obtained by fitting based on a number of test mileages and health correction coefficients obtained by performing a number of discharge capacity test processes based on the test mileages, and includes: Obtaining a first battery discharge amount of the electric vehicle during a discharge amount test process at a plurality of test driving mileages, and calculating a health correction coefficient of the electric vehicle at the corresponding test driving mileage based on the first battery discharge amount; Data fitting is performed based on the health correction coefficient under each of the test mileages to obtain a second fitting curve.

[0011] Preferably, the calculating of the health correction coefficient of the electric vehicle corresponding to the test mileage based on the discharge amount of the first battery includes: The ratio of the first battery discharge amount of the electric vehicle in a discharge amount test process corresponding to the test mileage to the first battery discharge amount of the electric vehicle in a discharge amount test process when the test mileage is zero is calculated to obtain a health correction coefficient of the electric vehicle corresponding to the test mileage.

[0012] Preferably, the calculation of the energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the normal temperature energy consumption includes: Calculate the ratio of the second battery discharge amount to the second driving mileage every minute within the preset time range to obtain the energy consumption of the electric vehicle every minute within the preset time range; Calculating an average value of all the energy consumptions to obtain an average energy consumption of the electric vehicle within the preset time range; The ratio of the normal temperature energy consumption to the average energy consumption is calculated to obtain an energy consumption correction coefficient corresponding to the electric vehicle.

[0013] In a second aspect, an embodiment of the present invention provides a system for displaying the remaining driving range of an electric vehicle, comprising: A data acquisition module, used for acquiring the normal-temperature energy consumption and normal-temperature driving range of the electric vehicle, wherein the normal-temperature energy consumption is calculated based on a first battery discharge amount and a first driving range obtained by performing a discharge amount test process of the electric vehicle at normal temperature, and the normal-temperature driving range is calculated based on the normal-temperature energy consumption and the first battery discharge amount, and the one discharge amount test process is that the electric vehicle is discharged from a fully charged state until it cannot travel at a preset vehicle speed; A first correction coefficient determination module is used to obtain the real-time ambient temperature of the electric vehicle, and obtain the real-time temperature correction coefficient corresponding to the electric vehicle based on the real-time ambient temperature and a first fitting curve, wherein the first fitting curve is obtained by fitting the temperature correction coefficients obtained based on several test temperatures and several discharge capacity test processes performed based on the test temperatures; A second correction coefficient determination module is used to obtain the real-time mileage of the electric vehicle, and obtain the real-time health correction coefficient corresponding to the electric vehicle based on the real-time mileage and a second fitting curve, wherein the second fitting curve is obtained by fitting the health correction coefficients obtained based on a number of test mileages and a number of discharge capacity test processes based on the test mileages; a third correction coefficient determination module, configured to obtain a second battery discharge amount and a second driving mileage of the electric vehicle every minute within a preset time range before the current moment, and calculate an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the normal temperature energy consumption; a remaining driving range calculation module, used for obtaining the SOC information of the electric vehicle, and calculating the remaining driving range of the electric vehicle based on the SOC information, the normal temperature driving range, the real-time temperature correction coefficient, the real-time health correction coefficient and the energy consumption correction coefficient; The real-time display module is used to control the instrument of the electric vehicle to display the remaining driving range in real time.

[0014] In a third aspect, an embodiment of the present invention provides a vehicle, comprising: 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 displaying the remaining driving range of an electric vehicle as described above.

[0015] Compared with the prior art, the method, system and vehicle for displaying the remaining driving range of an electric vehicle according to the embodiment of the present invention have the following beneficial effects: by comprehensively considering factors that have a greater impact on the remaining driving range, such as ambient temperature, battery health and recent actual energy consumption, the accuracy of the remaining driving range display of the electric vehicle can be effectively improved; the vehicle control unit does not need to be changed on a large scale, and by simplifying the calculation program, its occupancy of computing resources can be reduced, which is beneficial to improving the overall performance of the electric vehicle; the remaining driving range can respond to the external environment in real time, which can improve the reliability of the remaining driving range display of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a flow chart of a method for displaying the remaining driving range of an electric vehicle according to an embodiment of the present invention; Figure 2 is a schematic diagram of a process for obtaining a first fitting curve according to an embodiment of the present invention; Figure 3 is a schematic diagram of a process for obtaining a second fitting curve according to an embodiment of the present invention; Figure 4 It is a schematic diagram of a flow chart of calculating an energy consumption correction coefficient according to an embodiment of the present invention; Figure 5 This is a structural schematic diagram of a remaining driving range display system for an electric vehicle according to an embodiment of the present invention; Figure 6 It is a structural schematic diagram of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0017] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0018] In the description of the present invention, it should be understood that the terms "first" and "second" etc. are used in the present invention to distinguish different objects rather than to describe a specific order.

[0019] In the description of the present invention, it should be noted that, unless otherwise defined, all technical and scientific terms used in the present invention have the same meaning as those commonly understood by those skilled in the art. The terms used in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0020] like Figure 1 As shown, an embodiment of the present invention provides a method for displaying the remaining driving range of an electric vehicle, comprising the steps of: S1. Obtaining the normal-temperature energy consumption and normal-temperature driving range of the electric vehicle; Specifically, the normal temperature energy consumption is calculated based on the first battery discharge amount and the first driving mileage obtained by a discharge test process of the electric vehicle at normal temperature. The normal temperature cruising range is calculated based on the normal temperature energy consumption and the first battery discharge amount. A discharge test process is that the electric vehicle is discharged from a fully charged state until it cannot travel at a preset speed.

[0021] Furthermore, the energy consumption at normal temperature is calculated based on the first battery discharge amount and the first driving mileage obtained by performing a discharge amount test process of the electric vehicle at normal temperature, including the steps of: Step 1: Charge the electric vehicle at room temperature until the electric vehicle is fully charged; In this embodiment, the electric vehicle is charged at a normal temperature of 23° C. until the meter shows that the electric power is fully charged.

[0022] Step 2: Control the electric vehicle to perform several cycle tests according to preset working conditions, and record the first battery discharge amount and the first driving mileage of each cycle test; This embodiment controls the electric vehicle to perform 4 cycle tests according to the CLTC_P operating condition, that is, controls the electric vehicle to continuously run 4 CLTC_P cycles at a normal temperature of 23° C., and records the first battery discharge amount and the first driving mileage of each cycle test.

[0023] Step 3: calculating the normal temperature energy consumption of the electric vehicle in each cycle test based on the first battery discharge amount and the first driving mileage; The ratio of the first battery discharge amount to the first driving mileage is calculated to obtain the normal temperature energy consumption of the electric vehicle in each cycle test. Specifically, this embodiment uses the following formula to calculate the normal temperature energy consumption of each cycle test: in, It represents the energy consumption of the electric vehicle at room temperature during the jth cycle test, in watt-hours per kilometer (Wh / km). It represents the discharge capacity of the first battery of the electric vehicle in the jth cycle test, in watt-hours (Wh). It represents the first mileage of the electric vehicle in the jth cycle test, in kilometers (km).

[0024] Step 4: Perform a weighted summation of the room-temperature energy consumption of each cycle test to obtain the room-temperature energy consumption of the electric vehicle.

[0025] First, it is necessary to determine the weight coefficient corresponding to the normal temperature energy consumption of each cycle test. Specifically, this embodiment uses the following formula to calculate the weight coefficient: in, represents the weight coefficient corresponding to the energy consumption at room temperature of the jth cycle test, It indicates the first battery discharge capacity of the electric vehicle in a discharge capacity test process. It can be understood that the weight coefficients corresponding to the normal temperature energy consumption of the third and above cycle tests are the same.

[0026] Then, the normal temperature energy consumption of each cycle test is summed up with the corresponding weight coefficient to obtain the normal temperature energy consumption of the electric vehicle. Specifically, this embodiment uses the following formula to calculate the normal temperature energy consumption of the electric vehicle: in, It indicates the room temperature energy consumption of an electric vehicle, that is, the room temperature energy consumption of an electric vehicle during a discharge test, in watt-hours per kilometer (Wh / km).

[0027] Further, the normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge amount, including the steps of: Step 1: Start the discharge capacity test process, control the electric vehicle to perform several cycle tests according to preset working conditions at room temperature, and record the discharge capacity of the first battery in each cycle test; In this embodiment, the electric vehicle is charged at a room temperature of 23°C until the meter shows that the battery is fully charged. The discharge capacity test process is started, and the electric vehicle is controlled to perform 4 cycle tests according to the CLTC_P working condition, that is, the electric vehicle is controlled to continuously drive 4 CLTC_P cycles at a room temperature of 23°C, and the discharge capacity of the first battery in each cycle test is recorded.

[0028] Step 2: Control the electric vehicle to continue to travel at a constant speed at a preset speed until the discharge capacity test process is completed, and record the discharge capacity of the first battery when the electric vehicle travels at the preset speed; This embodiment controls the electric vehicle to continue to travel at a constant speed of 120km / h until the vehicle can no longer maintain the speed of 120km / h, and records the first battery discharge amount of the electric vehicle traveling at a speed of 120km / h, that is, the first battery discharge amount of the electric vehicle in the constant speed driving section. It should be noted that the end mark of the one-time discharge capacity test process of the present invention is not limited to the vehicle being unable to maintain the constant speed of 120km / h. When the instrument of the electric vehicle shows that the power is zero, the one-time discharge capacity test process can also be ended.

[0029] Step 3: summing up the discharge capacities of all first batteries to obtain the discharge capacities of the first batteries of the electric vehicle during a discharge capacity test; This embodiment uses the following formula to calculate the discharge capacity of the first battery of the electric vehicle during a discharge capacity test process: in, Indicates the first battery discharge capacity of an electric vehicle during a discharge capacity test, in watt-hours (Wh). It represents the discharge capacity of the first battery of the electric vehicle in the jth cycle test, in watt-hours (Wh). It indicates the first battery discharge amount of the electric vehicle when it travels at a preset speed, i.e. the first battery discharge amount of the electric vehicle in a uniform speed driving section, in watt-hours (Wh).

[0030] Step 4: Calculate the ratio of the first battery discharge capacity of the electric vehicle during a discharge capacity test to the energy consumption at normal temperature to obtain the normal temperature driving range of the electric vehicle.

[0031] This embodiment uses the following formula to calculate the normal temperature driving mileage: in, Indicates the normal temperature driving range of an electric vehicle in kilometers (km).

[0032] It should be noted that the normal-temperature energy consumption and normal-temperature driving range have been tested and calculated and stored in the vehicle control unit before the electric vehicle leaves the factory, so that they can be directly called up for subsequent real-time calculation and display of the remaining driving range of the electric vehicle.

[0033] S2. acquiring the real-time ambient temperature of the electric vehicle, and obtaining a real-time temperature correction coefficient corresponding to the electric vehicle based on the real-time ambient temperature and the first fitting curve; The first fitting curve is obtained by fitting based on a plurality of test temperatures and temperature correction coefficients obtained by performing a plurality of discharge capacity test processes at the plurality of test temperatures.

[0034] Specifically, a first fitting curve is obtained by fitting based on several test temperatures and temperature correction coefficients obtained by performing several discharge capacity test processes based on the several test temperatures, such as Figure 2 As shown, the steps include: S201, obtaining a first battery discharge capacity of an electric vehicle during a discharge capacity test at several test temperatures, and calculating a temperature correction coefficient of the electric vehicle at a corresponding test temperature based on the first battery discharge capacity; The test temperatures of this embodiment include -20°C, -10°C, 0°C, 10°C and 30°C. The electric vehicle is controlled to perform a discharge capacity test process at each test temperature, and the discharge capacity of the first battery corresponding to the electric vehicle at each test temperature is recorded.

[0035] The ratio of the first battery discharge amount of the electric vehicle in a discharge capacity test process at the corresponding test temperature to the first battery discharge amount of the electric vehicle in a discharge capacity test process at room temperature is calculated to obtain the temperature correction coefficient of the electric vehicle at the corresponding test temperature. Specifically, this embodiment uses the following formula to calculate the temperature correction coefficient: in, It represents the temperature correction coefficient of the electric vehicle at the test temperature t. It indicates the first battery discharge amount of the electric vehicle during a discharge test at the test temperature t. It indicates the first battery discharge capacity of an electric vehicle in a discharge capacity test process at room temperature of 23°C.

[0036] S202 , performing data fitting based on the temperature correction coefficient at each test temperature to obtain a first fitting curve.

[0037] A linear fit is performed based on the temperature correction coefficient at each test temperature to obtain a first fitting curve.

[0038] It should be noted that the first fitting curve has been tested and calculated and stored in the vehicle control unit of the electric vehicle before the electric vehicle leaves the factory. When the real-time ambient temperature of the electric vehicle is obtained, the first fitting curve can be directly called, and the real-time ambient temperature can be substituted into it for calculation to obtain the real-time temperature correction coefficient corresponding to the electric vehicle.

[0039] S3, obtaining the real-time mileage of the electric vehicle, and obtaining a real-time health correction coefficient corresponding to the electric vehicle based on the real-time mileage and the second fitting curve; The second fitting curve is obtained by fitting a health correction coefficient based on a number of test mileages and a number of discharge capacity test processes based on the number of test mileages.

[0040] Specifically, a second fitting curve is obtained by fitting the health correction coefficients obtained by performing a plurality of discharge capacity test processes based on a plurality of test mileages, such as Figure 3 As shown, the steps include: S301, obtaining a first battery discharge capacity of an electric vehicle in a discharge capacity test process under a plurality of test driving mileages, and calculating a health correction coefficient of the electric vehicle under the corresponding test driving mileage based on the first battery discharge capacity; In this embodiment, the test mileages include 10000km, 20000km, 30000km, 40000km, 50000km, 60000km, 70000km, 80000km, 90000km and 100000km. The electric vehicle is controlled to perform a discharge capacity test process at each test mileage, and the first battery discharge capacity corresponding to each test mileage is recorded.

[0041] The ratio of the first battery discharge amount of the electric vehicle in a discharge test process under the corresponding test mileage to the first battery discharge amount of the electric vehicle in a discharge test process when the test mileage is zero is calculated to obtain the health correction coefficient of the electric vehicle under the corresponding test mileage. Specifically, this embodiment uses the following formula to calculate the health correction coefficient: in, It represents the health correction factor of the electric vehicle under the test mileage x, It indicates the first battery discharge amount of the electric vehicle during the test mileage x the next discharge amount test process. It indicates the first battery discharge capacity of an electric vehicle in a discharge capacity test process when the test mileage is zero.

[0042] S302: Perform data fitting based on the health correction coefficient under each test mileage to obtain a second fitting curve.

[0043] A linear fit is performed based on the health correction coefficient at each test mileage to obtain a second fitting curve.

[0044] It should be noted that the second fitting curve has been tested and calculated and stored in the vehicle control unit of the electric vehicle before the electric vehicle leaves the factory. When the real-time mileage of the electric vehicle is obtained, the second fitting curve can be directly called, and the real-time mileage can be substituted into it for calculation to obtain the real-time health correction coefficient corresponding to the electric vehicle.

[0045] S4, obtaining the second battery discharge amount and the second driving mileage of the electric vehicle every minute within a preset time range before the current moment, and calculating the energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the energy consumption at normal temperature; The vehicle control unit of the electric vehicle records the current moment, and records the second battery discharge amount and the second driving mileage every minute within a preset time range before the current moment.

[0046] Specifically, Figure 4 As shown, step S4 includes: S401, calculating the ratio of the second battery discharge amount to the second driving mileage every minute within a preset time range, and obtaining the energy consumption of the electric vehicle every minute within the preset time range; This embodiment calculates the ratio of the second battery discharge amount to the second driving mileage every minute within 30 minutes to obtain the energy consumption of the electric vehicle every minute within 30 minutes. Specifically, the energy consumption per minute is calculated using the following formula: in, Indicates the energy consumption of electric vehicles per minute, in Wh / km. Indicates the discharge of the second battery of an electric vehicle every minute, in Wh. It indicates the second driving distance of electric vehicle per minute, in km. It indicates the instantaneous power output of the battery of an electric vehicle per second within one minute, in kw. It indicates the instantaneous voltage of the battery output of the electric vehicle every second within one minute, in V. It indicates the instantaneous current output by the battery of an electric vehicle per second within one minute, in A.

[0047] S402, calculating the average value of all energy consumptions to obtain the average energy consumption of the electric vehicle within a preset time range; This embodiment uses the following formula to calculate the average energy consumption: in, represents the average energy consumption of the electric vehicle within a preset time range, n represents the preset time range in steps of one minute, and in this embodiment, n is 30.

[0048] S403, calculating the ratio of the normal temperature energy consumption to the average energy consumption, and obtaining an energy consumption correction coefficient corresponding to the electric vehicle.

[0049] It should be noted that in this embodiment, when the cumulative calculated energy consumption is greater than 30 minutes, the vehicle control unit should discard the energy consumption value calculated earlier and maintain the energy consumption value as the value of the most recent 30 minutes. For example, when the vehicle control unit accumulates time to 31 minutes, the vehicle control unit discards the value of the first minute and calculates the values ​​from the second minute to the 31st minute as the average energy consumption of the most recent 30 minutes. After the vehicle control unit is powered off, the currently calculated average energy consumption of the most recent 30 minutes is stored. When the vehicle control unit receives a request to clear the average energy consumption of the most recent 30 minutes, the currently calculated average energy consumption of the most recent 30 minutes, the memorized average energy consumption of the most recent 30 minutes, and the cumulative energy consumption are cleared, and then the average energy consumption is recalculated.

[0050] This embodiment uses the following formula to calculate the energy consumption correction coefficient: in, Represents the energy consumption correction factor corresponding to electric vehicles.

[0051] It should be noted that the energy consumption correction coefficient is a parameter calculated in real time by the vehicle control unit during the actual driving of the electric vehicle.

[0052] S5, obtaining the SOC information of the electric vehicle, and calculating the remaining driving range of the electric vehicle based on the SOC information, the driving range at normal temperature, the real-time temperature correction coefficient, the real-time health correction coefficient and the energy consumption correction coefficient; The product of the SOC information, the normal temperature driving range, the real-time temperature correction coefficient, the real-time health correction coefficient and the energy consumption correction coefficient is calculated to obtain the remaining driving range of the electric vehicle. Specifically, this embodiment uses the following formula to calculate the remaining driving range: in, It indicates the remaining driving range of the electric vehicle in km, and SOC indicates the battery power percentage of the electric vehicle in %. represents the energy consumption correction coefficient corresponding to electric vehicles, Indicates the real-time temperature correction coefficient corresponding to the electric vehicle, Indicates the real-time health correction coefficient corresponding to the electric vehicle, Indicates the normal temperature driving range of an electric vehicle, in km.

[0053] S6. Control the instrument of the electric vehicle to display the remaining driving range in real time.

[0054] This embodiment controls the instrument of the electric vehicle to display the remaining driving range in real time in one-minute steps.

[0055] The embodiment of the present invention provides a method for displaying the remaining driving range of an electric vehicle. By comprehensively considering factors that have a greater impact on the remaining driving range, such as ambient temperature, battery health, and recent actual energy consumption, the accuracy of the remaining driving range display of the electric vehicle can be effectively improved; the vehicle control unit does not need to be changed on a large scale, and by simplifying the calculation program, its occupancy of computing resources can be reduced, which is beneficial to improving the overall performance of the electric vehicle; the remaining driving range can respond to the external environment in real time, which can improve the reliability of the remaining driving range display of the electric vehicle.

[0056] Based on the above-mentioned remaining driving range display method of an electric vehicle, Figure 5 As shown, an embodiment of the present invention provides a system for displaying the remaining driving range of an electric vehicle, comprising: The data acquisition module 1 is used to obtain the normal temperature energy consumption and normal temperature driving range of the electric vehicle, wherein the normal temperature energy consumption is calculated based on the first battery discharge amount and the first driving range obtained by the electric vehicle in a discharge amount test process at normal temperature, and the normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge amount, and the one discharge amount test process is that the electric vehicle is discharged from a fully charged state until it cannot travel at a preset speed; The first correction coefficient determination module 2 is used to obtain the real-time ambient temperature of the electric vehicle, and obtain the real-time temperature correction coefficient corresponding to the electric vehicle based on the real-time ambient temperature and the first fitting curve, wherein the first fitting curve is obtained by fitting the temperature correction coefficients obtained based on several test temperatures and several discharge capacity test processes performed based on the several test temperatures; A second correction coefficient determination module 3 is used to obtain the real-time mileage of the electric vehicle, and obtain the real-time health correction coefficient corresponding to the electric vehicle based on the real-time mileage and the second fitting curve, wherein the second fitting curve is obtained by fitting the health correction coefficient obtained based on a number of test mileages and a number of discharge capacity test processes based on the test mileages; The third correction coefficient determination module 4 is used to obtain the second battery discharge amount and the second driving mileage of the electric vehicle every minute within a preset time range before the current moment, and calculate the energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the energy consumption at normal temperature; The remaining driving range calculation module 5 is used to obtain the SOC information of the electric vehicle, and calculate the remaining driving range of the electric vehicle based on the SOC information, the normal temperature driving range, the real-time temperature correction coefficient, the real-time health correction coefficient and the energy consumption correction coefficient; The real-time display module 6 is used to control the instrument panel of the electric vehicle to display the remaining driving range in real time.

[0057] It should be noted that each module in the above-mentioned electric vehicle remaining driving range display system can be implemented in whole or in part by software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory in the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules. For the specific definition of an electric vehicle remaining driving range display system, please refer to the definition of an electric vehicle remaining driving range display method mentioned above. The two have the same functions and effects, which will not be repeated here.

[0058] like Figure 6 As shown, an embodiment of the present invention provides a vehicle, which may include: Memory 401 , processor 402 , and a computer program stored in the memory 401 and executable on the processor 402 .

[0059] When the processor 402 executes the program, the method for displaying the remaining driving range of the electric vehicle provided in the above embodiment is implemented.

[0060] Furthermore, the vehicle also includes: The communication interface 403 is used for communication between the memory 401 and the processor 402 .

[0061] The memory 401 is used to store computer programs that can be executed on the processor 402 .

[0062] The memory 401 may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory.

[0063] If the memory 401, the processor 402 and the communication interface 403 are implemented independently, the communication interface 403, the memory 401 and the processor 402 can be connected to each other through a bus and communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0064] Optionally, in a specific implementation, if the memory 401, the processor 402 and the communication interface 403 are integrated on a chip, the memory 401, the processor 402 and the communication interface 403 can communicate with each other through an internal interface.

[0065] The processor 402 may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present invention.

[0066] In summary, the embodiments of the present invention provide a method, system and vehicle for displaying the remaining driving range of an electric vehicle. By comprehensively considering factors that have a greater impact on the remaining driving range, such as ambient temperature, battery health and recent actual energy consumption, the accuracy of the remaining driving range display of the electric vehicle can be effectively improved. The vehicle control unit does not need to be changed on a large scale, and its occupation of computing resources can be reduced by simplifying the calculation program, which is beneficial to improving the overall performance of the electric vehicle. The remaining driving range can respond to the external environment in real time, which can improve the reliability of the remaining driving range display of the electric vehicle.

[0067] Each embodiment in this specification is described in a progressive manner, and the same or similar parts of each embodiment can be directly referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment. It should be noted that the technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, all possible combinations of the technical features in the above-mentioned embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0068] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A method for displaying the remaining driving range of an electric vehicle, characterized in that: include: Obtaining the normal temperature energy consumption and normal temperature driving range of the electric vehicle, wherein the normal temperature energy consumption is calculated based on the first battery discharge amount and the first driving range obtained by performing a discharge amount test process of the electric vehicle at normal temperature, and the normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge amount, and the one discharge amount test process is that the electric vehicle is discharged from a fully charged state until it cannot travel at a preset vehicle speed; Acquire the real-time ambient temperature of the electric vehicle, and obtain a real-time temperature correction coefficient corresponding to the electric vehicle based on the real-time ambient temperature and a first fitting curve, wherein the first fitting curve is obtained by fitting a temperature correction coefficient based on several test temperatures and a plurality of discharge capacity test processes performed at the plurality of test temperatures; Acquire the real-time mileage of the electric vehicle, and obtain a real-time health correction coefficient corresponding to the electric vehicle based on the real-time mileage and a second fitting curve, wherein the second fitting curve is obtained by fitting the health correction coefficient based on a number of test mileages and a number of discharge capacity test processes based on the test mileages; Obtaining a second battery discharge amount and a second driving mileage of the electric vehicle every minute within a preset time range before the current moment, and calculating an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the normal temperature energy consumption; Acquire the SOC information of the electric vehicle, and calculate the remaining driving range of the electric vehicle based on the SOC information, the normal temperature driving range, the real-time temperature correction coefficient, the real-time health correction coefficient and the energy consumption correction coefficient; The instrument of the electric vehicle is controlled to display the remaining driving range in real time.

2. The method for displaying the remaining driving range of an electric vehicle according to claim 1, characterized in that: The normal temperature energy consumption is calculated based on a first battery discharge amount and a first driving mileage obtained by performing a discharge amount test process of the electric vehicle at normal temperature, and includes: Charging the electric vehicle at room temperature until the electric vehicle reaches a fully charged state; Controlling the electric vehicle to perform a plurality of cycle tests according to a preset working condition, and recording a first battery discharge amount and a first driving mileage of each cycle test; Calculating the normal temperature energy consumption of the electric vehicle in each of the cycle tests based on the first battery discharge amount and the first driving mileage; The normal-temperature energy consumption of each cycle test is weightedly summed to obtain the normal-temperature energy consumption of the electric vehicle.

3. The method for displaying the remaining driving range of an electric vehicle according to claim 1, characterized in that: The normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge amount, and includes: Starting a discharge capacity test process, controlling the electric vehicle to perform a number of cycle tests at room temperature according to preset working conditions, and recording the discharge capacity of the first battery in each cycle test; Controlling the electric vehicle to continue to travel at a constant speed according to a preset speed until the discharge capacity test process is completed, and recording the discharge capacity of the first battery of the electric vehicle when the electric vehicle travels at the preset speed; Summing up the discharge capacities of all the first batteries to obtain the discharge capacities of the first batteries of the electric vehicle during one discharge capacities test process; The ratio of the discharge capacity of the first battery of the electric vehicle during a discharge capacity test process to the energy consumption at normal temperature is calculated to obtain the normal temperature driving range of the electric vehicle.

4. The method for displaying the remaining driving range of an electric vehicle according to claim 1, characterized in that: The first fitting curve is obtained by fitting based on a plurality of test temperatures and a temperature correction coefficient obtained by performing a plurality of discharge capacity test processes based on the plurality of test temperatures, and includes: Obtaining a first battery discharge capacity of the electric vehicle during a discharge capacity test process at a plurality of test temperatures, and calculating a temperature correction coefficient of the electric vehicle at the corresponding test temperature based on the first battery discharge capacity; Data fitting is performed based on the temperature correction coefficient at each test temperature to obtain a first fitting curve.

5. The method for displaying the remaining driving range of an electric vehicle according to claim 4, characterized in that: The calculating the temperature correction coefficient of the electric vehicle at the test temperature based on the discharge amount of the first battery includes: The ratio of the first battery discharge amount of the electric vehicle during a discharge capacity test process at the corresponding test temperature to the first battery discharge amount of the electric vehicle during a discharge capacity test process at normal temperature is calculated to obtain a temperature correction coefficient of the electric vehicle at the corresponding test temperature.

6. The method for displaying the remaining driving range of an electric vehicle according to claim 1, characterized in that: The second fitting curve is obtained by fitting based on a number of test mileages and a health correction coefficient obtained by performing a number of discharge capacity test processes based on the test mileages, and includes: Obtaining a first battery discharge amount of the electric vehicle during a discharge amount test process at a plurality of test driving mileages, and calculating a health correction coefficient of the electric vehicle at the corresponding test driving mileage based on the first battery discharge amount; Data fitting is performed based on the health correction coefficient under each of the test mileages to obtain a second fitting curve.

7. The method for displaying the remaining driving range of an electric vehicle according to claim 6, characterized in that: The calculating, based on the discharge amount of the first battery, a health correction coefficient of the electric vehicle corresponding to the test driving mileage includes: The ratio of the first battery discharge amount of the electric vehicle in a discharge amount test process corresponding to the test mileage to the first battery discharge amount of the electric vehicle in a discharge amount test process when the test mileage is zero is calculated to obtain a health correction coefficient of the electric vehicle corresponding to the test mileage.

8. The method for displaying the remaining driving range of an electric vehicle according to claim 1, characterized in that: The calculating the energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the normal temperature energy consumption includes: Calculate the ratio of the second battery discharge amount to the second driving mileage every minute within the preset time range to obtain the energy consumption of the electric vehicle every minute within the preset time range; Calculating an average value of all the energy consumptions to obtain an average energy consumption of the electric vehicle within the preset time range; The ratio of the normal temperature energy consumption to the average energy consumption is calculated to obtain an energy consumption correction coefficient corresponding to the electric vehicle.

9. A remaining driving range display system for an electric vehicle, characterized in that: include: A data acquisition module, used for acquiring the normal-temperature energy consumption and normal-temperature driving range of the electric vehicle, wherein the normal-temperature energy consumption is calculated based on a first battery discharge amount and a first driving range obtained by performing a discharge amount test process of the electric vehicle at normal temperature, and the normal-temperature driving range is calculated based on the normal-temperature energy consumption and the first battery discharge amount, and the one discharge amount test process is that the electric vehicle is discharged from a fully charged state until it cannot travel at a preset vehicle speed; A first correction coefficient determination module is used to obtain the real-time ambient temperature of the electric vehicle, and obtain the real-time temperature correction coefficient corresponding to the electric vehicle based on the real-time ambient temperature and a first fitting curve, wherein the first fitting curve is obtained by fitting the temperature correction coefficients obtained based on several test temperatures and several discharge capacity test processes performed based on the test temperatures; A second correction coefficient determination module is used to obtain the real-time mileage of the electric vehicle, and obtain the real-time health correction coefficient corresponding to the electric vehicle based on the real-time mileage and a second fitting curve, wherein the second fitting curve is obtained by fitting the health correction coefficients obtained based on a number of test mileages and a number of discharge capacity test processes based on the test mileages; a third correction coefficient determination module, configured to obtain a second battery discharge amount and a second driving mileage of the electric vehicle every minute within a preset time range before the current moment, and calculate an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving mileage and the normal temperature energy consumption; a remaining driving range calculation module, used for obtaining the SOC information of the electric vehicle, and calculating the remaining driving range of the electric vehicle based on the SOC information, the normal temperature driving range, the real-time temperature correction coefficient, the real-time health correction coefficient and the energy consumption correction coefficient; The real-time display module is used to control the instrument of the electric vehicle to display the remaining driving range in real time.

10. A vehicle, characterized in that: include: 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 displaying the remaining driving range of an electric vehicle as claimed in any one of claims 1 to 8.

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