An electric vehicle residual driving range display method, system and vehicle

Abstract

The application discloses a kind of electric vehicle remaining range display method, system and vehicle, the method includes: obtaining the energy consumption of electric vehicle at room temperature and the range at room temperature;Based on real-time ambient temperature and first fitting curve, the real-time temperature correction coefficient corresponding to electric vehicle is obtained;Based on real-time driving range and second fitting curve, the real-time health degree correction coefficient corresponding to electric vehicle is obtained;The second battery discharge capacity and the second driving range of electric vehicle in the preset time range before current time are obtained, and the energy consumption correction coefficient corresponding to electric vehicle is calculated based on second battery discharge capacity, second driving range and energy consumption at room temperature;Based on SOC information, range at room temperature, real-time temperature correction coefficient, real-time health degree correction coefficient and energy consumption correction coefficient, the remaining range of electric vehicle is calculated;The remaining range of electric vehicle is controlled by the instrument real-time display.This application effectively improves the accuracy of electric vehicle remaining range display.

Description

TECHNICAL FIELD

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

[0002] Currently, the user's expectation of the range of an electric vehicle mainly depends on the remaining range information displayed on the vehicle's instrument panel. However, the existing mainstream vehicle instrument system only performs table lookup calculation based on the current remaining battery capacity and the theoretical range (CLTC_P, China Light-duty Vehicle Driving Cycle) given in the vehicle bulletin when calculating and displaying the remaining range, without considering the influence of different actual use scenarios on the range. For example, the change in vehicle speed directly affects the energy consumption level and thus the range. Moreover, the temperature also affects the range. In cold environments, the battery activity decreases and the energy output efficiency decreases, and in order to maintain the temperature inside the vehicle, the air conditioner also consumes additional electricity, all of which can cause the actual range to be much lower than the instrument display value.

[0003] Therefore, compared with the actual range of the vehicle during driving, the remaining range displayed on the instrument panel of most current electric vehicles has a large error and the accuracy is generally low. SUMMARY

[0004] In order to solve the technical problem of low accuracy of the remaining range displayed on the instrument panel of the existing electric vehicle, the present application provides a method and system for displaying the remaining range of an electric vehicle and a vehicle.

[0005] In a first aspect, the present application provides a method for displaying the remaining range of an electric vehicle, comprising:

[0006] obtaining the normal temperature energy consumption and the normal temperature 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 from a one-time discharge test of the electric vehicle at normal temperature, and the normal temperature range is calculated based on the normal temperature energy consumption and the first battery discharge amount, and the one-time discharge test is a discharge of the electric vehicle from a full charge state to a state where it cannot travel at a predetermined constant speed;

[0007] obtaining the real-time ambient temperature of the electric vehicle, and obtaining 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 a plurality of temperature correction coefficients obtained based on a plurality of test temperatures and a plurality of discharge test processes based on the test temperatures;

[0008] obtaining a real-time driving range of the electric vehicle, and obtaining a real-time health degree correction coefficient corresponding to the electric vehicle based on the real-time driving range and a second fitting curve, wherein the second fitting curve is obtained by fitting health degree correction coefficients obtained based on a plurality of test driving ranges and a plurality of discharge capacity test processes;

[0009] obtaining a second battery discharge capacity and a second driving range of the electric vehicle every minute within a preset time range before the current time, and calculating an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge capacity, the second driving range and the normal temperature energy consumption;

[0010] obtaining SOC information of the electric vehicle, and calculating a 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 degree correction coefficient and the energy consumption correction coefficient;

[0011] controlling an instrument of the electric vehicle to display the remaining driving range in real time.

[0012] Preferably, the normal temperature energy consumption is calculated based on a first battery discharge capacity and a first driving range obtained by performing a discharge capacity test process on the electric vehicle at normal temperature, comprising:

[0013] charging the electric vehicle at normal temperature until the electric vehicle reaches a full charge state;

[0014] controlling the electric vehicle to perform a plurality of cycle tests according to a preset working condition, and recording a first battery discharge capacity and a first driving range of each cycle test;

[0015] calculating a normal temperature energy consumption of the electric vehicle in each cycle test based on the first battery discharge capacity and the first driving range;

[0016] weighting and summing the normal temperature energy consumptions of each cycle test to obtain the normal temperature energy consumption of the electric vehicle.

[0017] Preferably, the normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge capacity, comprising:

[0018] starting a discharge capacity test process, controlling the electric vehicle to perform a plurality of cycle tests according to a preset working condition at normal temperature, and recording a first battery discharge capacity of each cycle test;

[0019] controlling the electric vehicle to continue driving at a preset vehicle speed until the discharge capacity test process ends, and recording a first battery discharge capacity of the electric vehicle driving at the preset vehicle speed;

[0020] summing all the first battery discharge capacities to obtain a first battery discharge capacity of the electric vehicle in one discharge capacity test process;

[0021] calculating a ratio of the first battery discharge capacity of the electric vehicle in one discharge capacity test process to the normal-temperature energy consumption to obtain a normal-temperature cruising range of the electric vehicle.

[0022] Preferably, the first fitting curve is fitted based on a plurality of test temperatures and temperature correction coefficients obtained based on a plurality of the discharge capacity test processes at the test temperatures, comprising:

[0023] obtaining a first battery discharge capacity of the electric vehicle in one 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;

[0024] performing data fitting based on the temperature correction coefficient at each test temperature to obtain a first fitting curve.

[0025] Preferably, the calculating of the temperature correction coefficient of the electric vehicle at the corresponding test temperature based on the first battery discharge capacity comprises:

[0026] calculating a ratio of the first battery discharge capacity of the electric vehicle in one discharge capacity test process at the corresponding test temperature to the first battery discharge capacity of the electric vehicle in one discharge capacity test process at normal temperature to obtain the temperature correction coefficient of the electric vehicle at the corresponding test temperature.

[0027] Preferably, the second fitting curve is fitted based on a plurality of test cruising ranges and health degree correction coefficients obtained based on a plurality of the discharge capacity test processes at the test cruising ranges, comprising:

[0028] obtaining a first battery discharge capacity of the electric vehicle in one discharge capacity test process at a plurality of test cruising ranges, and calculating a health degree correction coefficient of the electric vehicle at the corresponding test cruising range based on the first battery discharge capacity;

[0029] performing data fitting based on the health degree correction coefficient at each test cruising range to obtain a second fitting curve.

[0030] Preferably, the calculating the health degree correction coefficient of the electric vehicle corresponding to the test driving range based on the first battery discharge amount comprises:

[0031] The calculating the health degree correction coefficient of the electric vehicle corresponding to the test driving range comprises:

[0032] Preferably, the calculating the energy consumption correction coefficient of the electric vehicle corresponding to the test driving range based on the second battery discharge amount, the second driving range and the normal temperature energy consumption amount comprises:

[0033] The calculating the energy consumption amount of the electric vehicle in each minute in the preset time range comprises:

[0034] The calculating the average energy consumption amount of the electric vehicle in the preset time range comprises:

[0035] The calculating the energy consumption correction coefficient of the electric vehicle corresponding to the test driving range comprises:

[0036] In a second aspect, an embodiment of the present application provides an electric vehicle remaining driving range display system, comprising:

[0037] The data acquisition module is configured to acquire a normal temperature energy consumption amount and a normal temperature driving range of the electric vehicle, wherein the normal temperature energy consumption amount is calculated based on a first battery discharge amount and a first driving range obtained by performing a discharge amount test process on the electric vehicle at a normal temperature, the normal temperature driving range is calculated based on the normal temperature energy consumption amount and the first battery discharge amount, and the discharge amount test process is a process in which the electric vehicle is discharged from a full charge state to a state in which the electric vehicle cannot travel at a preset constant speed;

[0038] The first correction coefficient determination module is configured to acquire a real-time environment temperature of the electric vehicle, and obtain a real-time temperature correction coefficient corresponding to the electric vehicle based on the real-time environment temperature and a first fitting curve, wherein the first fitting curve is obtained by fitting a plurality of test temperatures and a plurality of temperature correction coefficients obtained based on the plurality of test temperatures and a plurality of discharge amount test processes performed based on the plurality of test temperatures;

[0039] a second correction coefficient determination module configured to obtain a real-time driving range of the electric vehicle, and obtain a real-time health degree correction coefficient corresponding to the electric vehicle based on the real-time driving range and a second fitting curve, wherein the second fitting curve is obtained by fitting health degree correction coefficients obtained based on a plurality of test driving ranges and a plurality of discharge capacity test processes performed based on the plurality of test driving ranges;

[0040] a third correction coefficient determination module configured to obtain a second battery discharge capacity and a second driving range of the electric vehicle every minute within a preset time range before a current time, and calculate an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge capacity, the second driving range and the normal-temperature energy consumption;

[0041] a residual driving range calculation module configured to obtain SOC information of the electric vehicle, and calculate a residual driving range of the electric vehicle based on the SOC information, the normal-temperature residual driving range, the real-time temperature correction coefficient, the real-time health degree correction coefficient and the energy consumption correction coefficient;

[0042] a real-time display module configured to control an instrument of the electric vehicle to display the residual driving range in real time.

[0043] In a third aspect, an embodiment of the present application provides a vehicle, comprising a memory, a processor and a computer program stored in the memory and capable of running on the processor, and the processor executes the program to implement the electric vehicle residual driving range display method as described above.

[0044] Compared with the prior art, the electric vehicle residual driving range display method, system and vehicle provided by the embodiment of the present application has the beneficial effects that: by comprehensively considering the environmental temperature, the battery health degree and the recent actual use energy consumption and other factors that have a greater impact on the residual driving range, the accuracy of the residual driving range display of the electric vehicle can be effectively improved; the vehicle control unit does not need to be changed in a large range, and by simplifying the calculation program, the occupation of the calculation resources can be reduced, which is beneficial to improving the overall performance of the electric vehicle; the real-time response of the residual driving range to the external environment is realized, and the reliability of the residual driving range display of the electric vehicle can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 is a flowchart of an electric vehicle residual driving range display method according to an embodiment of the present application;

[0046] Figure 2 is a flowchart of obtaining a first fitting curve according to an embodiment of the present application;

[0047] Figure 3 is a flowchart of obtaining a second fitting curve according to an embodiment of the present application;

[0048] Figure 4 is a flowchart of calculating the energy consumption correction coefficient of an embodiment of the present application;

[0049] Figure 5 is a structural schematic diagram of a remaining cruising range display system of an electric vehicle according to an embodiment of the present application;

[0050] Figure 6 is a structural schematic diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0051] The specific embodiments of the present application will be further described in conjunction with the accompanying drawings and embodiments. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0052] In the description of the present application, it should be understood that the terms "first" and "second" and the like are used to distinguish different objects, but are not used to describe a specific order.

[0053] In the description of the present application, it should be noted that unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as understood by those skilled in the art. The terms used in the specification are only for the purpose of describing the specific embodiments, and are not intended to limit the present application. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0054] As shown in Figure 1 The present application provides a remaining cruising range display method for an electric vehicle, comprising the steps of:

[0055] S1, obtaining the normal temperature energy consumption and the normal temperature cruising range of the electric vehicle;

[0056] Specifically, the normal temperature energy consumption is calculated based on the first battery discharge amount and the first driving range obtained by performing a one-time discharge amount test process on the electric vehicle at normal temperature, and the normal temperature cruising range is calculated based on the normal temperature energy consumption and the first battery discharge amount. The one-time discharge amount test process is that the electric vehicle is discharged from a full charge state to a state where it cannot travel at a preset speed.

[0057] Further, the normal temperature energy consumption is calculated based on the first battery discharge amount and the first driving range obtained by performing a one-time discharge amount test process on the electric vehicle at normal temperature, comprising the steps of:

[0058] Step one, charging the electric vehicle at normal temperature until the electric vehicle reaches a full charge state;

[0059] The embodiment charges the electric vehicle at room temperature 23℃ until the instrument displays that the power is full.

[0060] Step two, control the electric vehicle to perform several cycle tests according to the preset working condition, and record the first battery discharge capacity and the first driving distance of each cycle test;

[0061] In this embodiment, the electric vehicle is controlled to perform 4 cycle tests according to CLTC_P working condition, that is, the electric vehicle is controlled to continuously drive 4 CLTC_P cycles at room temperature 23℃, and the first battery discharge capacity and the first driving distance of each cycle test are recorded.

[0062] Step three, calculate the room temperature energy consumption of the electric vehicle in each cycle test based on the first battery discharge capacity and the first driving distance;

[0063] The ratio of the first battery discharge capacity to the first driving distance is calculated to obtain the room temperature energy consumption of the electric vehicle in each cycle test. Specifically, the room temperature energy consumption of each cycle test is calculated by the following formula in this embodiment:

[0064]

[0065] wherein, represents the room temperature energy consumption of the electric vehicle in the jth cycle test, the unit is watt-hour per kilometer (Wh / km), represents the first battery discharge capacity of the electric vehicle in the jth cycle test, the unit is watt-hour (Wh), represents the first driving distance of the electric vehicle in the jth cycle test, the unit is kilometer (km).

[0066] Step four, the room temperature energy consumption of each cycle test is weighted and summed to obtain the room temperature energy consumption of the electric vehicle.

[0067] Firstly, the weight coefficient corresponding to the room temperature energy consumption of each cycle test needs to be determined. Specifically, the weight coefficient is calculated by the following formula in this embodiment:

[0068]

[0069] wherein, represents the weight coefficient corresponding to the room temperature energy consumption of the jth cycle test, represents the first battery discharge capacity of the electric vehicle in the discharge capacity test process. It can be understood that the weight coefficients corresponding to the room temperature energy consumptions of the 3rd and subsequent cycle tests are the same.

[0070] Then, the normal temperature energy consumption of the electric vehicle is obtained by summing up the normal temperature energy consumption of each cycle test and the corresponding weight coefficient. Specifically, the normal temperature energy consumption of the electric vehicle is calculated by the following formula in the embodiment:

[0071]

[0072] wherein, represents the normal temperature energy consumption of the electric vehicle, i.e. the normal temperature energy consumption of the electric vehicle in a discharge capacity test process, and the unit is watt-hour per kilometer (Wh / km).

[0073] Further, the normal temperature driving range is calculated based on the normal temperature energy consumption and the first battery discharge capacity, including the steps of:

[0074] Step one, starting the discharge capacity test process, controlling the electric vehicle to perform a plurality of cycle tests at a normal temperature according to a preset working condition, and recording the first battery discharge capacity of each cycle test;

[0075] In the embodiment, the electric vehicle is charged at a normal temperature of 23℃ until the instrument displays that the power is fully charged. The discharge capacity test process is started, and the electric vehicle is controlled to perform 4 cycle tests according to CLTC_P working condition, i.e. the electric vehicle is controlled to continuously drive 4 CLTC_P cycles at a normal temperature of 23℃, and the first battery discharge capacity of each cycle test is recorded.

[0076] Step two, controlling the electric vehicle to continuously drive at a preset speed, until the discharge capacity test process is ended, and recording the first battery discharge capacity of the electric vehicle driving at the preset speed;

[0077] In the embodiment, the electric vehicle is controlled to continuously drive at a speed of 120km / h, until the vehicle cannot maintain the speed of 120km / h, and the first battery discharge capacity of the electric vehicle driving at the speed of 120km / h, i.e. the first battery discharge capacity of the electric vehicle in the uniform speed driving section, is recorded. It should be noted that the end symbol of the discharge capacity test process of the present application is not limited to that the vehicle cannot maintain the uniform speed of 120km / h, and the discharge capacity test process can also be ended when the instrument of the electric vehicle displays that the power is zero.

[0078] Step three, summing up all the first battery discharge capacities to obtain the first battery discharge capacity of the electric vehicle in the discharge capacity test process;

[0079] In the embodiment, the first battery discharge capacity of the electric vehicle in the discharge capacity test process is calculated by the following formula:

[0080]

[0081] wherein, represents the first battery discharge capacity of the electric vehicle in a one-time discharge capacity test process, in units of watt-hours (Wh), represents the first battery discharge capacity of the electric vehicle in the jth cycle test, in units of watt-hours (Wh), represents the first battery discharge capacity of the electric vehicle at a preset vehicle speed, i.e., the first battery discharge capacity of the electric vehicle in the uniform speed driving section, in units of watt-hours (Wh).

[0082] Step four, calculate the ratio of the first battery discharge capacity of the electric vehicle in a one-time discharge capacity test process to the normal temperature energy consumption, to obtain the normal temperature cruising range of the electric vehicle.

[0083] The normal temperature cruising range is calculated by the following formula in this embodiment:

[0084]

[0085] wherein, represents the normal temperature cruising range of the electric vehicle, in units of kilometers (km).

[0086] It should be noted that the normal temperature energy consumption and the normal temperature cruising range have been tested and calculated before the electric vehicle is shipped and stored in the vehicle control unit, so as to be directly called for subsequent real-time calculation and display of the remaining cruising range of the electric vehicle.

[0087] S2, obtain the real-time environment temperature of the electric vehicle, and based on the real-time environment temperature and the first fitting curve, obtain the real-time temperature correction coefficient corresponding to the electric vehicle;

[0088] The first fitting curve is obtained by fitting the temperature correction coefficients obtained based on a plurality of test temperatures and a plurality of discharge capacity test processes based on the plurality of test temperatures.

[0089] Specifically, the first fitting curve is obtained by fitting the temperature correction coefficients obtained based on a plurality of test temperatures and a plurality of discharge capacity test processes based on the plurality of test temperatures, as shown in Figure 2 The first fitting curve includes the following steps:

[0090] S201, obtain the first battery discharge capacity of the electric vehicle in a one-time discharge capacity test process at a plurality of test temperatures, and calculate the temperature correction coefficient of the electric vehicle at the corresponding test temperature based on the first battery discharge capacity;

[0091] The plurality of test temperatures in this embodiment include -20℃, -10℃, 0℃, 10℃ and 30℃. The electric vehicle is controlled to perform a one-time discharge capacity test process at each test temperature, and the corresponding first battery discharge capacity of the electric vehicle at each test temperature is recorded.

[0092] The ratio of the first battery discharge capacity of the electric vehicle in the first discharge capacity test process at the corresponding test temperature to the first battery discharge capacity of the electric vehicle in the first discharge capacity test process at normal temperature is calculated to obtain the temperature correction coefficient of the electric vehicle at the corresponding test temperature. Specifically, the temperature correction coefficient is calculated by the following formula:

[0093]

[0094] wherein, represents the temperature correction coefficient of the electric vehicle at the test temperature t, represents the first battery discharge capacity of the electric vehicle in the first discharge capacity test process at the test temperature t, represents the first battery discharge capacity of the electric vehicle in the first discharge capacity test process at normal temperature 23℃.

[0095] S202, data fitting is performed based on the temperature correction coefficient at each test temperature to obtain a first fitting curve.

[0096] Linear fitting is performed based on the temperature correction coefficient at each test temperature to obtain a first fitting curve.

[0097] It should be noted that the first fitting curve has been tested and calculated before the electric vehicle is shipped and stored in the vehicle control unit of the electric vehicle. When the real-time environmental temperature of the electric vehicle is obtained, the first fitting curve can be directly called, and the real-time environmental temperature is substituted into the first fitting curve to obtain the real-time temperature correction coefficient corresponding to the electric vehicle.

[0098] S3, obtaining the real-time driving mileage of the electric vehicle, and obtaining the real-time health degree correction coefficient corresponding to the electric vehicle based on the real-time driving mileage and the second fitting curve;

[0099] The second fitting curve is obtained by fitting the health degree correction coefficients obtained based on a plurality of test driving mileages and a plurality of discharge capacity test processes based on the plurality of test driving mileages.

[0100] Specifically, the second fitting curve is obtained by fitting the health degree correction coefficients obtained based on a plurality of test driving mileages and a plurality of discharge capacity test processes based on the plurality of test driving mileages, as shown in Figure 3 The steps include:

[0101] S301, obtaining the first battery discharge capacity of the electric vehicle in the first discharge capacity test process at a plurality of test driving mileages, and calculating the health degree correction coefficient of the electric vehicle at the corresponding test driving mileage based on the first battery discharge capacity;

[0102] The several test mileages of the embodiment include 10000km, 20000km, 30000km, 40000km, 50000km, 60000km, 70000km, 80000km, 90000km and 100000km, the electric vehicle is controlled to carry out a discharge capacity test process at each test mileage, and the first battery discharge capacity corresponding to each test mileage is recorded.

[0103] The ratio of the first battery discharge capacity of the electric vehicle in the discharge capacity test process corresponding to the test mileage to the first battery discharge capacity of the electric vehicle in the discharge capacity test process when the test mileage is zero is calculated to obtain the health degree correction coefficient of the electric vehicle corresponding to the test mileage. Specifically, the health degree correction coefficient is calculated by the following formula in the embodiment:

[0104]

[0105] Wherein, represents the health degree correction coefficient of the electric vehicle under the test mileage x, represents the first battery discharge capacity of the electric vehicle in the discharge capacity test process under the test mileage x, represents the first battery discharge capacity of the electric vehicle in the discharge capacity test process when the test mileage is zero.

[0106] S302, data fitting is carried out based on the health degree correction coefficient under each test mileage to obtain a second fitting curve.

[0107] Linear fitting is carried out based on the health degree correction coefficient under each test mileage to obtain a second fitting curve.

[0108] It should be noted that the second fitting curve has been tested and calculated before the electric vehicle is shipped and stored in the vehicle control unit of the electric vehicle. When the real-time mileage of the electric vehicle is obtained, the second fitting curve can be directly called, and the real-time mileage is substituted into the second fitting curve to obtain the real-time health degree correction coefficient of the electric vehicle.

[0109] S4, the second battery discharge capacity and the second mileage of each minute in the preset time range before the current time are obtained, and the energy consumption correction coefficient corresponding to the electric vehicle is calculated based on the second battery discharge capacity, the second mileage and the normal temperature energy consumption;

[0110] The vehicle control unit of the electric vehicle records the current time and records the second battery discharge capacity and the second mileage of each minute in the preset time range before the current time.

[0111] Specifically, as Figure 4As shown, step S4 includes:

[0112] S401, calculate the ratio of the second battery discharge amount and the second driving distance of each minute in the preset time range to obtain the energy consumption of the electric vehicle in each minute in the preset time range;

[0113] In this embodiment, the ratio of the second battery discharge amount and the second driving distance of each minute in 30 minutes is calculated to obtain the energy consumption of the electric vehicle in each minute in 30 minutes. Specifically, the energy consumption of each minute is calculated by the following formula:

[0114]

[0115] wherein, represents the energy consumption of the electric vehicle per minute, with the unit of Wh / km, represents the second battery discharge amount of the electric vehicle per minute, with the unit of Wh, represents the second driving distance of the electric vehicle per minute, with the unit of km, represents the battery output instantaneous power per second of the electric vehicle per minute, with the unit of kw, represents the battery output instantaneous voltage per second of the electric vehicle per minute, with the unit of V, represents the battery output instantaneous current per second of the electric vehicle per minute, with the unit of A.

[0116] S402, calculate the average value of all energy consumptions to obtain the average energy consumption of the electric vehicle in the preset time range;

[0117] In this embodiment, the average energy consumption is calculated by the following formula:

[0118]

[0119] wherein, represents the average energy consumption of the electric vehicle in the preset time range, and n represents the preset time range in the step of one minute, and in this embodiment, n is 30.

[0120] S403, calculate the ratio of the normal temperature energy consumption and the average energy consumption to obtain the energy consumption correction coefficient corresponding to the electric vehicle.

[0121] It should be noted that, when the accumulated energy consumption is greater than 30 minutes, the vehicle control unit should discard the earlier calculated energy consumption value, and maintain the energy consumption value to be the value of the last 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 value of the second minute to the 31st minute as the average energy consumption of the last 30 minutes. The vehicle control unit stores the currently calculated average energy consumption of the last 30 minutes after power off. When the vehicle control unit receives a request to clear the average energy consumption of the last 30 minutes, the currently calculated average energy consumption of the last 30 minutes, the memorized average energy consumption of the last 30 minutes, and the accumulated energy consumption are cleared, and then the average energy consumption is recalculated.

[0122] The embodiment calculates the energy consumption correction coefficient by using the following formula:

[0123]

[0124] wherein, represents the energy consumption correction coefficient corresponding to the electric vehicle.

[0125] It should be noted that the energy consumption correction coefficient is a parameter calculated by the vehicle control unit in real time during actual driving of the electric vehicle.

[0126] 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 normal-temperature driving range, the real-time temperature correction coefficient, the real-time health correction coefficient, and the energy consumption correction coefficient;

[0127] 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, the embodiment calculates the remaining driving range by using the following formula:

[0128]

[0129] wherein, represents the remaining driving range of the electric vehicle, and the unit is km, SOC represents the battery capacity percentage of the electric vehicle, and the unit is %, represents the energy consumption correction coefficient corresponding to the electric vehicle, represents the real-time temperature correction coefficient corresponding to the electric vehicle, represents the real-time health correction coefficient corresponding to the electric vehicle, represents the normal-temperature driving range of the electric vehicle, and the unit is km.

[0130] S6, controlling the instrument of the electric vehicle to display the remaining driving range in real time.

[0131] The embodiment controls the instrument of the electric vehicle to display the remaining driving range in real time in one-minute steps.

[0132] The embodiment of the present application is a remaining driving range display method for an electric vehicle, which can effectively improve the accuracy of the remaining driving range display of the electric vehicle by comprehensively considering factors such as environmental temperature, battery health, and recent actual energy consumption, which have a greater impact on the remaining driving range; the vehicle control unit does not need to be changed in a large range, and by simplifying the calculation program, the occupation of the calculation resources can be reduced, which is beneficial to improving the overall performance of the electric vehicle; the real-time response of the remaining driving range to the external environment is realized, and the reliability of the remaining driving range display of the electric vehicle can be improved.

[0133] Based on the above-mentioned remaining driving range display method for an electric vehicle, as shown in Figure 5 The embodiment of the present application provides a remaining driving range display system for an electric vehicle, which comprises:

[0134] The data acquisition module 1 is used to acquire the normal-temperature energy consumption and the 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 one-time discharge amount test process on the electric vehicle at a 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-time discharge amount test process is to discharge the electric vehicle from a full charge state to a state where the vehicle cannot travel at a preset speed at a constant speed;

[0135] The first correction coefficient determination module 2 is used to acquire the real-time environmental temperature of the electric vehicle, and based on the real-time environmental temperature and the first fitting curve, the real-time temperature correction coefficient corresponding to the electric vehicle is obtained, wherein the first fitting curve is obtained by fitting the temperature correction coefficients obtained based on a plurality of test temperatures and a plurality of discharge amount test processes based on the plurality of test temperatures;

[0136] The second correction coefficient determination module 3 is used to acquire the real-time driving range of the electric vehicle, and based on the real-time driving range and the second fitting curve, the real-time health correction coefficient corresponding to the electric vehicle is obtained, wherein the second fitting curve is obtained by fitting the health correction coefficients obtained based on a plurality of test driving ranges and a plurality of discharge amount test processes based on the plurality of test driving ranges;

[0137] The third correction coefficient determination module 4 is used to acquire the second battery discharge amount and the second driving range of the electric vehicle every minute within a preset time range before the current time, and based on the second battery discharge amount, the second driving range, and the normal-temperature energy consumption, the energy consumption correction coefficient corresponding to the electric vehicle is calculated;

[0138] The remaining cruising range calculation module 5 is configured to acquire the SOC information of the electric vehicle, and calculate the remaining cruising range of the electric vehicle based on the SOC information, the cruising range at normal temperature, the real-time temperature correction coefficient, the real-time health degree correction coefficient and the energy consumption correction coefficient.

[0139] The real-time display module 6 is configured to control the instrument of the electric vehicle to display the remaining cruising range in real time.

[0140] It should be noted that the above-mentioned modules in the electric vehicle remaining cruising range display system can be realized by software, hardware or a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to the above-mentioned modules. For specific limitations of the electric vehicle remaining cruising range display system, refer to the limitations of the electric vehicle remaining cruising range display method, both of which have the same functions and effects, and will not be repeated here.

[0141] As shown in FIG. 1, Figure 6 The vehicle can include:

[0142] The memory 401, the processor 402 and the computer program stored in the memory 401 and executable on the processor 402.

[0143] The processor 402 implements the electric vehicle remaining cruising range display method provided in the above-mentioned embodiments when executing the program.

[0144] Further, the vehicle further includes:

[0145] The communication interface 403 is configured to communicate between the memory 401 and the processor 402.

[0146] The memory 401 is configured to store the computer program executable on the processor 402.

[0147] The memory 401 can include a high-speed RAM (Random Access Memory, Random Access Memory) memory, and can also include a non-volatile memory, such as at least one disk memory.

[0148] 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 with each other through a bus and complete the communication between each other. The bus can be an ISA (Industry Standard Architecture, Industry Standard Architecture) bus, a PCI (Peripheral Component, Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture, Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For convenience of representation, Figure 6 Only one thick line is used to represent the bus in the figure, but it does not mean that there is only one bus or only one type of bus.

[0149] 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 complete the communication between each other through an internal interface.

[0150] The processor 402 can be a CPU (Central Processing Unit, Central Processing Unit) or an ASIC (Application Specific Integrated Circuit, Application Specific Integrated Circuit) or one or more integrated circuits configured to implement an embodiment of the application.

[0151] In summary, the method, the system and the vehicle for displaying the remaining driving range of the electric vehicle can effectively improve the accuracy of the remaining driving range display of the electric vehicle by comprehensively considering the environmental temperature, the battery health and the recent actual energy consumption and other factors that have a greater impact on the remaining driving range. The vehicle control unit does not need to be changed in a large range, and the occupation of the calculation resources can be reduced by simplifying the calculation program, which is conducive to improving the overall performance of the electric vehicle. The real-time response of the remaining driving range to the external environment can be realized, and the reliability of the remaining driving range display of the electric vehicle can be improved.

[0152] The various embodiments in this specification are described in a progressive manner. For directly identical or similar parts of the embodiments, refer to each other. Each embodiment focuses on its differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. It should be noted that the technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0153] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A method of displaying a remaining cruising range of an electric vehicle, characterized by, The method comprises the following steps: obtaining the normal-temperature energy consumption and the normal-temperature cruising range of the electric vehicle, wherein the normal-temperature energy consumption is calculated based on the first battery discharge amount and the first driving distance obtained by performing a discharge amount test process once on the electric vehicle at normal temperature, and the normal-temperature cruising range is calculated based on the normal-temperature energy consumption and the first battery discharge amount, and the discharge amount test process is that the electric vehicle is discharged from a full charge state to a state in which the electric vehicle cannot travel at a preset constant speed; obtaining the real-time ambient temperature of the electric vehicle, and obtaining 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 a plurality of temperature correction coefficients based on a plurality of test temperatures and a plurality of discharge amount test processes performed based on the plurality of test temperatures; obtaining the real-time driving distance of the electric vehicle, and obtaining the real-time health degree correction coefficient corresponding to the electric vehicle based on the real-time driving distance and a second fitting curve, wherein the second fitting curve is obtained by fitting a plurality of health degree correction coefficients based on a plurality of test driving distances and a plurality of discharge amount test processes performed based on the plurality of test driving distances; obtaining the second battery discharge amount and the second driving distance of the electric vehicle every minute within a preset time range before the current time, and calculating the energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second driving distance and the normal-temperature energy consumption; obtaining the SOC information of the electric vehicle, and calculating the remaining cruising range of the electric vehicle based on the SOC information, the normal-temperature cruising range, the real-time temperature correction coefficient, the real-time health degree correction coefficient and the energy consumption correction coefficient; controlling the instrument of the electric vehicle to display the remaining cruising range in real time; the normal-temperature energy consumption is calculated based on the first battery discharge amount and the first driving distance obtained by performing a discharge amount test process once on the electric vehicle at normal temperature, and the method comprises the following steps: charging the electric vehicle at normal temperature until the electric vehicle reaches a full charge state; controlling the electric vehicle to perform a plurality of cycle tests according to a preset working condition, and recording the first battery discharge amount and the first driving distance of each cycle test; 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 distance; weighting and summing the normal-temperature energy consumptions of each cycle test to obtain the normal-temperature energy consumption of the electric vehicle; the normal-temperature cruising range is calculated based on the normal-temperature energy consumption and the first battery discharge amount, and the method comprises the following steps: starting a discharge amount test process, and controlling the electric vehicle to perform a plurality of cycle tests according to a preset working condition at normal temperature, and recording the first battery discharge amount of each cycle test; controlling the electric vehicle to travel at a constant speed at a preset speed until the discharge amount test process ends, and recording the first battery discharge amount of the electric vehicle traveling at the preset speed; Summing up all the first battery discharge amounts, a first battery discharge amount of the electric vehicle in one of the discharge amount test processes is obtained; A ratio of the first battery discharge amount of the electric vehicle in one of the discharge amount test processes to the normal-temperature energy consumption amount is calculated, and a normal-temperature cruising range of the electric vehicle is obtained.

2. The method of claim 1, wherein The first fitting curve is fitted based on a plurality of test temperatures and a plurality of temperature correction coefficients obtained based on a plurality of the discharge amount test processes under the plurality of test temperatures, and comprises: A first battery discharge amount of the electric vehicle in one of the discharge amount test processes under a plurality of test temperatures is obtained, and a temperature correction coefficient of the electric vehicle under the corresponding test temperature is calculated based on the first battery discharge amount; Data fitting is performed based on the temperature correction coefficient under each of the test temperatures, and a first fitting curve is obtained.

3. The method of claim 2, wherein The temperature correction coefficient of the electric vehicle under the corresponding test temperature is calculated based on the first battery discharge amount, and comprises: A ratio of the first battery discharge amount of the electric vehicle in one of the discharge amount test processes under the corresponding test temperature to the first battery discharge amount of the electric vehicle in one of the discharge amount test processes at normal temperature is calculated, and the temperature correction coefficient of the electric vehicle under the corresponding test temperature is obtained.

4. The method of claim 1, wherein The second fitting curve is fitted based on a plurality of test cruising ranges and a plurality of health degree correction coefficients obtained based on a plurality of the discharge amount test processes under the plurality of test cruising ranges, and comprises: A first battery discharge amount of the electric vehicle in one of the discharge amount test processes under a plurality of test cruising ranges is obtained, and a health degree correction coefficient of the electric vehicle under the corresponding test cruising range is calculated based on the first battery discharge amount; Data fitting is performed based on the health degree correction coefficient under each of the test cruising ranges, and a second fitting curve is obtained.

5. The method of claim 4, wherein The health degree correction coefficient of the electric vehicle under the corresponding test cruising range is calculated based on the first battery discharge amount, and comprises: A ratio of the first battery discharge amount of the electric vehicle in one of the discharge amount test processes under the corresponding test cruising range to the first battery discharge amount of the electric vehicle in one of the discharge amount test processes when the test cruising range is zero is calculated, and the health degree correction coefficient of the electric vehicle under the corresponding test cruising range is obtained.

6. The method of claim 1, wherein The energy consumption correction coefficient corresponding to the electric vehicle is calculated based on the second battery discharge amount, the second cruising range and the normal-temperature energy consumption amount, and comprises: A ratio of the second battery discharge amount to the second cruising range of each minute in the preset time range is calculated, and an energy consumption amount of the electric vehicle in each minute in the preset time range is obtained; An average value of all the energy consumption amounts is calculated, and an average energy consumption amount of the electric vehicle in the preset time range is obtained; A ratio of the normal-temperature energy consumption amount to the average energy consumption amount is calculated, and the energy consumption correction coefficient corresponding to the electric vehicle is obtained.

7. An electric vehicle remaining cruising range display system characterized by comprising: The application is applied to the electric vehicle remaining cruising range display method of any one of claims 1 to 6, and comprises: The data acquisition module is configured to acquire the normal-temperature energy consumption of the electric vehicle and the normal-temperature cruising range, wherein the normal-temperature energy consumption is calculated based on a first battery discharge amount and a first cruising range obtained by performing a one-time discharge amount test process on the electric vehicle at a normal temperature, the normal-temperature cruising range is calculated based on the normal-temperature energy consumption and the first battery discharge amount, and the one-time discharge amount test process is a process of discharging the electric vehicle from a full charge state to a state in which the electric vehicle cannot travel at a preset constant speed. The first correction coefficient determination module is configured to acquire a 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 plurality of temperature correction coefficients obtained based on a plurality of test temperatures and a plurality of discharge amount test processes performed based on the plurality of test temperatures. The second correction coefficient determination module is configured to acquire a real-time cruising range of the electric vehicle, and obtain a real-time health degree correction coefficient corresponding to the electric vehicle based on the real-time cruising range and a second fitting curve, wherein the second fitting curve is obtained by fitting a plurality of health degree correction coefficients obtained based on a plurality of test cruising ranges and a plurality of discharge amount test processes performed based on the plurality of test cruising ranges. The third correction coefficient determination module is configured to acquire a second battery discharge amount and a second cruising range of the electric vehicle every minute within a preset time range before a current time, and calculate an energy consumption correction coefficient corresponding to the electric vehicle based on the second battery discharge amount, the second cruising range, and the normal-temperature energy consumption. The residual cruising range calculation module is configured to acquire SOC information of the electric vehicle, and calculate a residual cruising range of the electric vehicle based on the SOC information, the normal-temperature cruising range, the real-time temperature correction coefficient, the real-time health degree correction coefficient, and the energy consumption correction coefficient. The real-time display module is configured to control an instrument of the electric vehicle to display the residual cruising range in real time.

8. A vehicle characterized by comprising: The memory, the processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the electric vehicle residual cruising range display method according to any one of claims 1 to 6. The memory, the processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the electric vehicle residual cruising range display method according to any one of claims 1 to 6.

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