Method for determining driving energy and vehicle

Abstract

The invention discloses a driving energy determination method and a vehicle, and belongs to the technical field of vehicles. Through the technical scheme provided by the embodiment of the invention, the initial SOC of the power battery of the vehicle is determined; the first maximum energy provided by the power battery when the power battery is reduced from the initial SOC to the first SOC is determined based on the initial SOC, the first SOC, the first available capacity, the first open-circuit voltage and the battery health state, and the first maximum energy is matched with the actual condition of the power battery, so that the accuracy is relatively high. The first driving energy is determined based on the initial internal resistance consumption energy of the power battery reduced from the initial SOC to the first SOC and the first maximum energy, and the accuracy of the first driving energy is high, so that the accuracy of the estimated endurance mileage determined by using the first driving energy subsequently is high.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method for determining driving energy and a vehicle in the field of vehicle technology. Background Art

[0002] With the development of society, the number of electric vehicles is increasing. Electric vehicles are powered by power batteries. In order to help users understand whether the electric vehicle needs to be charged, the electric vehicle will display the mileage.

[0003] In the related art, the estimated cruising range of an electric vehicle is usually determined based on the rated capacity of the power battery and the average energy consumption of the vehicle.

[0004] However, the energy that the power battery can provide will be affected by factors such as temperature and internal resistance, resulting in the actual driving energy that the power battery can provide being usually less than the rated capacity, resulting in low accuracy of the estimated cruising range.

[0005] Therefore, how to more accurately determine the driving energy that the power battery can provide, thereby improving the accuracy of the estimated cruising range, is a hot topic of research. Summary of the invention

[0006] The embodiment of the present application provides a method for determining driving energy and a vehicle, which can improve the accuracy of the determined driving energy. The technical solution is as follows:

[0007] In one aspect, a method for determining driving energy is provided, the method comprising:

[0008] Determine the initial SOC of the vehicle's power battery;

[0009] Determine, based on the initial SOC of the power battery, a first SOC, a first available capacity at an initial temperature, a first open circuit voltage at the initial temperature and the initial SOC, and a battery health state, a first maximum energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC, the first SOC being less than the initial SOC;

[0010] Based on the initial internal resistance consumption energy of the power battery when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, a first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC is determined, and the first driving energy is used to determine the estimated cruising range of the vehicle.

[0011] In a possible implementation manner, determining the initial SOC of the power battery of the vehicle includes:

[0012] The initial SOC of the power battery is determined based on the second available capacity of the power battery of the vehicle at a preset temperature, the first available capacity at an initial temperature, and the absolute SOC at the initial temperature, wherein the absolute SOC at the initial temperature is based on the available capacity of the power battery at the preset temperature and the initial temperature.

[0013] In a possible implementation, determining the initial SOC of the power battery based on the second available capacity of the power battery of the vehicle at a preset temperature, the first available capacity at an initial temperature, and the absolute SOC at the initial temperature includes:

[0014] Determining an available SOC window of the power battery at the initial temperature based on the second available capacity and the first available capacity;

[0015] Based on the absolute SOC and the available SOC window, an initial SOC of the power battery is determined.

[0016] In a possible implementation manner, determining the available SOC window of the power battery at the initial temperature based on the second available capacity and the first available capacity includes:

[0017] The difference between the second available capacity and the first available capacity is calculated to obtain an available capacity difference; the available capacity difference is divided by the second available capacity and then multiplied by a preset value to obtain the available SOC window;

[0018] The determining the initial SOC of the power battery based on the absolute SOC and the available SOC window includes:

[0019] The absolute SOC is subtracted from the available SOC window to obtain a first difference; the preset value is subtracted from the available SOC window to obtain a second difference; the first difference is divided by the second difference and then multiplied by the preset value to obtain the initial SOC.

[0020] In a possible implementation manner, determining, based on the initial SOC, the first SOC, the first available capacity at the initial temperature, the first open circuit voltage at the initial temperature and the initial SOC, and the battery health state of the power battery, a first maximum energy that can be provided by the power battery when the initial SOC is reduced to the first SOC includes:

[0021] The initial SOC, the first open circuit voltage, the first available capacity, and the battery health state are combined to obtain a first energy determination parameter;

[0022] The first maximum energy is determined based on a difference between the initial SOC and the first SOC and the first energy determination parameter.

[0023] In a possible implementation manner, determining the first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy includes:

[0024] Subtracting the first maximum energy from the initial internal resistance consumption energy to obtain the first driving energy;

[0025] Alternatively, the first maximum energy is subtracted from the energy consumed by the initial internal resistance, and the resultant is multiplied by an energy conversion coefficient to obtain the first driving energy;

[0026] Alternatively, the initial internal resistance consumption energy is subtracted from the preset consumption energy to obtain a reference loss energy; and the first maximum energy is subtracted from the reference loss energy to obtain the first driving energy.

[0027] In a possible implementation manner, before determining the first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, the method further includes:

[0028] Determining a root mean square current of the power battery corresponding to the initial SOC;

[0029] Determining a first estimated time for the power battery to decrease from the initial SOC to the first SOC based on the first available capacity and the root mean square current;

[0030] Determining an initial internal resistance value of the power battery based on the initial SOC and the initial temperature;

[0031] The initial internal resistance consumption energy is determined based on the root mean square current, the first estimated time, and the initial internal resistance value.

[0032] In a possible implementation manner, determining the root mean square current of the power battery corresponding to the initial SOC includes:

[0033] Acquire multiple currents of the power battery, where one current corresponds to one historical collection moment; determine the root mean square of the multiple currents as the root mean square current;

[0034] Alternatively, the initial SOC is used to query in a first relationship table to obtain the root mean square current, and the first relationship table stores a plurality of candidate SOCs and candidate root mean square currents corresponding to the candidate SOCs.

[0035] In a possible implementation manner, determining, based on the first available capacity and the root mean square current, a first estimated time for the power battery to decrease from the initial SOC to the first SOC includes:

[0036] Multiplying the first available capacity by a difference between the initial SOC and the first SOC to obtain a reference available capacity of the power battery;

[0037] The reference available capacity is divided by the root mean square current to obtain the first estimated time.

[0038] In a possible implementation manner, after determining the first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, the method further includes:

[0039] The first driving energy is divided by the average energy consumption of the vehicle for traveling preset kilometers and then multiplied by the preset kilometers to obtain a first estimated cruising range of the vehicle. The first estimated cruising range is the estimated cruising range of the vehicle during the process of the power battery decreasing from the initial SOC to the first SOC.

[0040] In a possible implementation manner, after determining the first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, the method further includes:

[0041] Determining a first estimated temperature at which the power battery decreases from the initial SOC to the first SOC based on the initial temperature, the root mean square current, the initial internal resistance of the power battery, the initial temperature, the ambient temperature of the environment in which the vehicle is located, and a thermal management system of the vehicle;

[0042] determining, based on the first SOC, the second SOC, the first available capacity, the first open circuit voltage of the power battery at the first estimated temperature and the first SOC, and the battery health state, a second maximum energy that can be provided by the power battery when the first SOC is reduced to the second SOC, the second SOC being less than the first SOC and the SOC difference between the first SOC and the second SOC being the same as the SOC difference between the initial SOC and the first SOC;

[0043] A second driving energy that can be provided by the power battery when the power battery is reduced from the first SOC to the second SOC is determined based on the initial internal resistance consumption energy when the power battery is reduced from the first SOC to the second SOC and the second maximum energy.

[0044] In a possible implementation, determining a first estimated temperature at which the power battery decreases from the initial SOC to the first SOC based on the initial temperature, the root mean square current, the initial internal resistance of the power battery, the initial temperature, the ambient temperature of the environment in which the vehicle is located, and the thermal management system of the vehicle includes:

[0045] Determining a first temperature variation coefficient corresponding to the power battery based on the root mean square current and an initial internal resistance value of the power battery;

[0046] Determining a second temperature variation coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the environment in which the vehicle is located;

[0047] Obtaining a third temperature variation coefficient when the thermal management system of the vehicle performs thermal management on the power battery;

[0048] A first estimated temperature at which the power battery decreases from the initial SOC to the first SOC is determined based on the initial temperature, the first temperature variation coefficient, the second temperature variation coefficient, and the third temperature variation coefficient.

[0049] In a possible implementation manner, after determining the second driving energy that can be provided by the power battery when the power battery is reduced from the first SOC to the second SOC based on the initial internal resistance consumption energy when the power battery is reduced from the first SOC to the second SOC and the second maximum energy, the method further includes:

[0050] Accumulating a plurality of driving energies corresponding to the power battery being gradually reduced from the initial SOC to a preset SOC, to obtain a total driving energy that can be provided by the power battery when the initial SOC is reduced to the preset SOC, wherein the preset SOC is the lowest SOC of the power battery;

[0051] The total driving energy is divided by the average energy consumption of the vehicle for a preset number of kilometers and then multiplied by the preset number of kilometers to obtain the target estimated cruising range of the vehicle. The target estimated cruising range is the estimated cruising range of the vehicle during the process of the power battery decreasing from the initial SOC to the preset SOC.

[0052] In one aspect, a device for determining driving energy is provided, the device comprising:

[0053] An initial SOC determination module, used to determine an initial SOC of a power battery of a vehicle;

[0054] a maximum energy determination module, configured to determine a first maximum energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on an initial SOC of the power battery, a first SOC, a first available capacity at an initial temperature, a first open circuit voltage at the initial temperature and the initial SOC, and a battery health state, the first SOC being less than the initial SOC;

[0055] A driving energy determination module is used to determine a first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy of the power battery when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, wherein the first driving energy is used to determine the estimated cruising range of the vehicle.

[0056] In one possible implementation, the initial SOC determination module is used to determine the initial SOC of the power battery based on the second available capacity of the vehicle's power battery at a preset temperature, the first available capacity at the initial temperature, and the absolute SOC at the initial temperature, wherein the absolute SOC at the initial temperature is based on the available capacity of the power battery at the preset temperature and the initial temperature.

[0057] In a possible implementation, the initial SOC determination module is used to determine an available SOC window of the power battery at the initial temperature based on the second available capacity and the first available capacity; and to determine the initial SOC of the power battery based on the absolute SOC and the available SOC window.

[0058] In a possible implementation, the initial SOC determination module is used to obtain the available capacity difference by calculating the difference between the second available capacity and the first available capacity; divide the available capacity difference by the second available capacity and then multiply the resultant by a preset value to obtain the available SOC window; subtract the absolute SOC from the available SOC window to obtain a first difference; subtract the preset value from the available SOC window to obtain a second difference; and divide the first difference by the second difference and then multiply the resultant by the preset value to obtain the initial SOC.

[0059] In a possible implementation, the maximum energy determination module is used to integrate the initial SOC, the first open circuit voltage, the first available capacity and the battery health status to obtain a first energy determination parameter; and determine the first maximum energy based on the difference between the initial SOC and the first SOC and the first energy determination parameter.

[0060] In a possible implementation, the driving energy determination module is used to subtract the first maximum energy from the initial internal resistance consumption energy to obtain the first driving energy; or, subtract the first maximum energy from the initial internal resistance consumption energy and multiply the result by an energy conversion coefficient to obtain the first driving energy; or, subtract the initial internal resistance consumption energy from the preset consumption energy to obtain a reference loss energy; subtract the first maximum energy from the reference loss energy to obtain the first driving energy.

[0061] In a possible implementation, the device further includes:

[0062] The internal resistance energy consumption determination module is used to determine the root mean square current of the power battery corresponding to the initial SOC; determine a first estimated time for the power battery to decrease from the initial SOC to the first SOC based on the first available capacity and the root mean square current; determine an initial internal resistance value of the power battery based on the initial SOC and the initial temperature; and determine the initial internal resistance energy consumption based on the root mean square current, the first estimated time and the initial internal resistance value.

[0063] In a possible implementation, the internal resistance energy consumption determination module is used to obtain multiple currents of the power battery, where one current corresponds to a historical collection moment; determine the root mean square of the multiple currents as the root mean square current; or, use the initial SOC to query in a first relationship table to obtain the root mean square current, wherein the first relationship table stores multiple candidate SOCs and candidate root mean square currents corresponding to the candidate SOCs.

[0064] In a possible implementation, the internal resistance energy consumption determination module is used to multiply the first available capacity by the difference between the initial SOC and the first SOC to obtain a reference available capacity of the power battery; and divide the reference available capacity by the root mean square current to obtain the first estimated time.

[0065] In a possible implementation, the device further includes:

[0066] A cruising range estimation module is used to divide the first driving energy by the average energy consumption of the vehicle for a preset number of kilometers and then multiply the result by the preset number of kilometers to obtain a first estimated cruising range of the vehicle. The first estimated cruising range is the estimated cruising range of the vehicle during the process of the power battery decreasing from the initial SOC to the first SOC.

[0067] In a possible implementation, the device further includes:

[0068] a temperature determination module, configured to determine a first estimated temperature at which the power battery is reduced from the initial SOC to the first SOC based on the initial temperature, the root mean square current, the initial internal resistance of the power battery, the initial temperature, the ambient temperature of the environment in which the vehicle is located, and a thermal management system of the vehicle;

[0069] The maximum energy determination module is further configured to determine, based on the first SOC, the second SOC, the first available capacity, the first open circuit voltage of the power battery at the first estimated temperature and the first SOC, and the battery health state, a second maximum energy that can be provided by the power battery when the first SOC is reduced to the second SOC, the second SOC being less than the first SOC and a SOC difference between the first SOC and the second SOC being the same as a SOC difference between the initial SOC and the first SOC;

[0070] The driving energy determination module is further used to determine a second driving energy that can be provided by the power battery when the power battery is reduced from the first SOC to the second SOC based on the initial internal resistance consumption energy of the power battery when the power battery is reduced from the first SOC to the second SOC and the second maximum energy.

[0071] In a possible implementation, the temperature determination module is used to determine a first temperature variation coefficient corresponding to the power battery based on the root mean square current and the initial internal resistance value of the power battery; determine a second temperature variation coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the vehicle's environment; obtain a third temperature variation coefficient when the thermal management system of the vehicle performs thermal management on the power battery; and determine a first estimated temperature at which the power battery drops from the initial SOC to the first SOC based on the initial temperature, the first temperature variation coefficient, the second temperature variation coefficient, and the third temperature variation coefficient.

[0072] In a possible implementation, the device further includes:

[0073] The cruising range estimation module is used to accumulate multiple driving energies corresponding to the power battery gradually decreasing from the initial SOC to the preset SOC, so as to obtain the total driving energy that the power battery can provide when the initial SOC is reduced to the preset SOC, where the preset SOC is the minimum SOC of the power battery; the total driving energy is divided by the average energy consumption of the vehicle for preset kilometers and then multiplied by the preset kilometers to obtain the target estimated cruising range of the vehicle, where the target estimated cruising range is the estimated cruising range of the vehicle when the power battery is reduced from the initial SOC to the preset SOC.

[0074] On the one hand, a vehicle is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the program code is loaded and executed by the one or more processors to implement the operations performed by the method for determining the driving energy.

[0075] In one aspect, a computer-readable storage medium is provided, wherein at least one program code is stored in the computer-readable storage medium, and the program code is loaded and executed by a processor to implement the operations performed by the method for determining the driving energy.

[0076] Through the technical solution provided in the embodiment of the present application, the initial SOC of the power battery of the vehicle is determined. The first maximum energy that the power battery can provide when it is reduced from the initial SOC to the first SOC is determined based on the initial SOC, the first SOC, the first available capacity, the first open circuit voltage, and the battery health status. The first maximum energy matches the actual situation of the power battery, so the accuracy is high. The first driving energy is determined based on the energy consumed by the initial internal resistance of the power battery when it is reduced from the initial SOC to the first SOC and the first maximum energy. The accuracy of the first driving energy is high, so the accuracy of the estimated cruising range subsequently determined using the first driving energy is high. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] Figure 1 is a schematic diagram of an implementation environment of a method for determining driving energy provided in an embodiment of the present application;

[0078] Figure 2 is a flow chart of a method for determining driving energy provided in an embodiment of the present application;

[0079] Figure 3 is a flow chart of another method for determining driving energy provided in an embodiment of the present application;

[0080] Figure 4 is a structural schematic diagram of a device for determining driving energy provided in an embodiment of the present application;

[0081] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0082] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0083] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0084] In order to illustrate the technical solution provided by the embodiments of the present application, some terms involved in the embodiments of the present application are explained below.

[0085] Power battery: An energy storage component that provides electrical energy for electric vehicles.

[0086] Battery SOC (State of Charge): refers to the percentage of the remaining battery power to the rated capacity of the battery. It reflects the remaining capacity of the battery and indicates the battery's ability to continue working. The SOC value range is 0 to 1. When SOC = 0, it means that the battery is fully discharged and needs to be charged; when SOC = 1, it means that the battery is fully charged.

[0087] Battery SOH (State of Health): refers to the performance status of a battery during its life cycle relative to a new battery. SOH is usually expressed as a percentage, reflecting the health status of the battery from its initial state to the end of its life. In some embodiments, the battery's SOH is determined by the ratio between the actual capacity of the battery and the rated capacity.

[0088] Driving energy: The energy provided by the power battery to drive the vehicle.

[0089] The implementation environment of the embodiment of the present application is introduced below. Figure 1 The implementation environment of the driving energy determination method provided in the embodiment of the present application includes a vehicle terminal 101 and a battery management system 102 .

[0090] The vehicle terminal 101 is a terminal installed on the vehicle, and the vehicle terminal 101 is connected to the battery management system 102 via CAN (Controller Area Network). The vehicle terminal 101 is used to obtain data related to the vehicle's power battery from the battery management system 102, and process the obtained data to obtain the driving energy that the power battery can provide.

[0091] The battery management system 102 can collect data related to the power battery and can also manage the power battery according to the collected data.

[0092] After introducing the implementation environment of the embodiment of the present application, the application scenario of the technical solution provided by the embodiment of the present application is introduced below. The technical solution provided by the embodiment of the present application can be applied to vehicles equipped with power batteries, for example, the technical solution provided by the embodiment of the present application can be applied to electric vehicles, and can also be applied to hybrid vehicles, and the embodiment of the present application does not limit this.

[0093] When the technical solution provided in the embodiment of the present application is applied to a hybrid vehicle, the driving energy that can be provided by the driving battery of the hybrid vehicle in pure electric mode (EV mode) can be determined, so as to determine the estimated cruising range of the hybrid vehicle in pure electric mode using the driving energy. When the technical solution provided in the embodiment of the present application is applied to a pure electric vehicle, the driving energy that can be provided by the battery can be directly determined, so as to determine the estimated cruising range of the pure electric vehicle using the driving energy.

[0094] After introducing the implementation environment and application scenarios of the embodiments of the present application, the technical solutions provided by the embodiments of the present application are introduced below. Figure 2 Taking the execution subject as a vehicle-mounted terminal as an example, the method includes the following steps.

[0095] 201. The vehicle-mounted terminal determines the initial SOC of the vehicle's power battery.

[0096] Among them, the initial SOC can be regarded as the current SOC of the power battery.

[0097] 202. The vehicle terminal determines a first maximum energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial SOC, the first SOC, the first available capacity at the initial temperature, the first open circuit voltage at the initial temperature and the initial SOC, and the battery health status of the power battery, and the first SOC is less than the initial SOC.

[0098] Among them, the initial temperature is the current temperature of the power battery. The difference between the initial SOC and the first SOC is usually a unit SOC. Accordingly, the first maximum energy refers to the maximum energy that can be released by the power battery when the unit SOC is reduced from the initial SOC. The unit SOC is set by the technician according to the actual situation, such as 1%, etc., and the embodiment of the present application does not limit this. In addition to affecting the available capacity of the power battery, the temperature also affects the open circuit voltage of the power battery. In addition, the open circuit voltage is also affected by the SOC of the power battery. Therefore, when determining the first maximum energy, the open circuit voltage of the power battery at the preset temperature and full charge is not directly used, but the first open circuit voltage is used, thereby improving the accuracy of the determined first maximum energy.

[0099] 203. The vehicle terminal determines a first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy of the power battery when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy. The first driving energy is used to determine the estimated cruising range of the vehicle.

[0100] Among them, in addition to being used to drive the vehicle, part of the energy provided by the power battery will also be consumed by the internal resistance of the power battery. Therefore, when determining the driving energy of the power battery, the energy consumed by the internal resistance needs to be excluded. In addition, the magnitude of the internal resistance of the power battery will also be affected by the temperature. During the process of the power battery decreasing from the initial SOC, the temperature of the power battery will change. The amount of energy consumed by the internal resistance when the power battery decreases by the same SOC is also different. In the above step 203, since the difference between the initial SOC and the first SOC is usually a unit SOC, it is considered that the temperature of the power battery remains unchanged during the process of decreasing from the initial SOC to the first SOC. The first driving energy is the driving energy that the power battery can provide when it decreases from the initial SOC to the first SOC. The estimated cruising range determined based on the first driving energy is the mileage of the vehicle when the power battery decreases from the initial SOC to the first SOC.

[0101] Through the technical solution provided in the embodiment of the present application, the initial SOC of the power battery of the vehicle is determined. The first maximum energy that the power battery can provide when it is reduced from the initial SOC to the first SOC is determined based on the initial SOC, the first SOC, the first available capacity, the first open circuit voltage, and the battery health status. The first maximum energy matches the actual situation of the power battery, so the accuracy is high. The first driving energy is determined based on the energy consumed by the initial internal resistance of the power battery when it is reduced from the initial SOC to the first SOC and the first maximum energy. The accuracy of the first driving energy is high, so the accuracy of the estimated cruising range subsequently determined using the first driving energy is high.

[0102] It should be noted that the above steps 201-203 are a simple description of the method for determining the driving energy provided in the embodiment of the present application. The method for determining the driving energy provided in the embodiment of the present application will be described in more detail below with reference to some examples. Figure 3 Taking the execution subject as a vehicle-mounted terminal as an example, the method includes the following steps.

[0103] 301. The vehicle-mounted terminal obtains the second available capacity of the vehicle's power battery at a preset temperature, the first available capacity at an initial temperature, and the absolute SOC at the initial temperature, where the absolute SOC at the initial temperature is based on the available capacity of the power battery at the preset temperature and the initial temperature.

[0104] Among them, the preset temperature is the standard operating temperature of the power battery, and the parameters such as the rated capacity and discharge capacity marked on the power battery are usually obtained by testing the power battery at the standard operating temperature. The preset temperature is set by the technician according to the actual situation, such as being set to 25°C, etc., and the embodiments of the present application are not limited to this. The second available capacity refers to the available capacity of the power battery at the preset temperature, and the first available capacity refers to the available capacity of the power battery at the initial temperature. The difference between the available capacity of the power battery at the preset temperature and the initial temperature is because the activity of the chemical substances in the power battery is different at different temperatures. The absolute SOC is the minimum SOC of the power battery at the preset temperature obtained by combining the rated capacity of the power battery at the preset temperature and the initial temperature. For example, that is, the absolute SOC refers to the SOC of the power battery at the preset temperature when the SOC of the power battery changes to 0 at the initial temperature, corresponding to the SOC of the power battery at the preset temperature. For example, the available capacity of the power battery at 25°C (preset temperature) is 100Ah, and the available capacity at 10°C (initial temperature) is 80Ah. Then when the SOC calculated based on 25°C is equal to 20%, it cannot continue to discharge at 10°C, and the actual SOC at this time is 0. Then, 20% SOC is the minimum SOC calculated based on the available capacity at 25°C, that is, the absolute SOC of the power battery at 10°C. In some embodiments, the initial temperature of the power battery is collected by a temperature sensor. The power battery usually has multiple battery modules. The average value of the module temperatures of the multiple battery modules can be determined as the initial temperature, or the minimum value of the module temperatures of the multiple battery modules can be determined as the initial temperature. This embodiment of the application is not limited to this.

[0105] In a possible implementation, the vehicle terminal obtains the second available capacity of the power battery at the preset temperature, the first available capacity at the initial temperature, and the absolute SOC at the initial temperature from the battery management system of the vehicle.

[0106] Among them, the battery management system is capable of collecting and storing relevant data of the power battery. When executing the technical solution provided in the embodiment of the present application, the vehicle-mounted terminal can directly obtain the required data from the battery management system.

[0107] In this implementation, the vehicle-mounted terminal obtains required data from the battery management system, and the data acquisition efficiency is relatively high.

[0108] Another implementation of the above step 301 is described below.

[0109] In a possible implementation, the vehicle terminal substitutes the preset temperature into the first relationship data to obtain the second available capacity of the power battery at the preset temperature. The vehicle terminal substitutes the initial temperature into the first relationship data to obtain the first available capacity of the power battery at the initial temperature. The vehicle terminal substitutes the initial temperature into the second relationship data to obtain the absolute SOC of the power battery at the initial temperature.

[0110] The first relationship data is used to represent the relationship between temperature and available capacity. After substituting the temperature into the first relationship data, the corresponding available capacity can be obtained. The first relationship data is obtained by fitting multiple temperatures and the available capacity corresponding to each temperature. The second relationship data is used to represent the corresponding relationship between the initial temperature and the absolute SOC. The second relationship data is obtained by fitting based on the available capacity of the power battery at a preset temperature.

[0111] In this embodiment, the preset temperature and the initial temperature are respectively substituted into the first relational data to obtain the corresponding second available capacity and first available capacity. The initial temperature is substituted into the second relational data to obtain the absolute SOC of the power battery at the initial temperature, and the determination efficiency of the second available capacity, the first available capacity and the absolute SOC is relatively high.

[0112] 302. The vehicle terminal determines an initial SOC of the power battery of the vehicle based on a second available capacity of the power battery at a preset temperature, a first available capacity at an initial temperature, and an absolute SOC at the initial temperature.

[0113] The initial SOC of the power battery is the actual SOC of the power battery at the initial temperature.

[0114] In a possible implementation, the vehicle terminal determines an available SOC window of the power battery at the initial temperature based on the second available capacity and the first available capacity. The vehicle terminal determines an initial SOC of the power battery based on the absolute SOC and the available SOC window.

[0115] The available SOC window is used to indicate the degree of deviation between the difference between the available capacity of the power battery at the preset temperature and the initial temperature and the second available capacity, and the available SOC window is an SOC value.

[0116] In this embodiment, the available SOC window is determined based on the second available capacity and the first available capacity, and the initial SOC is determined based on the absolute SOC and the available SOC window, so the accuracy of the initial SOC is relatively high.

[0117] In order to explain the above implementation more clearly, the above implementation is explained in several parts below.

[0118] In the first part, the vehicle-mounted terminal determines the available SOC window of the power battery at the initial temperature based on the second available capacity and the first available capacity.

[0119] In a possible implementation, the vehicle terminal obtains the available capacity difference by calculating the difference between the second available capacity and the first available capacity. The vehicle terminal divides the available capacity difference by the second available capacity and then multiplies the result by a preset value to obtain the available SOC window.

[0120] For example, the vehicle terminal determines the available SOC window by using the following formula (1).

[0121]

[0122] Among them, WinSOC represents the available SOC window, C 25℃ Indicates the second available capacity, 25℃ is the preset temperature, C t Indicates the first available capacity.

[0123] Part 2: The vehicle-mounted terminal determines the initial SOC of the power battery based on the absolute SOC and the available SOC window.

[0124] In a possible implementation, the vehicle terminal subtracts the absolute SOC from the available SOC window to obtain a first difference. The vehicle terminal subtracts the preset value from the available SOC window to obtain a second difference. The vehicle terminal divides the first difference from the second difference and then multiplies the result by the preset value to obtain the initial SOC.

[0125] The preset value is the maximum value of the SOC, that is, 100%.

[0126] For example, the vehicle terminal determines the initial SOC by the following formula (2).

[0127]

[0128] Among them, SOC 初始 Indicates the initial SOC, SOC 绝对 Indicates absolute SOC, 100% is the preset value.

[0129] Another implementation of the above step 302 is described below.

[0130] In a possible implementation, the vehicle terminal inputs the second available capacity, the first available capacity and the absolute SOC into a SOC determination model, extracts features of the second available capacity, the first available capacity and the absolute SOC through the SOC determination model, and obtains an initial SOC determination feature. The vehicle terminal maps the initial SOC determination feature through the SOC determination model to obtain the initial SOC of the power battery.

[0131] The SOC determination model is a regression model that can map the input second available capacity, first available capacity, and absolute SOC to the initial SOC. The SOC determination model is trained based on multiple first sample data and the labeled SOC corresponding to each first sample data. One first sample data includes a set of sample second available capacity, sample first available capacity, and sample absolute SOC. The embodiment of the present application does not limit the structure of the regression model.

[0132] In this implementation, by directly inputting the second available capacity, the first available capacity and the absolute SOC into the SOC determination model, the corresponding initial SOC can be directly obtained, and the determination efficiency of the initial SOC is relatively high.

[0133] For example, the vehicle terminal inputs the second available capacity, the first available capacity and the absolute SOC into the SOC determination model, and performs multiple full connections on the second available capacity, the first available capacity and the absolute SOC through the SOC determination model to obtain the initial SOC determination feature. The vehicle terminal performs full connection and normalization on the initial SOC determination feature through the SOC determination model to obtain the initial SOC of the power battery.

[0134] It should be noted that, in addition to determining the initial SOC of the power battery by the method provided in the above steps 301 - 302 , the initial SOC of the power battery may also be determined by other methods, which is not limited in the embodiment of the present application.

[0135] 303. The vehicle terminal determines, based on the initial SOC, the first SOC, the first available capacity at the initial temperature, the first open circuit voltage at the initial temperature and the initial SOC, and the battery health status of the power battery, a first maximum energy that can be provided by the power battery when the initial SOC is reduced to the first SOC, and the first SOC is less than the initial SOC.

[0136] Among them, the difference between the initial SOC and the first SOC is usually a unit SOC. Accordingly, the first maximum energy refers to the maximum energy that the power battery can release when the unit SOC is reduced from the initial SOC. Since the power battery has internal resistance, the internal resistance will also consume energy while the power battery provides energy to the outside. Therefore, the first maximum energy is not the driving energy that the power battery can provide from the initial SOC to the first SOC. The unit SOC is set by the technician according to the actual situation, such as 1%, etc., and the embodiment of the present application does not limit this. The open circuit voltage (OCV) refers to the potential difference between the two ends of the power supply when there is no current flowing in the circuit. In other words, the open circuit voltage is the property of the power battery itself and has nothing to do with the load. In addition to affecting the available capacity of the power battery, the temperature also affects the open circuit voltage of the power battery. In addition, the open circuit voltage is also affected by the SOC of the power battery. Therefore, when determining the first maximum energy, the open circuit voltage of the power battery at the preset temperature and full charge is not directly used, but the first open circuit voltage is used, thereby improving the accuracy of the determined first maximum energy.

[0137] In a possible implementation, the vehicle terminal combines the initial SOC, the first open circuit voltage, the first available capacity, and the battery health status to obtain a first energy determination parameter. The vehicle terminal determines the first maximum energy based on the difference between the initial SOC and the first SOC and the first energy determination parameter.

[0138] The first energy determination parameter is used to represent the maximum energy that can be released by the power battery per unit SOC reduction at the initial temperature and the initial SOC.

[0139] In this embodiment, the initial SOC, the first open circuit voltage, the first available capacity and the battery health status are integrated to obtain a first energy determination parameter. The first energy determination parameter is multiplied by the difference between the initial SOC and the first SOC to obtain the maximum energy that can be released by the power battery when the initial SOC is reduced to the first SOC. The determination process of the first maximum energy takes into account the influence of temperature and SOC, and the accuracy of the determined first maximum energy is high.

[0140] For example, the vehicle terminal multiplies the initial SOC, the first open circuit voltage, the first available capacity and the battery health state to obtain a first energy determination parameter. The vehicle terminal integrates the first energy determination parameter with the initial SOC as the integral lower limit and the first SOC as the integral upper limit to obtain the first maximum energy.

[0141] For example, the vehicle-mounted terminal determines the first maximum energy by using the following formula (3).

[0142]

[0143] Among them, ΔE max represents the first maximum energy, Indicates the first open circuit voltage, SOH indicates the battery health status, SOC 第一 Indicates the first SOC, T t represents the initial temperature, represents the first energy determination parameter.

[0144] In order to explain the above embodiment more clearly, the method for determining the first open circuit voltage in the above embodiment is explained below.

[0145] In some embodiments, the vehicle terminal determines the first open circuit voltage based on the initial temperature and the initial SOC.

[0146] For example, the vehicle terminal uses the initial temperature and the initial SOC to query the second relationship table to obtain the first open circuit voltage. Alternatively, the vehicle terminal substitutes the initial temperature and the initial SOC into the second relationship data to obtain the first open circuit voltage.

[0147] The second relational table stores the corresponding relationship between temperature, SOC and open circuit voltage. The second relational table stores multiple temperatures, multiple SOCs and the open circuit voltage corresponding to each temperature and SOC. The corresponding open circuit voltage can be obtained by querying the second relational table using temperature and SOC. The second relational data is used to represent the corresponding relationship between temperature, SOC and open circuit voltage. The second relational data is obtained by fitting based on multiple temperatures, multiple SOCs and the open circuit voltage corresponding to each temperature and SOC. The second relational data is a relational function.

[0148] 304. The vehicle-mounted terminal determines the energy consumed by the initial internal resistance of the power battery when the initial SOC is reduced to the first SOC.

[0149] The initial internal resistance consumed energy is the energy consumed by the internal resistance heat of the power battery.

[0150] In a possible implementation, the vehicle terminal determines the root mean square current of the power battery corresponding to the initial SOC. Based on the first available capacity and the root mean square current, the vehicle terminal determines the first estimated time for the power battery to decrease from the initial SOC to the first SOC. Based on the initial SOC and the initial temperature, the vehicle terminal determines the initial internal resistance value of the power battery. Based on the root mean square current, the first estimated time and the initial internal resistance value, the vehicle terminal determines the energy consumed by the initial internal resistance.

[0151] Among them, the root mean square current can be regarded as the average current of the power battery in the process of reducing from the initial SOC to the first SOC, and different SOCs correspond to different root mean square currents. The first estimated time is the time required for the power battery to reduce from the initial SOC to the first SOC when discharging at the root mean square current. The internal resistance of the power battery is not a constant value, but is related to the SOC and temperature of the power battery. Therefore, before determining the energy consumed by the initial internal resistance, the initial internal resistance value is first determined based on the initial SOC and the initial temperature. The energy consumed by the initial internal resistance refers to the total energy consumed by the internal resistance in the process of the power battery reducing from the initial SOC to the first SOC.

[0152] In this implementation, the root mean square current corresponding to the initial SOC is determined, and the first estimated time is determined using the first available capacity and the root mean square current, and the first estimated time has a high accuracy. The initial internal resistance value of the power battery is determined based on the initial SOC and the initial temperature. The energy consumed by the initial internal resistance is determined based on the root mean square current, the first estimated time, and the initial internal resistance value, and the energy consumed by the initial internal resistance is relatively close to the actual energy consumed by the internal resistance, and has a high accuracy.

[0153] In order to explain the above implementation more clearly, the above implementation is explained in several parts below.

[0154] Part 1: The vehicle-mounted terminal determines the root mean square current of the power battery corresponding to the initial SOC.

[0155] In a possible implementation, the vehicle terminal acquires multiple currents of the power battery, one current corresponds to one historical collection moment, and the vehicle terminal determines the root mean square of the multiple currents as the root mean square current.

[0156] Among them, the historical collection time refers to the current collected during the driving process of the vehicle when the power battery was at the initial SOC before. In other words, the multiple currents are all historically collected currents, not the current current of the power battery. This is because the technical solution provided in the embodiment of the present application is used to predict the estimated mileage of the vehicle. The vehicle may not have started driving, so the multiple historically collected currents are directly used to determine the root mean square current, and the root mean square current can be directly used to estimate the mileage later.

[0157] In this implementation, the root mean square current is determined using multiple currents collected at historical collection moments, and the determination efficiency of the root mean square current is relatively high.

[0158] For example, the vehicle terminal determines the root mean square current by the following formula (4).

[0159]

[0160] Among them, I is the root mean square current, i is the current collected at the historical moment, and n is the number of currents collected at the historical moment.

[0161] Another implementation of the first part is described below.

[0162] In a possible implementation, the vehicle terminal uses the initial SOC to query in a first relationship table to obtain the root mean square current, and the first relationship table stores a plurality of candidate SOCs and candidate root mean square currents corresponding to the candidate SOCs.

[0163] The first relationship table stores multiple SOCs and the root mean square currents corresponding to each SOC. The root mean square currents corresponding to different SOCs are usually different. In some embodiments, the SOC and the root mean square current are positively correlated, that is, when the SOC is higher, the root mean square current is larger; when the SOC is lower, the root mean square current is smaller. The first relationship table is calibrated by technicians according to actual conditions, and the embodiments of the present application do not limit this.

[0164] In this implementation, the corresponding root mean square current can be obtained by querying the first relationship table using the initial SOC, and the determination efficiency of the root mean square current is relatively high.

[0165] On the basis of the above implementation, optionally, when the initial SOC does not exist in the first relationship table, the vehicle terminal determines a first reference SOC and a second reference SOC in the first relationship table, the first reference SOC and the second reference SOC are the SOCs closest to the initial SOC, the first reference SOC is greater than the initial SOC, and the second reference SOC is less than the initial SOC. The vehicle terminal determines the average of the root mean square current corresponding to the first reference SOC and the root mean square current corresponding to the second reference SOC in the first relationship table as the root mean square current corresponding to the initial SOC.

[0166] In the second part, the vehicle terminal determines a first estimated time for the power battery to decrease from the initial SOC to the first SOC based on the first available capacity and the root mean square current.

[0167] In a possible implementation, the vehicle terminal multiplies the first available capacity by the difference between the initial SOC and the first SOC to obtain a reference available capacity of the power battery, and divides the reference available capacity by the root mean square current to obtain the first estimated time.

[0168] The SOC difference between the initial SOC and the first SOC is a unit SOC, and the first available capacity is multiplied by the unit SOC to obtain a unit available capacity, which is also a reference available capacity. In some embodiments, the unit SOC is 1%.

[0169] For example, the vehicle terminal obtains the first estimated time by using the following formula (5).

[0170]

[0171] Wherein, Δtime is the first estimated time.

[0172] Part 3: The vehicle-mounted terminal determines the initial internal resistance value of the power battery based on the initial SOC and the initial temperature.

[0173] In a possible implementation, the vehicle-mounted terminal uses the initial temperature and the initial SOC to query in a third relationship table to obtain the initial internal resistance value.

[0174] Among them, the third relationship table stores the correspondence between temperature, SOC and internal resistance. The third relationship table stores multiple temperatures, multiple SOCs and the internal resistance corresponding to each temperature and SOC. The corresponding internal resistance can be obtained by querying the third relationship table using temperature and SOC.

[0175] Another implementation of the third part is described below.

[0176] In a possible implementation manner, the vehicle-mounted terminal substitutes the initial temperature and the initial SOC into the third relationship data to obtain the initial internal resistance value.

[0177] The third relationship data is used to represent the corresponding relationship between temperature, SOC and internal resistance. The third relationship data is obtained by fitting based on multiple temperatures, multiple SOCs and internal resistances corresponding to each temperature and SOC. The third relationship data is a relationship function.

[0178] Part 4: The vehicle-mounted terminal determines the energy consumed by the initial internal resistance based on the root mean square current, the first estimated time and the initial internal resistance value.

[0179] In a possible implementation, the vehicle-mounted terminal multiplies the square of the root mean square current, the first estimated time, and the initial internal resistance value to obtain the energy consumed by the initial internal resistance.

[0180] For example, the vehicle terminal determines the initial internal resistance consumption energy by the following formula (6).

[0181]

[0182] Among them, ΔE 内阻 Indicates the energy consumed by the initial internal resistance, It represents the initial internal resistance value, that is, the internal resistance value corresponding to the initial SOC and initial temperature.

[0183] 305. The vehicle terminal determines a first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy of the power battery when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy. The first driving energy is used to determine the estimated cruising range of the vehicle.

[0184] Among them, in addition to being used to drive the vehicle, part of the energy provided by the power battery will also be consumed by the internal resistance of the power battery. Therefore, when determining the driving energy of the power battery, the energy consumed by the internal resistance needs to be excluded. In addition, the magnitude of the internal resistance of the power battery will also be affected by the temperature. During the process of the power battery decreasing from the initial SOC, the temperature of the power battery will change. The amount of energy consumed by the internal resistance when the power battery decreases by the same SOC is also different. In the above step 203, since the difference between the initial SOC and the first SOC is usually a unit SOC, it is considered that the temperature of the power battery remains unchanged during the process of decreasing from the initial SOC to the first SOC. The first driving energy is the driving energy that the power battery can provide when it decreases from the initial SOC to the first SOC. The estimated cruising range determined based on the first driving energy is the mileage of the vehicle when the power battery decreases from the initial SOC to the first SOC.

[0185] In a possible implementation, the vehicle-mounted terminal subtracts the first maximum energy from the initial internal resistance consumption energy to obtain the first driving energy.

[0186] In this implementation manner, the first driving energy can be obtained by directly subtracting the first maximum energy from the initial internal resistance consumption energy, and the determination efficiency of the first driving energy is relatively high.

[0187] For example, the vehicle terminal determines the first driving energy by using the following formula (7).

[0188] ΔE 驱动 =ΔE max -ΔE 内阻 (7)

[0189] Among them, ΔE 驱动 Represents the first driving energy.

[0190] Another implementation of the above step 305 is described below.

[0191] In a possible implementation, the vehicle-mounted terminal subtracts the first maximum energy from the initial internal resistance consumption energy and multiplies the result by an energy conversion coefficient to obtain the first driving energy.

[0192] The energy conversion coefficient is used to eliminate energy consumption other than energy consumed by internal resistance, and the energy conversion coefficient is associated with the initial temperature and the initial SOC.

[0193] Another implementation of the above step 305 is described below.

[0194] In a possible implementation, the vehicle terminal subtracts the initial internal resistance consumption energy from the preset consumption energy to obtain a reference loss energy. The vehicle terminal subtracts the first maximum energy from the reference loss energy to obtain the first driving energy.

[0195] The reference loss energy is used to represent the energy consumption other than the energy consumed by the internal resistance, and the reference loss energy is associated with the initial temperature and the initial SOC.

[0196] 306. The vehicle-mounted terminal determines a first estimated cruising range of the vehicle during a process in which the power battery decreases from the initial SOC to the first SOC.

[0197] In one possible implementation, the vehicle-mounted terminal divides the first driving energy by the average energy consumption of the vehicle for a preset number of kilometers and then multiplies the result by the preset number of kilometers to obtain a first estimated cruising range of the vehicle. The first estimated cruising range is the estimated cruising range of the vehicle during the process of the power battery decreasing from the initial SOC to the first SOC.

[0198] The preset kilometer is set by the technician according to the actual situation, such as 50km or 100km, etc., and the embodiment of the present application does not limit this. In the embodiment of the present application, the average energy consumption is the average power consumption.

[0199] Taking the initial SOC as 80% and the first SOC as 79% as an example, the first estimated cruising range is the estimated mileage of the vehicle when the SOC of the power battery decreases from 80% to 79%.

[0200] It should be noted that the above steps 301-306 are for explaining the first estimated cruising range of the vehicle when the power battery is reduced from the initial SOC to the first SOC. In order to further determine the complete estimated cruising range of the vehicle, the following steps 307-309 may also be performed. The complete estimated cruising range refers to the estimated cruising range of the vehicle when the power battery is reduced from the initial SOC to the preset SOC. The preset SOC is the minimum SOC of the power battery.

[0201] 307. The vehicle terminal determines a first estimated temperature at which the power battery drops from the initial SOC to the first SOC based on the initial temperature, the root mean square current, the initial internal resistance of the power battery, the initial temperature, the ambient temperature of the vehicle's environment, and the thermal management system of the vehicle.

[0202] Among them, since heat is generated by the internal resistance during the process of the power battery decreasing from the initial SOC to the first SOC, the temperature of the power battery at the first SOC is different from the temperature of the power battery at the initial SOC. The first estimated temperature is the estimated temperature of the power battery when it decreases from the initial SOC to the first SOC. The reason for determining the first estimated temperature is that the driving energy needs to be determined during the process of estimating the cruising range, and the determination of the driving energy is closely related to the temperature. The thermal management system is used to manage the temperature of the power battery. Generally speaking, the thermal management system can heat the power battery when the temperature of the power battery is low, and can cool the power battery when the temperature of the power battery is high.

[0203] In a possible implementation manner, the vehicle-mounted terminal determines the first temperature change coefficient corresponding to the power battery based on the root mean square current and the initial internal resistance value of the power battery. The vehicle-mounted terminal determines the second temperature change coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the environment where the vehicle is located. The vehicle-mounted terminal obtains the third temperature change coefficient when the thermal management system of the vehicle manages the temperature of the power battery. The vehicle-mounted terminal determines the first estimated temperature of the power battery when it decreases from the initial SOC to the first SOC based on the initial temperature, the first temperature change coefficient, the second temperature change coefficient, and the third temperature change coefficient.

[0204] To illustrate the above implementation manner more clearly, the above implementation manner will be described in several parts below.

[0205] First part: The vehicle-mounted terminal determines the first temperature change coefficient corresponding to the power battery based on the root mean square current and the initial internal resistance value of the power battery.

[0206] Among them, the first temperature change coefficient is a temperature change coefficient related to the root mean square current and the internal resistance value.

[0207] In a possible implementation manner, the vehicle-mounted terminal determines the internal resistance temperature coefficient of the initial internal resistance based on the initial internal resistance value. The vehicle-mounted terminal multiplies the square of the root mean square current by the internal resistance temperature coefficient to obtain the first temperature change coefficient.

[0208] For example, the vehicle-mounted terminal substitutes the initial internal resistance value into the fourth relationship data to obtain the internal resistance temperature coefficient. The vehicle-mounted terminal multiplies the square of the root mean square current by the internal resistance temperature coefficient to obtain the first temperature change coefficient.

[0209] Among them, the fourth relationship data is used to represent the relationship between the internal resistance value and the internal resistance temperature coefficient. The fourth relationship data is a function, and the fourth relationship data is set by technicians according to actual situations. This application embodiment does not make any limitations on this.

[0210] For example, the vehicle-mounted terminal determines the first temperature change coefficient through the following formula (8).

[0211] K 1 = I 2 × k (8)

[0212] Wherein, K 1 represents the first temperature change coefficient, and k represents the internal resistance temperature coefficient.

[0213] Second, the vehicle-mounted terminal determines the second temperature change coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the environment where the vehicle is located.

[0214] In a possible implementation manner, the vehicle-mounted terminal determines the difference between the initial temperature and the ambient temperature of the environment where the vehicle is located as the second temperature change coefficient corresponding to the power battery.

[0215] Third, the vehicle-mounted terminal obtains the third temperature change coefficient when the thermal management system of the vehicle performs thermal management on the power battery.

[0216] In a possible implementation manner, the vehicle-mounted terminal obtains the third temperature change coefficient from the memory of the thermal management system.

[0217] Wherein, the third temperature change coefficient is used to reflect the influence of the thermal management system on the temperature of the power battery, and the third temperature change coefficient is set by technicians according to actual situations, which is not limited in the embodiments of the present application.

[0218] Fourth, the vehicle-mounted terminal determines the first estimated temperature at which the power battery drops from the initial SOC to the first SOC based on the initial temperature, the first temperature change coefficient, the second temperature change coefficient, and the third temperature change coefficient.

[0219] In a possible implementation manner, the vehicle-mounted terminal fuses the first temperature change coefficient, the second temperature change coefficient, and the third temperature change coefficient to obtain a target temperature change coefficient. The vehicle-mounted terminal multiplies the target temperature change coefficient by the first estimated time and then adds the result to the initial temperature to obtain the first estimated temperature.

[0220] For example, the vehicle-mounted terminal determines the target temperature change coefficient through the following formula (9) and determines the first estimated temperature through the following formula (10).

[0221] K = K 1 + K 2 + K 3 (9)

[0222] T t+1 = T t+K×Δtime (10)

[0223] Among them, K represents the target temperature change coefficient, K 1 represents the first temperature change coefficient, K 2 represents the second temperature change coefficient, K 3 represents the third temperature change coefficient, T t+1 represents the first estimated temperature.

[0224] 308. The vehicle-mounted terminal determines the second maximum energy that the power battery can provide when the power battery is reduced from the first SOC to the second SOC based on the first SOC, the second SOC, the first available capacity, the first open-circuit voltage of the power battery at the first estimated temperature and the first SOC, and the state of health of the battery. The second SOC is less than the first SOC, and the SOC difference between the first SOC and the second SOC is the same as the SOC difference between the initial SOC and the first SOC.

[0225] Among them, the method for determining the second maximum energy in step 308 and the method for determining the first maximum energy in step 303 above belong to the same inventive concept. For the implementation process, refer to the relevant description in step 303 above, and details are not described here again.

[0226] 309. The vehicle-mounted terminal determines the second driving energy that the power battery can provide when the power battery is reduced from the first SOC to the second SOC based on the energy consumed by the initial internal resistance of the power battery when it is reduced from the first SOC to the second SOC and the second maximum energy.

[0227] Among them, the method for determining the second driving energy in step 308 and the methods for determining the first driving energy in steps 304 and 305 above belong to the same inventive concept. For the implementation process, refer to the relevant descriptions in steps 304 and 305 above, and details are not described here again.

[0228] It should be noted that the above steps 307-309 illustrate the second driving energy of the power battery during the process of determining that the power battery is reduced from the first SOC to the second SOC. In order to obtain the final complete estimated cruising range, the following steps need to be executed.

[0229] In a possible implementation, the in-vehicle terminal accumulates multiple driving energies corresponding to gradually reducing the power battery from the initial SOC to a preset SOC, and obtains the total driving energy that the power battery can provide when reducing from the initial SOC to the preset SOC. The preset SOC is the lowest SOC of the power battery. The in-vehicle terminal divides the total driving energy by the average energy consumption of the vehicle traveling a preset number of kilometers and then multiplies by the preset number of kilometers to obtain the target estimated cruising range of the vehicle. The target estimated cruising range is the estimated cruising range of the vehicle during the process of reducing the power battery from the initial SOC to the preset SOC.

[0230] Wherein, the preset SOC refers to the lowest SOC at which the power battery can provide energy outward. The preset SOC can either refer to the physically lowest SOC of the power battery, that is, 0%, or refer to a specific SOC, such as 10%. The preset SOC is set by technicians according to actual situations, and the embodiments of the present application do not limit this. Gradually reducing from the initial SOC to the preset SOC means that the power battery reduces by a unit SOC each time from the initial SOC (the SOC difference between the initial SOC and the first SOC, the SOC difference between the first SOC and the second SOC) until it reduces to the preset SOC. For example, if the initial SOC is 80%, the first SOC is 79%, the second SOC is 78%, and the preset SOC is 20%, then gradually reducing from the initial SOC to the preset SOC means that the SOC of the power battery is 80% - 79% - 78% - 77% - 76%......21% - 20%. One driving energy corresponds to one driving energy, and the driving energy is determined by the method provided in the above steps. The estimated cruising range is the above complete estimated cruising range.

[0231] For example, the in-vehicle terminal determines the total driving energy through the following formula (11).

[0232]

[0233] Wherein, E represents the total driving energy, and SOC 预设 represents the preset SOC.

[0234] It should be noted that the technical solution provided by the embodiments of the present application is applicable to the scenario where the vehicle has not started driving yet. For example, when the vehicle starts, the in-vehicle terminal starts to execute the above steps to determine the estimated cruising range, so as to provide a reference for the cruising range for the user, facilitate the user to decide whether to charge the vehicle, and improve the efficiency of human-computer interaction.

[0235] All the above optional technical solutions can be combined arbitrarily to form optional embodiments of the present application, which will not be elaborated here one by one.

[0236] Through the technical solution provided by the embodiments of the present application, the initial SOC of the power battery of the vehicle is determined. Based on the initial SOC of the power battery, the first SOC, the first available capacity, the first open-circuit voltage, and the state of health of the battery, the first maximum energy that the power battery can provide when decreasing from the initial SOC to the first SOC is determined. The first maximum energy matches the actual situation of the power battery, so the accuracy is relatively high. Based on the energy consumed by the initial internal resistance of the power battery when decreasing from the initial SOC to the first SOC and the first maximum energy, the first driving energy is determined. The accuracy of the first driving energy is relatively high, so the accuracy of the estimated cruising range determined by using the first driving energy subsequently is relatively high.

[0237] Figure 4 is a schematic structural diagram of a device for determining driving energy provided by the embodiments of the present application. Refer to Figure 4 The device includes: an initial SOC determination module 401, a maximum energy determination module 402, and a driving energy determination module 403.

[0238] The initial SOC determination module 401 is configured to determine the initial SOC of the power battery of the vehicle.

[0239] The maximum energy determination module 402 is configured to determine the first maximum energy that the power battery can provide when decreasing from the initial SOC to the first SOC based on the initial SOC of the power battery, the first SOC, the first available capacity at the initial temperature, the first open-circuit voltage at the initial temperature and the initial SOC, and the state of health of the battery, where the first SOC is less than the initial SOC.

[0240] The driving energy determination module 403 is configured to determine the first driving energy that the power battery can provide when decreasing from the initial SOC to the first SOC based on the energy consumed by the initial internal resistance of the power battery when decreasing from the initial SOC to the first SOC and the first maximum energy. The first driving energy is used to determine the estimated cruising range of the vehicle.

[0241] In a possible implementation manner, the initial SOC determination module 401 is configured to determine the initial SOC of the power battery based on the second available capacity of the power battery of the vehicle at a preset temperature, the first available capacity at the initial temperature, and the absolute SOC at the initial temperature, where the absolute SOC at the initial temperature is based on the available capacities of the power battery at the preset temperature and the initial temperature.

[0242] In a possible implementation manner, the initial SOC determination module 401 is configured to determine the available SOC window of the power battery at the initial temperature based on the second available capacity and the first available capacity. Based on the absolute SOC and the available SOC window, the initial SOC of the power battery is determined.

[0243] In a possible implementation manner, the initial SOC determination module 401 is configured to obtain a difference in available capacity by taking a difference between the second available capacity and the first available capacity. Divide the difference in available capacity by the second available capacity and then multiply by a preset value to obtain the available SOC window. Subtract the absolute SOC from the available SOC window to obtain a first difference. Subtract the preset value from the available SOC window to obtain a second difference. Divide the first difference by the second difference and then multiply by the preset value to obtain the initial SOC.

[0244] In a possible implementation manner, the maximum energy determination module 402 is configured to fuse the initial SOC, the first open-circuit voltage, the first available capacity, and the battery health state to obtain a first energy determination parameter. Determine the first maximum energy based on a difference between the initial SOC and the first SOC and the first energy determination parameter.

[0245] In a possible implementation manner, the driving energy determination module 403 is configured to subtract the initial internal resistance consumption energy from the first maximum energy to obtain the first driving energy. Alternatively, subtract the initial internal resistance consumption energy from the first maximum energy and then multiply by an energy conversion coefficient to obtain the first driving energy. Alternatively, subtract a preset consumption energy from the initial internal resistance consumption energy to obtain a reference loss energy. Subtract the reference loss energy from the first maximum energy to obtain the first driving energy.

[0246] In a possible implementation manner, the device further includes:

[0247] An internal resistance consumption energy determination module, configured to determine a root mean square current corresponding to the power battery at the initial SOC. Based on the first available capacity and the root mean square current, determine a first estimated time for the power battery to decrease from the initial SOC to the first SOC. Based on the initial SOC and the initial temperature, determine an initial internal resistance value of the power battery. Based on the root mean square current, the first estimated time, and the initial internal resistance value, determine the initial internal resistance consumption energy.

[0248] In a possible implementation manner, the internal resistance consumption energy determination module is configured to obtain a plurality of currents of the power battery, where one current corresponds to one historical acquisition moment. Determine the root mean square of the plurality of currents as the root mean square current. Alternatively, query in a first relationship table using the initial SOC to obtain the root mean square current, where the first relationship table stores a plurality of candidate SOCs and candidate root mean square currents corresponding to the candidate SOCs.

[0249] In a possible implementation, the internal resistance energy consumption determination module is configured to multiply the first available capacity by the difference between the initial SOC and the first SOC to obtain the reference available capacity of the power battery. Divide the reference available capacity by the root mean square current to obtain the first estimated time.

[0250] In a possible implementation, the device further includes:

[0251] The cruising range estimation module is configured to divide the first driving energy by the average energy consumption for the vehicle to travel a preset number of kilometers and then multiply by the preset number of kilometers to obtain the first estimated cruising range of the vehicle. The first estimated cruising range is the estimated cruising range of the vehicle during the process of the power battery decreasing from the initial SOC to the first SOC.

[0252] In a possible implementation, the device further includes:

[0253] The temperature determination module is configured to determine the first estimated temperature of the power battery when decreasing from the initial SOC to the first SOC based on the initial temperature, the root mean square current, the initial internal resistance value of the power battery, the initial temperature, the ambient temperature of the environment where the vehicle is located, and the thermal management system of the vehicle.

[0254] The maximum energy determination module 402 is further configured to determine the second maximum energy that the power battery can provide when decreasing from the first SOC to the second SOC based on the first SOC, the second SOC, the first available capacity, the first open circuit voltage of the power battery at the first estimated temperature and the first SOC, and the battery health state. The second SOC is less than the first SOC, and the SOC difference between the first SOC and the second SOC is the same as the SOC difference between the initial SOC and the first SOC.

[0255] The driving energy determination module 403 is further configured to determine the second driving energy that the power battery can provide when decreasing from the first SOC to the second SOC based on the initial internal resistance energy consumption of the power battery when decreasing from the first SOC to the second SOC and the second maximum energy.

[0256] In a possible implementation, the temperature determination module is configured to determine the first temperature change coefficient corresponding to the power battery based on the root mean square current and the initial internal resistance value of the power battery. Determine the second temperature change coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the environment where the vehicle is located. Obtain the third temperature change coefficient when the thermal management system of the vehicle performs thermal management on the power battery. Determine the first estimated temperature of the power battery when decreasing from the initial SOC to the first SOC based on the initial temperature, the first temperature change coefficient, the second temperature change coefficient, and the third temperature change coefficient.

[0257] In a possible implementation, the device further includes:

[0258] An estimated driving range module, configured to accumulate multiple driving energies corresponding to gradually reducing the power battery from the initial SOC to a preset SOC, to obtain the total driving energy that the power battery can provide when reducing from the initial SOC to the preset SOC, where the preset SOC is the lowest SOC of the power battery. Divide the total driving energy by the average energy consumption for the vehicle to travel a preset number of kilometers and then multiply by the preset number of kilometers to obtain the target estimated driving range of the vehicle, where the target estimated driving range is the estimated driving range of the vehicle during the process of reducing the power battery from the initial SOC to the preset SOC.

[0259] It should be noted that: when the driving energy determination device provided in the above embodiment determines the driving energy, only the division of the above functional modules is used for illustration. In actual application, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the computer device is divided into different functional modules to complete all or part of the functions described above. In addition, the driving energy determination device provided in the above embodiment and the driving energy determination method embodiment belong to the same concept, and the specific implementation process can be seen in the method embodiment, which will not be elaborated here.

[0260] Through the technical solution provided in the embodiment of the present application, the initial SOC of the power battery of the vehicle is determined. Based on the initial SOC, the first SOC, the first available capacity, the first open-circuit voltage, and the state of health of the battery of the power battery, the first maximum energy that the power battery can provide when reducing from the initial SOC to the first SOC is determined. The first maximum energy matches the actual situation of the power battery, so the accuracy is relatively high. Based on the energy consumed by the initial internal resistance of the power battery when reducing from the initial SOC to the first SOC and the first maximum energy, the first driving energy is determined. The accuracy of the first driving energy is relatively high, so the accuracy of the estimated driving range determined by using the first driving energy subsequently is relatively high.

[0261] The embodiment of the present application also provides a vehicle, Figure 5 which is a schematic structural diagram of a vehicle provided in the embodiment of the present application.

[0262] Generally, the vehicle 500 includes: one or more processors 501 and one or more memories 502.

[0263] The processor 501 may include one or more processing cores, such as a 4-core processor, a 5-core processor, etc. The processor 501 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor 501 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the wake state, also known as the CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 501 may be integrated with a GPU (Graphics Processing Unit), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 501 may further include an AI (Artificial Intelligence) processor, and the AI processor is used to process computational operations related to machine learning.

[0264] The memory 502 may include one or more computer-readable storage media, and the computer-readable storage media may be non-transitory. The memory 502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices and flash storage devices. In some embodiments, the non-transitory computer-readable storage media in the memory 502 is used to store at least one computer program, and the at least one computer program is used to be executed by the processor 501 to implement the method for determining driving energy provided in the method embodiments of the present application.

[0265] Those skilled in the art can understand that Figure 5 the structure shown in does not constitute a limitation on the vehicle 500, and it may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component layout.

[0266] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component, or a module. The chip may include a connected processor and a memory; wherein, the memory is used to store instructions, and when the processor calls and executes the instructions, the chip may execute the method for determining a driving energy provided in the above embodiments.

[0267] This embodiment also provides a computer-readable storage medium, in which computer program code is stored. When the computer program code runs on a computer, the computer is enabled to execute the above-related method steps to implement the method for determining a driving energy provided in the above embodiment.

[0268] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is enabled to execute the above-related steps to implement the method for determining a driving energy provided in the above embodiment.

[0269] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be elaborated here.

[0270] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and conciseness of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0271] In the embodiments provided in this application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0272] The above content is only the specific implementation manner of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed in this application, and all should be covered by the protection scope of this application. Therefore, the protection scope of this application should be subject to the protection scope of the claims.

Claims

1. A method for determining driving energy, characterized in that: The method comprises: Determine the initial SOC of the vehicle's power battery; Determine, based on the initial SOC of the power battery, a first SOC, a first available capacity at an initial temperature, a first open circuit voltage at the initial temperature and the initial SOC, and a battery health state, a first maximum energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC, the first SOC being less than the initial SOC; Based on the initial internal resistance consumption energy of the power battery when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, a first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC is determined, and the first driving energy is used to determine the estimated cruising range of the vehicle.

2. The method according to claim 1, characterized in that The determining of the initial SOC of the power battery of the vehicle includes: The initial SOC of the power battery is determined based on the second available capacity of the power battery of the vehicle at a preset temperature, the first available capacity at an initial temperature, and the absolute SOC at the initial temperature, wherein the absolute SOC at the initial temperature is based on the available capacity of the power battery at the preset temperature and the initial temperature.

3. The method according to claim 2, characterized in that The determining the initial SOC of the power battery based on the second available capacity of the power battery of the vehicle at a preset temperature, the first available capacity at an initial temperature, and the absolute SOC at the initial temperature includes: Determining an available SOC window of the power battery at the initial temperature based on the second available capacity and the first available capacity; Based on the absolute SOC and the available SOC window, an initial SOC of the power battery is determined.

4. The method according to claim 3, characterized in that The determining, based on the second available capacity and the first available capacity, the available SOC window of the power battery at the initial temperature includes: The difference between the second available capacity and the first available capacity is calculated to obtain an available capacity difference; the available capacity difference is divided by the second available capacity and then multiplied by a preset value to obtain the available SOC window; The determining the initial SOC of the power battery based on the absolute SOC and the available SOC window includes: The absolute SOC is subtracted from the available SOC window to obtain a first difference; the preset value is subtracted from the available SOC window to obtain a second difference; the first difference is divided by the second difference and then multiplied by the preset value to obtain the initial SOC.

5. The method according to claim 1, characterized in that The determining, based on the initial SOC, the first SOC, the first available capacity at the initial temperature, the first open circuit voltage at the initial temperature and the initial SOC, and the battery health state of the power battery, a first maximum energy that can be provided by the power battery when the initial SOC is reduced to the first SOC includes: The initial SOC, the first open circuit voltage, the first available capacity, and the battery health state are combined to obtain a first energy determination parameter; The first maximum energy is determined based on a difference between the initial SOC and the first SOC and the first energy determination parameter.

6. The method according to claim 1, characterized in that The determining, based on the initial internal resistance consumption energy of the power battery when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, a first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC includes: Subtracting the first maximum energy from the initial internal resistance consumption energy to obtain the first driving energy; Alternatively, the first maximum energy is subtracted from the energy consumed by the initial internal resistance, and the resultant is multiplied by an energy conversion coefficient to obtain the first driving energy; Alternatively, the initial internal resistance consumption energy is subtracted from the preset consumption energy to obtain a reference loss energy; and the first maximum energy is subtracted from the reference loss energy to obtain the first driving energy.

7. The method according to claim 1, characterized in that Before determining the first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, the method further includes: Determining a root mean square current of the power battery corresponding to the initial SOC; Determining a first estimated time for the power battery to decrease from the initial SOC to the first SOC based on the first available capacity and the root mean square current; Determining an initial internal resistance value of the power battery based on the initial SOC and the initial temperature; The initial internal resistance consumption energy is determined based on the root mean square current, the first estimated time, and the initial internal resistance value.

8. The method according to claim 1, characterized in that After determining the first driving energy that can be provided by the power battery when the power battery is reduced from the initial SOC to the first SOC based on the initial internal resistance consumption energy when the power battery is reduced from the initial SOC to the first SOC and the first maximum energy, the method further includes: Determining a first estimated temperature at which the power battery decreases from the initial SOC to the first SOC based on the initial temperature, a root mean square current corresponding to the initial SOC, an initial internal resistance value of the power battery, the initial temperature, an ambient temperature of an environment in which the vehicle is located, and a thermal management system of the vehicle; determining, based on the first SOC, the second SOC, the first available capacity, the first open circuit voltage of the power battery at the first estimated temperature and the first SOC, and the battery health state, a second maximum energy that can be provided by the power battery when the first SOC is reduced to the second SOC, the second SOC being less than the first SOC and the SOC difference between the first SOC and the second SOC being the same as the SOC difference between the initial SOC and the first SOC; A second driving energy that can be provided by the power battery when the power battery is reduced from the first SOC to the second SOC is determined based on the initial internal resistance consumption energy when the power battery is reduced from the first SOC to the second SOC and the second maximum energy.

9. The method according to claim 8, characterized in that The determining, based on the initial temperature, the root mean square current, the initial internal resistance of the power battery, the initial temperature, the ambient temperature of the environment in which the vehicle is located, and the thermal management system of the vehicle, a first estimated temperature at which the power battery is reduced from the initial SOC to the first SOC includes: Determining a first temperature variation coefficient corresponding to the power battery based on the root mean square current and an initial internal resistance value of the power battery; Determining a second temperature variation coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the environment in which the vehicle is located; Obtaining a third temperature variation coefficient when the thermal management system of the vehicle performs thermal management on the power battery; A first estimated temperature at which the power battery decreases from the initial SOC to the first SOC is determined based on the initial temperature, the first temperature variation coefficient, the second temperature variation coefficient, and the third temperature variation coefficient.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method for determining the driving energy as described in any one of claims 1 to 9.

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