Method for determining driving energy and vehicle

Abstract

The application 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 application, the initial SOC of the power battery of the vehicle is determined. The first maximum energy that can be provided by the power battery when the initial SOC is reduced 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 situation of the power battery, and thus the accuracy is high. The first driving energy is determined based on the initial internal resistance consumption energy of the power battery when the initial SOC is reduced 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 cruising range determined by the first driving energy is high.

Description

Technical Field

[0001] This 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 Technology

[0002] With societal development, the number of electric vehicles is increasing. Electric vehicles are powered by batteries, and to help users understand whether their electric vehicles need charging, they display the remaining driving range.

[0003] In related technologies, the estimated driving range of electric vehicles 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 a power battery can provide is affected by factors such as temperature and internal resistance, which means that the actual driving energy that a power battery can provide is usually less than its rated capacity, resulting in a lower accuracy of the estimated driving range.

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

[0006] This 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] On the one hand, a method for determining driving energy is provided, the method comprising:

[0008] Determine the initial state of charge (SOC) of the vehicle's power battery;

[0009] Based on the initial SOC, first SOC, first available capacity at an initial temperature, first open-circuit voltage at the initial temperature and the initial SOC, and battery health status of the power battery, a first maximum energy that the power battery can provide when reduced from the initial SOC to the first SOC is determined, wherein the first SOC is less than the initial SOC;

[0010] Based on the initial internal resistance energy consumed by the power battery as it decreases from the initial SOC to the first SOC and the first maximum energy, a first driving energy that the power battery can provide as it decreases from the initial SOC to the first SOC is determined, and the first driving energy is used to determine the estimated driving range of the vehicle.

[0011] In one possible implementation, determining the initial state of charge (SOC) of the vehicle's power battery includes:

[0012] The initial SOC of the power battery is determined based on 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, 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 one possible implementation, determining the initial SOC of the power battery based on the second usable capacity at a preset temperature, the first usable capacity at an initial temperature, and the absolute SOC at the initial temperature includes:

[0014] Based on the second available capacity and the first available capacity, the available SOC window of the power battery at the initial temperature is determined;

[0015] The initial SOC of the power battery is determined based on the absolute SOC and the available SOC window.

[0016] In one possible implementation, 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 used to obtain the 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] Determining the initial SOC of the power battery based on the absolute SOC and the available SOC window includes:

[0019] 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 and the second difference and multiply by the preset value to obtain the initial SOC.

[0020] In one possible implementation, determining the first maximum energy that the power battery can provide from the initial SOC to the first SOC, based on the initial SOC, a first SOC, a first usable capacity at an initial temperature, a first open-circuit voltage at the initial temperature and the initial SOC, and the battery health state, includes:

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

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

[0023] In one possible implementation, determining the first driving energy that the power battery can provide when the initial internal resistance of the power battery decreases from the initial SOC to the first SOC, based on the energy consumed by the power battery as it decreases from the initial SOC to the first SOC and the first maximum energy, includes:

[0024] Subtracting the first maximum energy from the energy consumed by the initial internal resistance, we obtain the first driving energy;

[0025] Alternatively, the first driving energy can be obtained by subtracting the first maximum energy from the energy consumed by the initial internal resistance and then multiplying the result by the energy conversion coefficient.

[0026] Alternatively, the reference loss energy can be obtained by subtracting the initial internal resistance energy consumption from the preset energy consumption; the first driving energy can be obtained by subtracting the first maximum energy from the reference loss energy.

[0027] In one possible implementation, before determining the first driving energy that the power battery can provide when the initial SOC decreases to the first SOC based on the initial internal resistance energy consumed by the power battery as it decreases from the initial SOC to the first SOC and the first maximum energy, the method further includes:

[0028] Determine the root mean square current of the power battery corresponding to the initial state of charge (SOC);

[0029] Based on the first available capacity and the root mean square current, determine the first estimated time for the power battery to decrease from the initial SOC to the first SOC.

[0030] Based on the initial SOC and the initial temperature, the initial internal resistance value of the power battery is determined;

[0031] Based on the root mean square current, the first estimated time, and the initial internal resistance value, the energy consumed by the initial internal resistance is determined.

[0032] In one possible implementation, determining the root mean square current of the power battery corresponding to the initial state of charge (SOC) includes:

[0033] Multiple currents of the power battery are acquired, with each current corresponding to a historical acquisition time; the root mean square of the multiple currents is determined as the root mean square current.

[0034] Alternatively, the initial SOC can be used to query the first relational table to obtain the root mean square current. The first relational table stores multiple candidate SOCs and their corresponding candidate root mean square currents.

[0035] In one possible implementation, determining the 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 includes:

[0036] The reference available capacity of the power battery is obtained by multiplying the first available capacity by the difference between the initial SOC and the first SOC.

[0037] The first estimated time is obtained by dividing the reference available capacity by the root mean square current.

[0038] In one possible implementation, after determining the first driving energy that the power battery can provide when the initial SOC decreases to the first SOC based on the initial internal resistance energy consumed by the power battery as it decreases from the initial SOC to the first SOC and the first maximum energy, the method further includes:

[0039] Divide the first driving energy by the average energy consumption of the vehicle traveling a preset number of kilometers, and then multiply the result by the preset number of kilometers to obtain the first estimated driving range of the vehicle. The first estimated driving range is the estimated driving range of the vehicle during the process of the power battery decreasing from the initial SOC to the first SOC.

[0040] In one possible implementation, after determining the first driving energy that the power battery can provide when the initial SOC decreases to the first SOC based on the initial internal resistance energy consumed by the power battery as it decreases from the initial SOC to the first SOC and the first maximum energy, the method further includes:

[0041] 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 vehicle's thermal management system, a first estimated temperature is determined for the power battery to decrease from the initial SOC to the first SOC.

[0042] 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 status, the second maximum energy that the power battery can provide when the first SOC is reduced to the second SOC is determined, wherein 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.

[0043] Based on the initial internal resistance energy consumed by the power battery as it decreases from the first SOC to the second SOC and the second maximum energy, the second driving energy that the power battery can provide when it decreases from the first SOC to the second SOC is determined.

[0044] In one possible implementation, determining the 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 vehicle's environment, and the vehicle's thermal management system includes:

[0045] Based on the root mean square current and the initial internal resistance of the power battery, the first temperature change coefficient corresponding to the power battery is determined.

[0046] Based on the initial temperature and the ambient temperature of the vehicle's environment, a second temperature change coefficient corresponding to the power battery is determined;

[0047] Obtain the third temperature change coefficient when the vehicle's thermal management system performs thermal management on the power battery;

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

[0049] In one possible implementation, after determining the second driving energy that the power battery can provide when the power battery decreases from the first SOC to the second SOC based on the initial internal resistance energy consumed when the power battery decreases from the first SOC to the second SOC and the second maximum energy, the method further includes:

[0050] The driving energy corresponding to the gradual reduction of the power battery from the initial SOC to the preset SOC is accumulated to obtain the total driving energy that the power battery can provide from the initial SOC to the preset SOC. The preset SOC is the minimum SOC of the power battery.

[0051] Divide the total driving energy by the average energy consumption of the vehicle traveling a preset number of kilometers, and then multiply the result by the preset number of kilometers to obtain the target estimated driving range of the vehicle. The target estimated driving range is the estimated driving range of the vehicle during the process of the power battery decreasing from the initial SOC to the preset SOC.

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

[0053] Initial SOC determination module, used to determine the initial SOC of the vehicle's power battery;

[0054] The maximum energy determination module is used to determine, based on the initial SOC, first SOC, first available capacity at an initial temperature, first open-circuit voltage at the initial temperature and the initial SOC, and battery health status, the first maximum energy that the power battery can provide when the initial SOC is reduced to the first SOC, wherein the first SOC is less than the initial SOC;

[0055] A drive energy determination module is used to determine a first drive energy that the power battery can provide when the initial internal resistance of the power battery decreases from the initial SOC to the first SOC, based on the initial internal resistance energy consumed by the power battery when it decreases from the initial SOC to the first SOC and the first maximum energy. The first drive energy is used to determine the estimated driving 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 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.

[0057] In one possible implementation, the initial SOC determination module is used 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; and to determine the initial SOC of the power battery based on the absolute SOC and the available SOC window.

[0058] In one possible implementation, the initial SOC determination module is configured to: obtain an available capacity difference by taking the difference between the second available capacity and the first available capacity; divide the available capacity difference by the second available capacity and 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; and divide the first difference by the second difference and multiply by the preset value to obtain the initial SOC.

[0059] In one possible implementation, the maximum energy determination module is used 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; and to 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 one possible implementation, the drive energy determination module is used to subtract the first maximum energy from the initial internal resistance energy consumption to obtain the first drive energy; or, subtract the first maximum energy from the initial internal resistance energy consumption and multiply it by the energy conversion coefficient to obtain the first drive energy; or, subtract the initial internal resistance energy consumption from a preset energy consumption to obtain a reference loss energy; and subtract the first maximum energy from the reference loss energy to obtain the first drive energy.

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

[0062] An internal resistance energy consumption determination module is used to determine the root mean square current corresponding to the initial state of charge (SOC) of the power battery; based on the first available capacity and the root mean square current, determine 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, determine the initial internal resistance value of the power battery; and based on the root mean square current, the first estimated time, and the initial internal resistance value, determine the energy consumption of the initial internal resistance.

[0063] In one possible implementation, the internal resistance energy consumption determination module is used to acquire multiple currents of the power battery, with each current corresponding to a historical acquisition time; determine the root mean square (RMS) of the multiple currents as the RMS current; or, use the initial SOC to query a first relational table to obtain the RMS current, where the first relational table stores multiple candidate SOCs and candidate RMS currents corresponding to the candidate SOCs.

[0064] In one 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 the reference available capacity of the power battery; and to divide the reference available capacity by the root mean square current to obtain the first estimated time.

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

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

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

[0068] The temperature determination module is used to 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 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 vehicle's thermal management system.

[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 status, the second maximum energy that the power battery can provide when the SOC drops from the first SOC to the second SOC, wherein 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;

[0070] The drive energy determination module is further configured to determine the second drive energy that the power battery can provide when the power battery decreases from the first SOC to the second SOC based on the initial internal resistance energy consumed by the power battery when it decreases from the first SOC to the second SOC and the second maximum energy.

[0071] In one possible implementation, the temperature determination module is configured to: determine a 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 a second temperature change coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the vehicle's environment; obtain a third temperature change coefficient when the vehicle's thermal management system performs thermal management on the power battery; and determine a first estimated temperature at which the power battery decreases from the initial state of charge (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.

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

[0073] The driving range estimation module is used to accumulate multiple driving energies corresponding to the gradual reduction of the power battery from the initial SOC to a preset SOC, to obtain the total driving energy that the power battery can provide from the initial SOC to the preset SOC, where the preset SOC is the lowest SOC of the power battery; the total driving energy is divided by the average energy consumption of the vehicle traveling a preset number of kilometers, and then multiplied 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 the power battery reducing from the initial SOC to the preset SOC.

[0074] On one hand, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the operations performed by the method for determining the driving energy.

[0075] On one hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored therein, the program code being loaded and executed by a processor to implement the operations performed by the method for determining the driving energy.

[0076] The technical solution provided in this application determines the initial SOC of a vehicle's power battery. Based on the initial SOC, first SOC, first available capacity, first open-circuit voltage, and battery health status, the first maximum energy that the power battery can provide when its initial SOC decreases to the first SOC is determined. This first maximum energy matches the actual condition of the power battery, thus ensuring high accuracy. The first driving energy is determined based on the initial internal resistance energy consumed when the power battery decreases from the initial SOC to the first SOC and the first maximum energy. The accuracy of the first driving energy is high, resulting in high accuracy for the subsequent estimated driving range determined using this first driving energy. Attached Figure Description

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

[0078] Figure 2 This is a flowchart of a method for determining driving energy provided in an embodiment of this application;

[0079] Figure 3 This is a flowchart of another method for determining driving energy provided in an embodiment of this application;

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

[0081] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0082] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0083] In the following text, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0084] In order to illustrate the technical solutions provided in the embodiments of this application, some terms involved in the embodiments of this application will be explained below.

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

[0086] The State of Charge (SOC) of a battery refers to the percentage of its rated capacity remaining. It reflects the battery's remaining capacity and indicates its ability to continue functioning. The SOC value ranges from 0 to 1. When SOC = 0, the battery is fully discharged and needs recharging; when SOC = 1, the battery is fully charged.

[0087] The State of Health (SOH) of a battery refers to its performance state relative to a new battery during its lifespan. SOH is typically expressed as a percentage and reflects the battery's health from its initial state to the end of its lifespan. In some embodiments, the SOH is determined as the ratio between the battery's actual capacity and its rated capacity.

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

[0089] The implementation environment of the embodiments of this application is described below. See also... Figure 1 The implementation environment of the method for determining driving energy provided in this application embodiment includes an on-board terminal 101 and a battery management system 102.

[0090] The vehicle terminal 101 is a terminal installed on the vehicle. 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 manage the power battery based on the collected data.

[0092] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application will be described below. The technical solutions provided by the embodiments of this application can be applied to vehicles equipped with power batteries. For example, the technical solutions provided by the embodiments of this application can be applied to electric vehicles and also to hybrid electric vehicles. The embodiments of this application do not limit this application.

[0093] When the technical solution provided in this application is applied to a hybrid electric vehicle, it can determine the driving energy that the battery can provide in pure electric mode (EV mode), and thus use the driving energy to determine the estimated driving range of the hybrid electric vehicle in pure electric mode. When the technical solution provided in this application is applied to a pure electric vehicle, it can directly determine the driving energy that the battery can provide, and thus use the driving energy to determine the estimated driving range of the pure electric vehicle.

[0094] After introducing the implementation environment and application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application are described below. (See also...) Figure 2 Taking the vehicle-mounted terminal as the executing entity as an example, the method includes the following steps.

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

[0096] The initial SOC can be considered as the current SOC of the power battery.

[0097] 202. Based on the initial SOC, first SOC, first available capacity at an initial temperature, first open-circuit voltage at the initial temperature and the initial SOC, and battery health status of the power battery, the vehicle terminal determines the first maximum energy that the power battery can provide when the initial SOC is reduced to the first SOC, wherein the first SOC is less than the initial SOC.

[0098] The initial temperature refers to the current temperature of the power battery. The difference between the initial SOC and the first SOC is typically expressed in units of SOC. Correspondingly, the first maximum energy refers to the maximum energy that the power battery can release by decreasing its SOC by one unit from the initial SOC. The unit SOC is set by technicians according to actual conditions, such as 1%, etc. This application embodiment does not limit this setting. Temperature affects not only the usable capacity of the power battery but also its open-circuit voltage. 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 when fully charged is not directly used. Instead, the first open-circuit voltage is used to improve the accuracy of the determined first maximum energy.

[0099] 203. The vehicle terminal determines the first driving energy that the power battery can provide when the initial internal resistance of the power battery decreases from the initial SOC to the first SOC and the first maximum energy, based on the initial internal resistance energy consumption of the power battery when the initial SOC decreases to the first SOC and the first maximum energy. The first driving energy is used to determine the estimated driving range of the vehicle.

[0100] Of the energy provided by the power battery, besides driving the vehicle, a portion is also consumed by the battery's internal resistance. Therefore, when determining the driving energy of the power battery, the energy consumed by internal resistance needs to be excluded. Furthermore, the internal resistance of the power battery is also affected by temperature. As the power battery decreases from its initial SOC, its temperature changes, and the amount of energy consumed by internal resistance varies for each decrease in SOC. In step 203 above, since the difference between the initial SOC and the first SOC is usually a unit SOC, it is assumed that the battery temperature remains constant as it decreases from the initial SOC to the first SOC. The first driving energy is the driving energy that the power battery can provide when decreasing from the initial SOC to the first SOC. The estimated driving range determined based on the first driving energy is the vehicle's driving range when the power battery decreases from the initial SOC to the first SOC.

[0101] The technical solution provided in this application determines the initial SOC of a vehicle's power battery. Based on the initial SOC, first SOC, first available capacity, first open-circuit voltage, and battery health status, the first maximum energy that the power battery can provide when its initial SOC decreases to the first SOC is determined. This first maximum energy matches the actual condition of the power battery, thus ensuring high accuracy. The first driving energy is determined based on the initial internal resistance energy consumed when the power battery decreases from the initial SOC to the first SOC and the first maximum energy. The accuracy of the first driving energy is high, resulting in high accuracy for the subsequent estimated driving range determined using this first driving energy.

[0102] It should be noted that steps 201-203 above are a simplified explanation of the method for determining the driving energy provided in the embodiments of this application. The method for determining the driving energy provided in the embodiments of this application will be described in more detail below with some examples. See [link to relevant documentation]. Figure 3 Taking the vehicle-mounted terminal as the executing entity as an example, the method includes the following steps.

[0103] 301. The vehicle 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, 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.

[0104] The preset temperature refers to the standard operating temperature of the power battery. The rated capacity and discharge capacity parameters marked on the power battery are usually obtained by testing the power battery at the standard operating temperature. The preset temperature is set by technicians according to actual conditions, such as 25°C, etc., and this application embodiment does not limit this. The second usable capacity refers to the usable capacity of the power battery at the preset temperature, and the first usable capacity refers to the usable capacity of the power battery at the initial temperature. The difference between the usable 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 varies 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, the absolute SOC refers to the SOC of the power battery at the preset temperature when the SOC change to 0 at the initial temperature. For example, if the usable capacity of the power battery at 25°C (preset temperature) is 100Ah and the usable capacity at 10°C (initial temperature) is 80Ah, then when the SOC calculated based on 25°C is 20%, it cannot continue to discharge at 10°C, and the actual SOC at this time is 0. Therefore, 20% SOC is the minimum SOC calculated based on the usable capacity at 25°C, which is also 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 typically 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 among the module temperatures of the multiple battery modules can be determined as the initial temperature. This application embodiment does not limit this.

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

[0106] The battery management system can collect and store relevant data of the power battery. When executing the technical solution provided in the embodiments of this application, the vehicle terminal can directly obtain the required data from the battery management system.

[0107] In this implementation, the vehicle terminal obtains the required data from the battery management system, resulting in high data acquisition efficiency.

[0108] Another implementation of step 301 described above will be described below.

[0109] In one possible implementation, the vehicle terminal substitutes the preset temperature into the first relational data to obtain the second usable capacity of the power battery at the preset temperature. The vehicle terminal then substitutes the initial temperature into the first relational data to obtain the first usable capacity of the power battery at the initial temperature. Finally, the vehicle terminal substitutes the initial temperature into the second relational data to obtain the absolute SOC of the power battery at the initial temperature.

[0110] The first relationship data represents the relationship between temperature and available capacity. Substituting the temperature into the first relationship data yields the corresponding available capacity. The first relationship data is obtained by fitting multiple temperatures and their corresponding available capacities. The second relationship data represents the correspondence between the initial temperature and the absolute state of charge (SOC). This second relationship data is obtained by fitting the available capacity of the power battery at a preset temperature.

[0111] In this implementation, by substituting the preset temperature and the initial temperature into the first relational data, the corresponding second available capacity and first available capacity can be obtained. By substituting the initial temperature into the second relational data, the absolute SOC of the power battery at that initial temperature can be obtained, resulting in high efficiency in determining the second available capacity, the first available capacity, and the absolute SOC.

[0112] 302. The vehicle terminal determines 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 an initial temperature, and the absolute SOC at that initial temperature.

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

[0114] In one possible implementation, the vehicle 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. The vehicle terminal determines the initial SOC of the power battery based on the absolute SOC and the available SOC window.

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

[0116] In this implementation, 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, resulting in high accuracy of the initial SOC.

[0117] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0118] The first part involves the vehicle terminal determining 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 one possible implementation, the vehicle terminal calculates the available capacity difference by taking the difference between the second available capacity and the first available capacity. The vehicle terminal then divides this available capacity difference by the second available capacity and multiplies it by a preset value to obtain the available SOC window.

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

[0121]

[0122] Where WinSOC indicates the availability of the SOC window, C 25℃ This indicates the second available capacity, and 25°C is the preset temperature. t This indicates the first available capacity.

[0123] The second part involves the vehicle terminal determining the initial SOC of the power battery based on the absolute SOC and the available SOC window.

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

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

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

[0127]

[0128] Among them, SOC 初始 Represents the initial SOC, SOC 绝对 This indicates the absolute SOC, with 100% being the default value.

[0129] Another implementation of step 302 described above will be described below.

[0130] In one possible implementation, the vehicle terminal inputs the second available capacity, the first available capacity, and the absolute SOC into a SOC determination model. The SOC determination model then extracts features from the second available capacity, the first available capacity, and the absolute SOC to obtain initial SOC determination features. The vehicle terminal then maps these initial SOC determination features using the SOC determination model to obtain the initial SOC of the power battery.

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

[0132] In this implementation, the second available capacity, the first available capacity, and the absolute SOC are directly input into the SOC determination model to obtain the corresponding initial SOC, resulting in high efficiency in determining the initial SOC.

[0133] For example, the vehicle terminal inputs the second available capacity, the first available capacity, and the absolute SOC into the SOC determination model. The SOC determination model then performs multiple full connections on the second available capacity, the first available capacity, and the absolute SOC to obtain the initial SOC determination feature. The vehicle terminal then uses the SOC determination model to perform full connections and normalization on the initial SOC determination feature 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 through the methods provided in steps 301-302 above, other methods can also be used to determine the initial SOC of the power battery, and this application embodiment does not limit this method.

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

[0136] The difference between the initial SOC and the first SOC is typically expressed as a unit SOC. Correspondingly, the first maximum energy refers to the maximum energy that the power battery can release by reducing its SOC by a unit SOC from the initial SOC. Since the power battery has internal resistance, which consumes energy while providing energy, the first maximum energy is not the driving energy the power battery can provide from the initial SOC to the first SOC. The unit SOC is set by technicians according to actual conditions, such as 1%, etc., and this application does not limit this setting. Open circuit voltage (OCV) refers to the potential difference across the power source when there is no current flowing in the circuit. In other words, open circuit voltage is an inherent property of the power battery and is independent of the load. Temperature affects not only the usable capacity of the power battery but also its open circuit voltage. Furthermore, the open circuit voltage is also affected by the power battery's SOC. Therefore, when determining the first maximum energy, the open circuit voltage of the power battery at a preset temperature and at full charge is not directly used; instead, the first open circuit voltage is used to improve the accuracy of the determined first maximum energy.

[0137] In one possible implementation, the vehicle terminal fuses the initial SOC, the first open-circuit voltage, the first available capacity, and the battery health state to obtain a first energy determination parameter. Based on the difference between the initial SOC and the first SOC, and the first energy determination parameter, the vehicle terminal determines the first maximum energy.

[0138] The first energy determination parameter is used to represent the maximum energy that the power battery can release for each unit decrease in SOC at the initial temperature and the initial SOC.

[0139] In this implementation, the initial SOC, first open-circuit voltage, first available capacity, and battery health state are combined to obtain a first energy determination parameter. Multiplying this first energy determination parameter by the difference between the initial SOC and the first SOC yields the maximum energy that the power battery can release when the initial SOC decreases to the first SOC. The determination process of the first maximum energy takes into account the effects of temperature and SOC, resulting in a high accuracy of the determined first maximum energy.

[0140] For example, the vehicle terminal multiplies 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 integrates the first energy determination parameter with the initial SOC as the lower limit of integration and the first SOC as the upper limit of integration to obtain the first maximum energy.

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

[0142]

[0143] Where, ΔE max Indicates the first maximum energy. The first open-circuit voltage is indicated by SOH, and the state of battery health is indicated by SOC. 第一 T represents the first SOC. t Indicates the initial temperature. This represents the first energy determination parameter.

[0144] To provide a clearer explanation of the above embodiments, the method for determining the first open-circuit voltage in the above embodiments will be described 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 look up the first open-circuit voltage in the second relation table. Alternatively, the vehicle terminal substitutes the initial temperature and the initial SOC into the second relation data to obtain the first open-circuit voltage.

[0147] The second relationship table stores the correspondence between temperature, SOC, and open-circuit voltage. This table contains multiple temperatures, multiple SOCs, and the corresponding open-circuit voltages for each temperature and SOC. By querying the second relationship table using temperature and SOC, the corresponding open-circuit voltage can be obtained. The second relationship data represents the correspondence between temperature, SOC, and open-circuit voltage. This second relationship data is obtained by fitting multiple temperatures, multiple SOCs, and the corresponding open-circuit voltages for each temperature and SOC; the second relationship data is a relationship function.

[0148] 304. The vehicle terminal determines the energy consumed by the initial internal resistance of the power battery as it decreases from the initial SOC to the first SOC.

[0149] The initial internal resistance energy consumption refers to the energy consumed by the internal resistance heating of the power battery.

[0150] In one possible implementation, the vehicle terminal determines the root-mean-square (RMS) current of the power battery corresponding to the initial state of charge (SOC). Based on the first available capacity and the RMS current, 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 initial SOC and the initial temperature, the vehicle terminal determines the initial internal resistance value of the power battery. Based on the RMS current, the first estimated time, and the initial internal resistance value, the vehicle terminal determines the energy consumed by the initial internal resistance.

[0151] The root mean square (RMS) current can be considered as the average current of the power battery during the process of decreasing from the initial state of charge (SOC) to the first state of charge (SOC). Different SOCs correspond to different RMS currents. The first estimated time is the time required for the power battery to decrease from the initial SOC to the first SOC when discharging at the RMS current. The internal resistance of the power battery is not a constant value but is related to both the SOC and temperature. Therefore, before determining the energy consumed by the initial internal resistance, the initial internal resistance value is determined based on the initial SOC and initial temperature. The energy consumed by the initial internal resistance refers to the total energy consumed by the internal resistance during the process of decreasing the power battery from the initial SOC to the first SOC.

[0152] In this implementation, the root-mean-square (RMS) current corresponding to the initial state of charge (SOC) is determined. Using the first available capacity and this RMS current, the first estimated time is determined, and the accuracy of the first estimated time is relatively high. Based on the initial SOC and initial temperature, the initial internal resistance value of the power battery is determined. Based on the RMS current, the first estimated time, and the initial internal resistance value, the energy consumed by the initial internal resistance is determined. The energy consumed by the initial internal resistance is close to the actual energy consumed by the internal resistance, and the accuracy is relatively high.

[0153] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

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

[0155] In one possible implementation, the vehicle-mounted terminal acquires multiple currents from the power battery, with each current corresponding to a historical acquisition time. The vehicle-mounted terminal then determines the root mean square (RMS) current from these multiple currents.

[0156] The historical data collection time refers to the current collected during vehicle operation before the power battery reaches its initial state of charge (SOC). In other words, these multiple currents are historically collected currents, not the current of the power battery. This is because the technical solution provided in this application is used to predict the estimated driving range of the vehicle. The vehicle may not have started driving yet, so the root mean square current is determined directly using the multiple historically collected currents. Subsequently, the driving range can be directly estimated using the root mean square current.

[0157] In this implementation, the root mean square current is determined by using multiple currents collected at historical acquisition times, resulting in high efficiency in determining the root mean square current.

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

[0159]

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

[0161] The following describes another implementation of the first part described above.

[0162] In one possible implementation, the vehicle terminal uses the initial SOC to query a first relational table to obtain the root mean square current. The first relational table stores multiple candidate SOCs and their corresponding candidate root mean square currents.

[0163] The first relationship table stores multiple State of Charge (SOC) and their corresponding root-mean-square (RMS) currents. The RMS currents corresponding to different SOCs are typically different. In some embodiments, SOC and RMS current are positively correlated; that is, a higher SOC results in a larger RMS current, and a lower SOC results in a smaller RMS current. This first relationship table is calibrated by a technician based on actual conditions, and this application embodiment does not limit this.

[0164] In this implementation, the corresponding root mean square current can be obtained by querying the first relation table using the initial SOC, which has a high efficiency in determining the root mean square current.

[0165] Based on the above implementation, optionally, if the initial SOC does not exist in the first relational table, the vehicle terminal determines a first reference SOC and a second reference SOC in the first relational table. The first reference SOC and the second reference SOC are the SOCs closest to the initial SOC, with the first reference SOC being greater than the initial SOC and the second reference SOC being 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 relational table as the root-mean-square current corresponding to the initial SOC.

[0166] The second part involves the vehicle terminal determining, based on the first available capacity and the root mean square current, the first estimated time for the power battery to decrease from the initial state of charge (SOC) to the first state of charge (SOC).

[0167] In one 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. The vehicle terminal then 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 the unit SOC. Multiplying the first available capacity by the unit SOC yields the unit available capacity, which is also the reference available capacity. In some embodiments, the unit SOC is 1%.

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

[0170]

[0171] Where Δtime is the first estimated time.

[0172] Part Three: Based on the initial SOC and the initial temperature, the vehicle terminal determines the initial internal resistance value of the power battery.

[0173] In one possible implementation, the vehicle terminal uses the initial temperature and the initial SOC to look up the initial internal resistance value in a third relation table.

[0174] 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. By querying the third relationship table using temperature and SOC, the corresponding internal resistance can be obtained.

[0175] Another implementation method of the third part described above will be described below.

[0176] In one possible implementation, the vehicle terminal substitutes the initial temperature and the initial SOC into the third relational data to obtain the initial internal resistance value.

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

[0178] Part Four: The vehicle 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 one possible implementation, the vehicle terminal multiplies the square of the root mean square current by 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 energy consumed by the initial internal resistance using the following formula (6).

[0181]

[0182] Where, ΔE 内阻 This indicates the energy consumed by the initial internal resistance. This represents the initial internal resistance value, which is the internal resistance value corresponding to the initial SOC and initial temperature.

[0183] 305. The vehicle terminal determines the first driving energy that the power battery can provide when the initial internal resistance of the power battery decreases from the initial SOC to the first SOC, based on the initial internal resistance energy consumption of the power battery when the initial SOC decreases to the first SOC and the first maximum energy, and the first driving energy is used to determine the estimated driving range of the vehicle.

[0184] Of the energy provided by the power battery, besides driving the vehicle, a portion is also consumed by the battery's internal resistance. Therefore, when determining the driving energy of the power battery, the energy consumed by internal resistance needs to be excluded. Furthermore, the internal resistance of the power battery is also affected by temperature. As the power battery decreases from its initial SOC, its temperature changes, and the amount of energy consumed by internal resistance varies for each decrease in SOC. In step 203 above, since the difference between the initial SOC and the first SOC is usually a unit SOC, it is assumed that the battery temperature remains constant as it decreases from the initial SOC to the first SOC. The first driving energy is the driving energy that the power battery can provide when decreasing from the initial SOC to the first SOC. The estimated driving range determined based on the first driving energy is the vehicle's driving range when the power battery decreases from the initial SOC to the first SOC.

[0185] In one possible implementation, the vehicle terminal subtracts the first maximum energy from the energy consumed by the initial internal resistance to obtain the first driving energy.

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

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

[0188] ΔE 驱动 =ΔE max -ΔE 内阻 (7)

[0189] Where, ΔE 驱动 This indicates the primary driving energy.

[0190] Another implementation of step 305 described above will be described below.

[0191] In one possible implementation, the vehicle terminal subtracts the first maximum energy from the energy consumed by the initial internal resistance and then multiplies it by the energy conversion coefficient to obtain the first driving energy.

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

[0193] Another implementation of step 305 described above will be described below.

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

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

[0196] 306. The on-board terminal determines the first estimated driving range of the vehicle during the process of the power battery decreasing from the initial SOC to the first SOC.

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

[0198] The preset distance is set by technicians according to actual conditions, such as 50km or 100km, and this application embodiment does not limit this. In this application embodiment, the average energy consumption is the average electricity consumption.

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

[0200] It should be noted that steps 301-306 above describe the first estimated driving range of the vehicle during the process of the power battery decreasing from the initial SOC to the first SOC. In order to further determine the complete estimated driving range of the vehicle, steps 307-309 below can also be performed. The complete estimated driving range refers to the estimated driving range of the vehicle during the process of the power battery decreasing 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 vehicle's thermal management system.

[0202] Because the internal resistance of the power battery generates heat during the process of decreasing from the initial SOC to the first SOC, the temperature of the power battery at the first SOC differs from its temperature at the initial SOC. The first estimated temperature is the predicted temperature of the power battery as 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 estimation of driving range, and the determination of driving energy is closely related to 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 its temperature is low and cool it when its temperature is high.

[0203] In one possible implementation, the vehicle terminal determines a first temperature variation coefficient for the power battery based on the root mean square current and the initial internal resistance of the power battery. The vehicle terminal determines a second temperature variation coefficient for the power battery based on the initial temperature and the ambient temperature of the vehicle's environment. The vehicle terminal obtains a third temperature variation coefficient when the vehicle's thermal management system performs thermal management on the power battery. Based on the initial temperature, the first temperature variation coefficient, the second temperature variation coefficient, and the third temperature variation coefficient, the vehicle terminal determines a first estimated temperature at which the power battery decreases from the initial state of charge (SOC) to the first state of charge (SOC).

[0204] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0205] The first part involves the vehicle terminal determining 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] The first temperature variation coefficient is a temperature variation coefficient related to the root mean square current and internal resistance.

[0207] In one possible implementation, the vehicle terminal determines the internal resistance temperature coefficient based on the initial internal resistance value. The vehicle terminal then 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 terminal substitutes the initial internal resistance value into the fourth relational data to obtain the internal resistance temperature coefficient. The vehicle terminal then multiplies the square of the root mean square current by the internal resistance temperature coefficient to obtain the first temperature change coefficient.

[0209] The fourth relational data is used to represent the relationship between the internal resistance value and the internal resistance temperature coefficient. The fourth relational data is a function, which is set by technicians according to the actual situation. This application embodiment does not limit this.

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

[0211] K1 = I 2 ×k (8)

[0212] Where K1 represents the first temperature change coefficient, and k represents the internal resistance temperature coefficient.

[0213] The second part involves the vehicle terminal determining the second temperature change coefficient corresponding to the power battery based on the initial temperature and the ambient temperature of the vehicle's environment.

[0214] In one possible implementation, the on-board terminal determines the difference between the initial temperature and the ambient temperature of the vehicle's environment as the second temperature change coefficient corresponding to the power battery.

[0215] Part Three: The vehicle terminal obtains the third temperature change coefficient when the vehicle's thermal management system performs thermal management on the power battery.

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

[0217] The third temperature variation coefficient is used to reflect the influence of the thermal management system on the temperature of the power battery. The third temperature variation coefficient is set by technicians according to the actual situation, and this application embodiment does not limit it.

[0218] Part Four: Based on the initial temperature, the first temperature change coefficient, the second temperature change coefficient, and the third temperature change coefficient, the vehicle terminal determines the first estimated temperature at which the power battery decreases from the initial SOC to the first SOC.

[0219] In one possible implementation, 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 a first estimated time and then adds it to the initial temperature to obtain the first estimated temperature.

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

[0221] K = K1 + K2 + K3 (9)

[0222] T t+1 =T t +K×Δtime (10)

[0223] Where K represents the target temperature change coefficient, K1 represents the first temperature change coefficient, K2 represents the second temperature change coefficient, K3 represents the third temperature change coefficient, and T... t+1 This indicates the first estimated temperature.

[0224] 308. 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 status, the vehicle terminal determines the second maximum energy that the power battery can provide when the first SOC is reduced to the second SOC, wherein 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] The method for determining the second maximum energy in step 308 is the same inventive concept as the method for determining the first maximum energy in step 303 above. The implementation process is described in the relevant description of step 303 above, and will not be repeated here.

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

[0227] The method of determining the second driving energy in step 308 is the same inventive concept as the method of determining the first driving energy in steps 304 and 305 above. The implementation process is described in the relevant descriptions of steps 304 and 305 above, and will not be repeated here.

[0228] It should be noted that steps 307-309 above describe the determination of the second driving energy of the power battery during the process of the power battery decreasing from the first SOC to the second SOC. In order to obtain the final complete estimated driving range, the following steps also need to be performed.

[0229] In one possible implementation, the vehicle terminal accumulates the driving energy corresponding to the gradual reduction of the power battery's SOC from the initial SOC to a preset SOC, obtaining the total driving energy that the power battery can provide from the initial SOC to the preset SOC, where the preset SOC is the lowest SOC of the power battery. The vehicle terminal divides this total driving energy by the average energy consumption of the vehicle traveling a preset number of kilometers, and then multiplies this by the preset number of kilometers to obtain the vehicle's target estimated driving range. This target estimated driving range is the estimated driving range of the vehicle during the process of the power battery reducing its SOC from the initial SOC to the preset SOC.

[0230] The preset SOC refers to the minimum SOC at which the power battery can provide energy. The preset SOC can refer to the physical minimum SOC of the power battery, i.e., 0%, or a specific SOC, such as 10%. This preset SOC is set by technicians based on actual conditions, and this application embodiment does not limit this. Gradually reducing the initial SOC to the preset SOC means that the power battery reduces its SOC by a unit SOC (the SOC difference between the initial SOC and the first SOC, or the SOC difference between the first SOC and the second SOC) each time until it reaches 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 the initial SOC to the preset SOC means that the power battery's SOC decreases according to the following sequence: 80% - 79% - 78% - 77% - 76%... 21% - 20%. One driving energy corresponds to one driving energy, which is determined using the method provided in the above steps. The estimated driving range is the complete estimated driving range described above.

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

[0232]

[0233] Where E represents the total driving energy, SOC 预设 This indicates the default SOC.

[0234] It should be noted that the technical solution provided in this application embodiment is applicable to scenarios where the vehicle has not yet started driving. For example, when the vehicle is started, the vehicle terminal begins to execute the above steps to determine the estimated driving range, thereby providing users with a reference for the driving range, making it easier for users to decide whether to charge the vehicle, and improving the efficiency of human-computer interaction.

[0235] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0236] The technical solution provided in this application determines the initial SOC of a vehicle's power battery. Based on the initial SOC, first SOC, first available capacity, first open-circuit voltage, and battery health status, the first maximum energy that the power battery can provide when its initial SOC decreases to the first SOC is determined. This first maximum energy matches the actual condition of the power battery, thus ensuring high accuracy. The first driving energy is determined based on the initial internal resistance energy consumed when the power battery decreases from the initial SOC to the first SOC and the first maximum energy. The accuracy of the first driving energy is high, resulting in high accuracy for the subsequent estimated driving range determined using this first driving energy.

[0237] Figure 4 This is a schematic diagram of the structure of a driving energy determination device provided in an embodiment of this application. See also... Figure 4 The device includes: an initial SOC determination module 401, a maximum energy determination module 402, and a drive energy determination module 403.

[0238] Initial SOC determination module 401 is used to determine the initial SOC of the vehicle's power battery.

[0239] The maximum energy determination module 402 is used to determine, based on the initial SOC, first SOC, first available capacity at an initial temperature, first open-circuit voltage at the initial temperature and the initial SOC, and battery health status, the first maximum energy that the power battery can provide when the initial SOC is reduced to the first SOC, wherein the first SOC is less than the initial SOC.

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

[0241] In one possible implementation, the initial SOC determination module 401 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 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.

[0242] In one possible implementation, the initial SOC determination module 401 is used 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. The initial SOC of the power battery is determined based on the absolute SOC and the available SOC window.

[0243] In one possible implementation, the initial SOC determination module 401 is used to obtain an available capacity difference by taking the difference between the second available capacity and the first available capacity. 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 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.

[0244] In one possible implementation, the maximum energy determination module 402 is used 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. Based on the difference between the initial SOC and the first SOC and the first energy determination parameter, the first maximum energy is determined.

[0245] In one possible implementation, the drive energy determination module 403 is used to subtract the first maximum energy from the initial internal resistance energy consumption to obtain the first drive energy. Alternatively, the first maximum energy is subtracted from the initial internal resistance energy consumption and then multiplied by the energy conversion coefficient to obtain the first drive energy. Alternatively, the initial internal resistance energy consumption is subtracted from a preset energy consumption to obtain a reference loss energy. The first maximum energy is then subtracted from the reference loss energy to obtain the first drive energy.

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

[0247] An internal resistance energy consumption determination module is used to determine the root-mean-square (RMS) current of the power battery corresponding to the initial state of charge (SOC). Based on the first available capacity and the RMS current, a first estimated time for the power battery to decrease from the initial SOC to the first SOC is determined. Based on the initial SOC and the initial temperature, the initial internal resistance value of the power battery is determined. Based on the RMS current, the first estimated time, and the initial internal resistance value, the energy consumption of the initial internal resistance is determined.

[0248] In one possible implementation, the internal resistance energy consumption determination module is used to acquire multiple currents of the power battery, with each current corresponding to a historical acquisition time. The root mean square (RMS) of these multiple currents is determined as the RMS current. Alternatively, the initial State of Charge (SOC) is used to query a first relational table to obtain the RMS current. This first relational table stores multiple candidate SOCs and their corresponding candidate RMS currents.

[0249] In one 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. The reference available capacity is then divided by the root mean square current to obtain the first estimated time.

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

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

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

[0253] The temperature determination module is used to determine the 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 vehicle's thermal management system.

[0254] The maximum energy determination module 402 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 status, the second maximum energy that the power battery can provide when the first SOC decreases to the second SOC, wherein 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 drive energy determination module 403 is further configured to determine the second drive energy that the power battery can provide when the power battery decreases from the first SOC to the second SOC based on the initial internal resistance energy consumed when the power battery decreases from the first SOC to the second SOC and the second maximum energy.

[0256] In one possible implementation, the temperature determination module is used to determine a 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. Based on the initial temperature and the ambient temperature of the vehicle's environment, it determines a second temperature change coefficient corresponding to the power battery. It then obtains a third temperature change coefficient when the vehicle's thermal management system performs thermal management on the power battery. Based on the initial temperature, the first temperature change coefficient, the second temperature change coefficient, and the third temperature change coefficient, it determines a first estimated temperature at which the power battery decreases from the initial state of charge (SOC) to the first state of charge (SOC).

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

[0258] The driving range estimation module is used to accumulate multiple driving energies corresponding to the gradual reduction of the power battery from the initial SOC to a preset SOC, to obtain the total driving energy that the power battery can provide from the initial SOC to the preset SOC, where the preset SOC is the lowest SOC of the power battery. This total driving energy is divided by the average energy consumption of the vehicle traveling a preset number of kilometers, and then multiplied by the preset number of kilometers to obtain the vehicle's target estimated driving range. This target estimated driving range is the estimated driving range of the vehicle during the process of the power battery reducing its SOC from the initial SOC to the preset SOC.

[0259] It should be noted that the drive energy determination device provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. In addition, the drive energy determination device and the drive energy determination method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0260] The technical solution provided in this application determines the initial SOC of a vehicle's power battery. Based on the initial SOC, first SOC, first available capacity, first open-circuit voltage, and battery health status, the first maximum energy that the power battery can provide when its initial SOC decreases to the first SOC is determined. This first maximum energy matches the actual condition of the power battery, thus ensuring high accuracy. The first driving energy is determined based on the initial internal resistance energy consumed when the power battery decreases from the initial SOC to the first SOC and the first maximum energy. The accuracy of the first driving energy is high, resulting in high accuracy for the subsequent estimated driving range determined using this first driving energy.

[0261] This application also provides a vehicle. Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

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

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

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

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

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

[0267] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, it causes the computer to execute the above-described related method steps to implement the method for determining driving energy provided in the above embodiment.

[0268] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to achieve a method for determining driving energy provided in the above embodiment.

[0269] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0270] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be 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 apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0272] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for determining driving energy, characterized in that, The method includes: Determine the initial state of charge (SOC) of the vehicle's power battery; Based on the initial SOC, first SOC, first available capacity at an initial temperature, first open-circuit voltage at the initial temperature and the initial SOC, and battery health status of the power battery, a first maximum energy that the power battery can provide when reduced from the initial SOC to the first SOC is determined, wherein the first SOC is less than the initial SOC; Based on the initial internal resistance energy consumed by the power battery as it decreases from the initial SOC to the first SOC and the first maximum energy, a first driving energy that the power battery can provide as it decreases from the initial SOC to the first SOC is determined, and the first driving energy is used to determine the estimated driving range of the vehicle. Based on the initial temperature, the root mean square current corresponding to the initial SOC, the initial internal resistance of the power battery, the ambient temperature of the vehicle's environment, and the vehicle's thermal management system, a first estimated temperature is determined for the power battery to decrease from the initial SOC to the first 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 status, the second maximum energy that the power battery can provide when the first SOC is reduced to the second SOC is determined, wherein 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. Based on the initial internal resistance energy consumed by the power battery as it decreases from the first SOC to the second SOC and the second maximum energy, the second driving energy that the power battery can provide when it decreases from the first SOC to the second SOC is determined.

2. The method according to claim 1, characterized in that, Determining the initial SOC of the vehicle's power battery includes: The initial SOC of the power battery is determined based on 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, 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 determination of the initial SOC of the power battery based on the second usable capacity at a preset temperature, the first usable capacity at an initial temperature, and the absolute SOC at the initial temperature includes: Based on the second available capacity and the first available capacity, the available SOC window of the power battery at the initial temperature is determined; The initial SOC of the power battery is determined based on the absolute SOC and the available SOC window.

4. The method according to claim 3, characterized in that, 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: The difference between the second available capacity and the first available capacity is used to obtain the 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; Determining the initial SOC of the power battery based on the absolute SOC and the available SOC window includes: 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 and the second difference and multiply by the preset value to obtain the initial SOC.

5. The method according to claim 1, characterized in that, The determination of the first maximum energy that the power battery can provide from the initial SOC to the first SOC, based on the initial SOC, first SOC, first usable capacity at an initial temperature, first open-circuit voltage at the initial temperature and the initial SOC, and battery health status, includes: The initial SOC, the first open-circuit voltage, the first available capacity, and the battery health status are combined to obtain the first energy determination parameter; The first maximum energy is determined based on the 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 step of determining the first driving energy that the power battery can provide when the initial internal resistance of the power battery decreases from the initial SOC to the first SOC, based on the energy consumed by the power battery when the initial SOC decreases to the first SOC and the first maximum energy, includes: Subtracting the first maximum energy from the energy consumed by the initial internal resistance, we obtain the first driving energy; Alternatively, the first driving energy can be obtained by subtracting the first maximum energy from the energy consumed by the initial internal resistance and then multiplying the result by the energy conversion coefficient. Alternatively, the reference loss energy can be obtained by subtracting the initial internal resistance energy consumption from the preset energy consumption; the first driving energy can be obtained by subtracting the first maximum energy from the reference loss energy.

7. The method according to claim 1, characterized in that, Before determining the first driving energy that the power battery can provide when the initial SOC decreases to the first SOC based on the initial internal resistance energy consumed when the power battery decreases from the initial SOC to the first SOC and the first maximum energy, the method further includes: Determine the root mean square current of the power battery corresponding to the initial state of charge (SOC); Based on the first available capacity and the root mean square current, determine 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 initial internal resistance value of the power battery is determined; Based on the root mean square current, the first estimated time, and the initial internal resistance value, the energy consumed by the initial internal resistance is determined.

8. The method according to claim 1, characterized in that, The step of determining a first estimated temperature for the power battery to decrease from the initial SOC to the first SOC based on the initial temperature, the root mean square current corresponding to the initial SOC, the initial internal resistance of the power battery, the ambient temperature of the vehicle's environment, and the vehicle's thermal management system includes: Based on the root mean square current and the initial internal resistance of the power battery, the first temperature change coefficient corresponding to the power battery is determined. Based on the initial temperature and the ambient temperature of the vehicle's environment, a second temperature change coefficient corresponding to the power battery is determined; Obtain the third temperature change coefficient when the vehicle's thermal management system performs thermal management on the power battery; Based on the initial temperature, the first temperature change coefficient, the second temperature change coefficient, and the third temperature change coefficient, a first estimated temperature at which the power battery decreases from the initial SOC to the first SOC is determined.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method for determining drive energy as described in any one of claims 1 to 8.

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