Method and device for predicting discharge time of vehicle

Abstract

The invention relates to the field of vehicle discharge prediction, in particular to a vehicle discharge time prediction method and device. According to the method, the calculated available discharge capacity can be ensured to be more accurate by acquiring the discharge capacity calculation strategy in the target discharge mode and combining the first charge level data of the vehicle battery in the target discharge mode and the second charge level data of the lower discharge limit of the vehicle battery; the limitation that the available electric quantity of a single battery cannot accurately reflect the remaining available energy of the vehicle is avoided. In combination with the available discharge capacity and the average discharge current, the remaining discharge time of the vehicle can be calculated more accurately, and the accuracy of discharge time estimation is improved. Therefore, the problem that the available electric quantity of a single battery cannot comprehensively reflect the residual energy of the vehicle is solved, the calculation accuracy of the residual discharge time is improved, the use efficiency of the battery is optimized, and the cruising ability of the vehicle and the user experience are improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle discharge prediction, and particularly to a method and device for predicting the discharge time of a vehicle. Background Art

[0002] When a hybrid vehicle discharges, it can discharge either in pure electric mode or charge and discharge the battery while the engine is starting. Since the discharge situation is affected by a complex combination of various factors such as the plug-in state, reserved mileage setting, whether engine charging is allowed, and the comparison between pure electric and fuel driving ranges, the remaining available energy of the vehicle cannot be accurately reflected by the single remaining battery power, thus making the calculation of the remaining discharge time of the vehicle inaccurate. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a method and device for predicting the discharge time of a vehicle to solve the problem that the remaining available energy of the vehicle cannot be accurately reflected by the available power of a single battery, resulting in inaccurate calculation of the remaining discharge time.

[0004] In a first aspect, embodiments of the present invention provide a method for predicting the discharge time of a vehicle, the method comprising:

[0005] Detecting a target discharge mode used by the vehicle during the current discharge process;

[0006] Obtaining a discharge amount calculation strategy corresponding to the target discharge mode, and obtaining first state of charge level data and second state of charge level data matching the target discharge mode, where the first state of charge level data is the state of charge level data of the vehicle battery, and the second state of charge level data is the state of charge level data at the lower limit of the vehicle battery discharge;

[0007] Calculating the available discharge amount of the vehicle in the target discharge mode based on the first state of charge level data, the second state of charge level data, and the discharge amount calculation strategy;

[0008] Calculating the remaining discharge time of the vehicle using the available discharge amount and the average discharge current, where the average discharge current is calculated based on the DC bus current flowing out of the battery pack within a preset time.

[0009] Further, the calculating the available discharge amount of the vehicle in the target discharge mode based on the first state of charge level data, the second state of charge level data, and the discharge amount calculation strategy includes:

[0010] If the target discharge mode is a non-plug-in discharge mode, calculating the first state of charge level data and the second state of charge level data according to the discharge amount calculation strategy to obtain the available discharge amount of the vehicle in the non-plug-in discharge mode.

[0011] Further, calculating the available discharge amount of the vehicle in the target discharge mode based on the first charge level data, the second charge level data, and the discharge amount calculation strategy includes:

[0012] If the target discharge mode is the plug-in gun discharge mode, then detect whether the vehicle has a reserved mileage and whether engine start-up for charging is set according to the discharge amount calculation strategy to obtain a detection result;

[0013] Based on the detection result, the first charge level data, and the second charge level data, calculate the available discharge amount of the vehicle in the target discharge mode.

[0014] Further, calculating the available discharge amount of the vehicle in the target discharge mode based on the detection result, the first charge level data, and the second charge level data includes:

[0015] If the detection result is that there is no reserved mileage and engine start-up for charging is not set, then calculate the available discharge amount based on the first charge level data and the second charge level data.

[0016] Further, calculating the available discharge amount of the vehicle in the target discharge mode based on the detection result, the first charge level data, and the second charge level data includes:

[0017] If the detection result is that there is no reserved mileage and engine start-up for charging is set, then obtain the current fuel quantity and the minimum reserved fuel quantity of the vehicle;

[0018] Calculate the current remaining pure electric energy based on the first charge level data and the second charge level data;

[0019] Calculate the first fuel quantity difference between the current fuel quantity of the vehicle and the minimum reserved fuel quantity, and take the product of the first fuel quantity difference and the preset fuel point conversion rate as the fuel conversion energy;

[0020] Calculate the available discharge amount by using the current remaining pure electric energy and the fuel conversion energy.

[0021] Further, calculating the available discharge amount of the vehicle in the target discharge mode based on the detection result, the first charge level data, and the second charge level data includes:

[0022] If the detection result is that there is a reserved mileage and engine start-up for charging is not set, then obtain the fuel endurance mileage and the pure electric endurance mileage of the vehicle, and compare the fuel endurance mileage and the pure electric endurance mileage to obtain a first comparison result;

[0023] Calculate the available discharge amount according to the first comparison result, the first charge level data, and the second charge level data.

[0024] Further, the calculating the available discharge amount according to the first comparison result, the first charge level data, and the second charge level data includes:

[0025] If the first comparison result is that the fuel endurance mileage is less than or equal to the pure - electric endurance mileage, calculate the reserved pure - electric endurance mileage based on the fuel endurance mileage, the pure - electric endurance mileage, and the reserved mileage;

[0026] Calculate the reserved pure - electric energy based on the reserved pure - electric endurance mileage and the average power consumption of the vehicle.

[0027] Calculate the available discharge amount based on the reserved pure - electric energy and the first charge level data.

[0028] Further, the calculating the available discharge amount according to the first comparison result, the first charge level data, and the second charge level data includes:

[0029] If the first comparison result is that the fuel endurance mileage is greater than the pure - electric endurance mileage, calculate the available discharge amount based on the first charge level data and the second charge level data.

[0030] Further, the calculating the available discharge amount of the vehicle in the target discharge mode based on the detection result, the first charge level data, and the second charge level data includes:

[0031] If the detection result is that there is reserved mileage and engine start - up for charging is set, obtain the fuel endurance mileage and the pure - electric endurance mileage of the vehicle, and compare the fuel endurance mileage and the pure - electric endurance mileage to obtain a second comparison result;

[0032] If the second comparison result is that the fuel endurance mileage is greater than the pure - electric endurance mileage, calculate the remaining pure - electric energy based on the first charge level data and the second charge level data.

[0033] Calculate the reserved fuel amount based on the fuel endurance mileage, the reserved mileage, and the average fuel consumption of the vehicle.

[0034] Calculate the sum value of the fuel amount between the lowest reserved fuel amount and the reserved fuel amount, calculate the second fuel amount difference between the current fuel amount and the sum value, and take the product of the second fuel amount difference and the preset fuel - point conversion rate as the fuel - converted energy.

[0035] Calculate the available discharge amount based on the pure electric remaining energy and the fuel conversion energy.

[0036] In a second aspect, an embodiment of the present invention provides a prediction device for the discharge time of a vehicle, the device comprising:

[0037] A detection module, configured to detect a target discharge mode used by the vehicle during the current discharge process;

[0038] An acquisition module, configured to acquire a discharge amount calculation strategy corresponding to the target discharge mode, and acquire first state of charge level data and second state of charge level data matching the target discharge mode, where the first state of charge level data is the state of charge level data of the vehicle battery, and the second state of charge level data is the state of charge level data of the lower limit of the vehicle battery discharge;

[0039] A first calculation module, configured to calculate the available discharge amount of the vehicle in the target discharge mode based on the first state of charge level data, the second state of charge level data, and the discharge amount calculation strategy;

[0040] A second calculation module, configured to calculate the remaining discharge time of the vehicle by using the available discharge amount and the average discharge current, where the average discharge current is calculated based on the DC bus current flowing out of the battery pack within a preset time.

[0041] In a third aspect, an embodiment of the present invention provides an electronic device, comprising: a memory and a processor, which are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to execute the method according to the first aspect or any corresponding embodiment thereof.

[0042] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, on which computer instructions are stored, and the computer instructions are used to cause a computer to execute the method according to the first aspect or any corresponding embodiment thereof.

[0043] By acquiring the discharge amount calculation strategy in the target discharge mode, and at the same time combining the first state of charge level data of the vehicle battery and the second state of charge level data of the lower limit of the vehicle battery discharge in the target discharge mode, the present application can ensure that the calculated available discharge amount is more accurate, and avoids the limitation that the available power of a single battery cannot accurately reflect the remaining available energy of the vehicle. By combining the available discharge amount and the average discharge current, the remaining discharge time of the vehicle can be calculated more accurately, improving the accuracy of the discharge time prediction. In this way, the problem that the available power of a single battery cannot comprehensively reflect the remaining energy of the vehicle is solved, the calculation accuracy of the remaining discharge time is improved, which helps to optimize the battery usage efficiency, and improves the endurance and user experience of the vehicle. Description of the Drawings

[0044] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0045] Figure 1 is a schematic flowchart of a method for predicting the discharge time of a vehicle according to some embodiments of the present invention;

[0046] Figure 2 is a schematic flowchart of another method for predicting the discharge time of a vehicle according to some embodiments of the present invention;

[0047] Figure 3 is a schematic flowchart of yet another method for predicting the discharge time of a vehicle according to some embodiments of the present invention;

[0048] Figure 4 is a schematic flowchart of yet another method for predicting the discharge time of a vehicle according to some embodiments of the present invention;

[0049] Figure 5 is a schematic flowchart of yet another method for predicting the discharge time of a vehicle according to some embodiments of the present invention;

[0050] Figure 6 is a structural block diagram of a device for predicting the discharge time of a vehicle according to an embodiment of the present invention;

[0051] Figure 7 is a schematic hardware structure diagram of an electronic device according to an embodiment of the present invention. Specific Embodiments

[0052] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of the present invention.

[0053] According to an embodiment of the present invention, a method and a device for predicting the discharge time of a vehicle are provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0054] In this embodiment, a method for predicting vehicle discharge time is provided. Figure 1 FIG. 1 is a flow chart of a method for predicting vehicle discharge time according to an embodiment of the present invention. Figure 1 As shown, the process includes the following steps:

[0055] Step S101 : detecting the target discharge mode currently used by the vehicle during the discharge process.

[0056] The method provided in the embodiments of the present application is applied to plug-in hybrid electric vehicles (PHEVs). PHEVs have a relatively large power battery that can be charged from an external power source. For daily short trips, PHEVs can operate in pure electric mode, which produces zero or very low emissions, is quiet, and effectively reduces operating costs. When the battery is low or a long-distance trip is required, the vehicle's fuel engine takes over, allowing continued driving like a traditional fuel vehicle. Its power system generally includes key components such as the engine, motor, battery, and transmission. The motor and engine can drive the vehicle independently or in tandem. An intelligent power management system flexibly switches drive modes based on various factors, such as driving scenario, vehicle speed, and battery level. For example, when starting and driving at low speeds, the motor is primarily used for driving, providing a smooth and fast acceleration experience. At high speeds or when high power output is required, the engine and motor can work together to provide strong power. Furthermore, during deceleration or braking, the vehicle can use an energy recovery system to convert some kinetic energy into electrical energy and store it in the battery, improving energy efficiency.

[0057] In this embodiment of the present application, for PHEV vehicles, the status of the vehicle's charging port is first checked to preliminarily determine the discharge mode. If the charging gun is not connected to the vehicle's charging port, the vehicle's current target discharge mode can be determined to be non-plug-in discharge. If the charging gun is connected, the vehicle is in the plug-in state.

[0058] Step S102, obtaining a discharge capacity calculation strategy corresponding to a target discharge mode, and obtaining first charge level data and second charge level data that match the target discharge mode, wherein the first charge level data is charge level data of the vehicle battery, and the second charge level data is charge level data of the lower limit of discharge of the vehicle battery.

[0059] In the embodiments of the present application, the first charge level data is actually the battery state of charge, which is used to indicate the percentage of the battery's current stored power as a percentage of the total battery capacity, clearly showing the battery's current power level. The second charge level data is the lower discharge limit state of charge, which is a set threshold value. Its function is to ensure that the battery does not over-discharge during discharge, thereby protecting the battery's performance and service life.

[0060] In the embodiments of the present application, due to the existence of different discharge methods, such as non-plug-in gun discharge and plug-in gun discharge, etc., corresponding discharge amount calculation strategies are respectively set in advance for these different discharge methods. When determining the available discharge amount of the vehicle currently, first, the target discharge method needs to be obtained, and then relevant data matching it, such as the state of charge of the battery, the lower limit state of charge for discharge, and at the same time, relevant data such as the fuel amount, reserved bottom oil, reserved fuel amount, and fuel-electricity conversion rate involved in different discharge amount calculation strategies are also obtained, and the corresponding discharge amount calculation strategy is obtained, so as to calculate the available discharge amount of the vehicle under the target discharge method based on the above data subsequently.

[0061] Step S103, calculate the available discharge amount of the vehicle under the target discharge method based on the first state of charge data, the second state of charge data, and the discharge amount calculation strategy.

[0062] In the embodiments of the present application, calculating the available discharge amount of the vehicle under the target discharge method based on the first state of charge data, the second state of charge data, and the discharge amount calculation strategy includes: if the target discharge method is a non-plug-in gun discharge method, calculate the first state of charge data and the second state of charge data according to the discharge amount calculation strategy to obtain the available discharge amount of the vehicle under the non-plug-in gun discharge method.

[0063] Specifically, the formula for calculating the available discharge amount is used, and the formula is as follows: available discharge amount = (first state of charge data - second state of charge data) × total battery capacity. For example, if the first state of charge data is 60% (i.e., 0.6), the second state of charge data is 20% (i.e., 0.2), and the total battery capacity is 100 ampere-hours, through the calculation of (0.6 - 0.2) × 100, it can be obtained that the available discharge amount of the vehicle under the non-plug-in gun discharge method is 40 ampere-hours.

[0064] When the target discharge method of the method provided by the present application is a non-plug-in gun discharge method, calculating the first state of charge data and the second state of charge data according to the corresponding discharge amount calculation strategy to obtain the available discharge amount has significant beneficial effects. Such a calculation method can accurately rely on the actual current battery power situation, scientifically and reasonably consider the proportion of the existing battery power and the proportion of the lower limit power to prevent over-discharge, and combine the total battery capacity to accurately calculate how much power is still available for the vehicle in the specific situation of non-plug-in gun discharge, so that the driver can clearly know how long the vehicle can continue to discharge and operate solely relying on its own battery power, thus facilitating advance travel planning.

[0065] In an embodiment of the present application, based on the first charge level data, the second charge level data, and the discharge amount calculation strategy, the available discharge amount of the vehicle in the target discharge mode is calculated, including: if the target discharge mode is the plug-in gun discharge mode, the vehicle is detected according to the discharge amount calculation strategy to determine whether there is a remaining mileage and whether engine start-up charging is set, so as to obtain a detection result; based on the detection result, the first charge level data, and the second charge level data, the available discharge amount of the vehicle in the target discharge mode is calculated.

[0066] Specifically, if the target discharge mode is the plug-in gun discharge mode, first, according to the discharge amount calculation strategy, check the relevant settings in the vehicle system to detect whether there is a remaining mileage in the vehicle and whether engine start-up charging is set, so as to obtain the corresponding detection result. If the detection result shows that there is no remaining mileage and engine start-up charging is not set, the method for calculating the available discharge amount at this time is similar to that of non-plug-in gun discharge, that is, based on the first charge level data (state of charge of the battery) and the second charge level data (lower discharge limit state of charge) of the battery, the formula "available discharge amount = (first charge level data - second charge level data) × total battery capacity" is used for calculation.

[0067] When the target discharge mode of the method provided in the present application is the plug-in gun discharge mode, adopting such a technical solution has many beneficial effects. First, by detecting whether there is a remaining mileage in the vehicle and whether engine start-up charging is set according to the discharge amount calculation strategy, the specific energy state of the vehicle at present can be accurately sorted out, and the complex working condition settings in the plug-in gun state can be clarified. Then, based on this detection result, combined with data such as the first charge level data and the second charge level data of the vehicle battery, the available discharge amount is calculated, so that the calculation result can fully consider various influencing factors under different condition combinations when the plug-in gun is inserted, taking into account both the power reserve and reasonable discharge range of the battery itself, and the influence of remaining mileage, engine start-up charging, etc. on the overall energy supply. In this way, the driver can more accurately grasp the actual available power of the vehicle in the plug-in gun discharge mode, which is convenient for reasonably arranging different power consumption requirements such as power supply for external devices and subsequent driving of the vehicle.

[0068] Step S104, calculate the remaining discharge time of the vehicle by using the available discharge amount and the average discharge current, where the average discharge current is calculated based on the DC bus current flowing out of the battery pack within a preset time.

[0069] In an embodiment of the present application, during the operation of the vehicle, the current data flowing from the battery pack to the DC bus is continuously monitored and recorded. A specific preset time range is set (for example, the past 10 minutes or half an hour, etc.). The DC bus current values at each moment recorded during this period are summed up, and then divided by the duration corresponding to the preset time (if the preset time is 10 minutes, the duration is converted to 600 seconds in seconds, etc.). In this way, the average discharge current value is obtained. Finally, the remaining discharge time of the vehicle is calculated using the available discharge amount that has been obtained and the calculated average discharge current. The calculation formula is: remaining discharge time = available discharge amount / average discharge current.

[0070] By obtaining the discharge amount calculation strategy under the target discharge mode in the present application, and combining the first state of charge level data of the vehicle battery and the second state of charge level data of the lower limit of the vehicle battery discharge under the target discharge mode, it can ensure that the calculated available discharge amount is more accurate, avoiding the limitation that the available battery power alone cannot accurately reflect the remaining available energy of the vehicle. Combining the available discharge amount and the average discharge current can calculate the remaining discharge time of the vehicle more accurately, improving the accuracy of the estimated discharge time. In this way, the problem that the available battery power alone cannot comprehensively reflect the remaining energy of the vehicle is solved, the calculation accuracy of the remaining discharge time is improved, which helps to optimize the battery usage efficiency, and improves the endurance and user experience of the vehicle.

[0071] In an embodiment of the present application, based on the detection result, the first state of charge level data, and the second state of charge level data, the available discharge amount of the vehicle under the target discharge mode is calculated, including the following steps: If the detection result is that there is no reserved mileage and the engine start-up charge is not set, then based on the first state of charge level data and the second state of charge level data, the available discharge amount is calculated.

[0072] In an embodiment of the present application, based on the detection result, the first state of charge level data, and the second state of charge level data, the available discharge amount of the vehicle under the target discharge mode is calculated, as Figure 2 shown, including the following steps A1 - A4:

[0073] Step A1, if the detection result is that there is no reserved mileage and the engine start-up charge is set, then obtain the current fuel quantity of the vehicle and the minimum reserved fuel quantity.

[0074] When the detection result shows that there is no reserved mileage but the engine start-up power supply replenishment is set, the vehicle-related fuel quantity data needs to be obtained first. Here, the current fuel quantity of the vehicle needs to be read from the vehicle's fuel quantity monitoring system, and its unit is usually liters (L). For example, if the current fuel quantity display of the vehicle is 30L, this is the actual fuel quantity currently owned. At the same time, obtain the pre-set minimum reserved fuel quantity of the vehicle. This minimum reserved fuel quantity is also in liters and is the minimum fuel quantity reserved to ensure certain basic functions of the vehicle. Assume its set value is 5L. This step is to accurately obtain these two key fuel quantity data for subsequent calculations.

[0075] Step A2, calculate the current remaining pure electric energy based on the first state of charge data and the second state of charge data.

[0076] Specifically, the first state of charge data is actually the state of charge (SOC) of the battery, which represents the percentage of the current stored electricity in the battery to the total battery capacity. For example, the current state of charge of the battery is 70% (i.e., 0.7); the second state of charge data is the lower discharge state of charge, and assume its value is 20% (i.e., 0.2), and the total battery capacity generally has a definite value. Let the total battery capacity be 100 Ah (ampere-hour). Calculate the current remaining pure electric energy based on these two state of charge data. The calculation formula is: current remaining pure electric energy = (first state of charge data - second state of charge data) × total battery capacity, that is, (0.7 - 0.2) × 100 = 50 Ah. So the current remaining pure electric energy is 50 Ah. This value indicates the remaining electricity that can be provided by pure electricity under the current battery power condition.

[0077] Step A3, calculate the first fuel quantity difference between the current fuel quantity of the vehicle and the minimum reserved fuel quantity, and take the product of the first fuel quantity difference and the preset fuel-electric conversion rate as the fuel conversion energy.

[0078] Specifically, first calculate the difference between the current fuel quantity of the vehicle and the minimum reserved fuel quantity, that is, the first fuel quantity difference. Subtract the minimum reserved fuel quantity (assume it is 5L) from the current fuel quantity obtained in the previous step (assume it is 30L), that is, 30 - 5 = 25L, and the first fuel quantity difference is 25L. Then, multiply this first fuel quantity difference by the preset fuel-electric conversion rate to obtain the fuel conversion energy. The preset fuel-electric conversion rate is a fixed proportional coefficient. For example, the fuel-electric conversion rate is 30% (i.e., 0.3). Then the fuel conversion energy = first fuel quantity difference × preset fuel-electric conversion rate, that is, 25 × 0.3 = 7.5 (here assume the unit is a certain energy unit, such as kilowatt-hour, kWh). In this way, the fuel conversion energy of 7.5 kWh is obtained, which means the energy situation that can be converted by these reserved fuels.

[0079] Step A4: Calculate the available discharge capacity using the current remaining pure - electric energy and the fuel - converted energy.

[0080] Specifically, use the previously calculated current remaining pure - electric energy (assumed to be 50 Ah, which can be regarded as a form of electrical energy) and the fuel - converted energy (assumed to be 7.5 kWh) to calculate the available discharge capacity. Since their units are different, unit conversion may be required first (for the convenience of this example, it is assumed that they have been converted to the same energy unit), and then directly add the two. That is, the available discharge capacity = current remaining pure - electric energy+fuel - converted energy. For example, after conversion and addition, the corresponding electricity quantity of the total energy value is 80 Ah (or the value in other unified energy units), and this value is the available discharge capacity of the vehicle under the current conditions.

[0081] When the detection result of the method provided in this application is that there is no reserved mileage but engine start - up for charging is set, by obtaining the current fuel quantity and the minimum reserved fuel quantity of the vehicle, it is possible to clearly know the actual fuel quantity that can be flexibly allocated for converting electrical energy in the vehicle at present. Calculate the current remaining pure - electric energy based on the first state - of - charge data and the second state - of - charge data, and accurately grasp the remaining electrical energy that the battery can still release. Then calculate the first fuel quantity difference between the current fuel quantity and the minimum reserved fuel quantity, and multiply it by the preset fuel - to - electricity conversion rate to obtain the fuel - converted energy. Finally, use the current remaining pure - electric energy and the fuel - converted energy to calculate the available discharge capacity, comprehensively considering both the battery power and the fuel - convertible power, enabling the driver to comprehensively and accurately understand the total electricity that the vehicle can provide externally under such working conditions.

[0082] In the embodiment of this application, based on the detection result, the first state - of - charge data, and the second state - of - charge data, calculate the available discharge capacity of the vehicle in the target discharge mode, as Figure 3 shown, including the following steps B1 - B2:

[0083] Step B1: If the detection result is that there is a reserved mileage and engine start - up for charging is not set, obtain the fuel - based driving range and the pure - electric driving range of the vehicle, and compare the fuel - based driving range and the pure - electric driving range to obtain the first comparison result.

[0084] Specifically, when the detection result indicates that there is reserved mileage but the engine start-up for charging is not set, first, two data items, namely the fuel range and the pure electric range of the vehicle, need to be obtained from the relevant vehicle systems. The fuel range is the mileage that can still be driven relying on fuel based on the current remaining fuel in the vehicle and estimated according to the fuel consumption during normal vehicle driving. For example, the current fuel range obtained through the vehicle dashboard or in-vehicle computer display is 500 kilometers. The pure electric range, on the other hand, is the mileage that can be driven only relying on the battery power, estimated based on the current battery charge and the energy consumption during pure electric driving of the vehicle. Suppose the obtained pure electric range is 200 kilometers.

[0085] Compare these two ranges, that is, subtract the pure electric range from the fuel range (of course, other forms of comparative analysis can also be carried out according to specific strategies) to obtain the first comparison result. In the above example, the first comparison result is 500 - 200 = 300 kilometers. This result indicates the part by which the mileage that can be continuously driven by fuel is more than the mileage that can be driven by pure electricity under the current situation, and it can to a certain extent reflect the vehicle's energy reserve situation, providing a basis for calculating the available discharge capacity later.

[0086] Step B2: Calculate the available discharge capacity according to the first comparison result, the first state of charge data, and the second state of charge data.

[0087] Specifically, calculate the available discharge capacity according to the first comparison result, the first state of charge data, and the second state of charge data, as Figure 4 shown, including the following steps C1 - C3:

[0088] Step C1: If the first comparison result is that the fuel range is less than or equal to the pure electric range, calculate the reserved pure electric range based on the fuel range, the pure electric range, and the reserved mileage.

[0089] Specifically, when the first comparison result shows that the fuel range is less than or equal to the pure electric range, it means that in the current vehicle energy situation, the pure electric range is relatively more advantageous or the two are equivalent.

[0090] First, the obtained fuel range (assumed to be 300 kilometers), pure electric range (assumed to be 400 kilometers), and reserved mileage (assuming the set value of the reserved mileage is 100 kilometers). Subtract the reserved mileage from the pure electric range to obtain the reserved pure electric range. Taking the just - assumed data as an example, the reserved pure electric range = pure electric range - reserved mileage = 400 - 100 = 300 kilometers. The purpose of the calculation is to separately determine the pure electric mileage reserved for subsequent use and other situations based on the overall vehicle range and the set reserved mileage, preparing for further calculation of relevant energies later.

[0091] Step C2, calculate the reserved pure electric energy based on the reserved pure electric driving range and the average power consumption of the vehicle.

[0092] Specifically, first, obtain the average power consumption data of the vehicle. The average power consumption is the amount of electricity consumed per 1 km during normal pure electric driving of the vehicle, usually in the unit of kilowatt-hour per kilometer (kWh / km). Assume the average power consumption of the vehicle is 0.2 kWh / km. The formula for calculating the reserved pure electric energy is: reserved pure electric energy = reserved pure electric driving range × average power consumption / 100. Taking the previously calculated reserved pure electric driving range of 300 km and the assumed average power consumption of 0.2 kWh / km as an example, the reserved pure electric energy = 300 × 0.2 = 60 kWh. Through such calculations, the value of the pure electric energy reserved specifically for the reserved situation is obtained, which reflects the corresponding power reserve situation under the reserved relevant mileage.

[0093] Step C3, calculate the available discharge amount based on the reserved pure electric energy and the first state of charge data.

[0094] First, determine the currently actually available energy of the battery according to the total battery capacity (assuming the total battery capacity is 100 kWh) and the state of charge of the battery. The calculation formula is: currently available battery energy = total battery capacity × first state of charge data, that is, 100 × 0.7 = 70 kWh. Then, since a part of the pure electric energy has been reserved (previously calculated as 60 kWh), this part of the energy cannot be used for discharging at will. Therefore, the available discharge amount = currently available battery energy - reserved pure electric energy, that is, 70 - 60 = 10 kWh.

[0095] When the first comparison result shows that the fuel driving range is less than or equal to the pure electric driving range, the method provided by this application calculates the reserved pure electric driving range based on the fuel driving range, the pure electric driving range, and the reserved mileage. Starting from the overall trip planning perspective, it accurately determines the pure electric driving mileage specifically reserved for subsequent use. Then, based on the reserved pure electric driving range and the average power consumption of the vehicle, the reserved pure electric energy is calculated, clearly quantifying the reserved power reserve situation. Finally, based on the reserved pure electric energy and the first state of charge data (battery state of charge), the available discharge amount is calculated, comprehensively considering the reserved power and the current battery state, enabling the driver to accurately know the actual power available for external discharge of the vehicle under this working condition, so as to reasonably arrange power consumption requirements such as power supply for external devices and subsequent short-distance trips.

[0096] In the embodiment of this application, according to the first comparison result, the first state of charge data, and the second state of charge data, calculate the available discharge amount, including the following steps: If the first comparison result is that the fuel driving range is greater than the pure electric driving range, then calculate the available discharge amount based on the first state of charge data and the second state of charge data.

[0097] Specifically, two charge level data are used to calculate the remaining pure electric energy of the battery at present. The calculation formula is usually (the first charge level data - the second charge level data) × the total battery capacity. The obtained remaining pure electric energy is the amount of electricity that the battery can safely output outward at the current battery level. Since the fuel endurance mileage is superior at this moment and there is no need to consider complex additional factors such as fuel-to-electricity conversion for the time being, this remaining pure electric energy is directly regarded as the available discharge amount of the vehicle at present. This calculation method closely conforms to the actual working conditions of the vehicle, fully exploits the battery's own power potential, and accurately provides the driver with the available power information in this scenario, which is conducive to its reasonable planning of subsequent power usage arrangements.

[0098] In the embodiment of the present application, based on the detection result, the first charge level data, and the second charge level data, calculate the available discharge amount of the vehicle in the target discharge mode, as Figure 5 shown, including the following steps D1-D5:

[0099] Step D1, if the detection result is that there is a reserved mileage and engine start-up for charging is set, then obtain the fuel endurance mileage and the pure electric endurance mileage of the vehicle, and compare the fuel endurance mileage and the pure electric endurance mileage to obtain a second comparison result.

[0100] Specifically, when the detection result is that there is a reserved mileage and engine start-up for charging is set, first obtain the two key data of the fuel endurance mileage and the pure electric endurance mileage of the vehicle from the relevant systems of the vehicle. Assume that the fuel endurance mileage obtained through the vehicle display or relevant detection system is 600 kilometers, and the pure electric endurance mileage is 400 kilometers. Then compare these two endurance mileages to obtain a second comparison result.

[0101] Step D2, if the second comparison result is that the fuel endurance mileage is greater than the pure electric endurance mileage, then calculate the remaining pure electric energy based on the first charge level data and the second charge level data.

[0102] Specifically, if the second comparison result is that the fuel endurance mileage is greater than the pure electric endurance mileage, at this time, calculate the remaining pure electric energy based on the first charge level data (i.e., the battery state of charge, assume its value is 70%, converted to a decimal is 0.7) and the second charge level data (i.e., the lower discharge limit state of charge, assume its value is 20%, converted to a decimal is 0.2). At the same time, it is also necessary to obtain the total battery capacity. Assume that the total battery capacity is 100 ampere-hours (Ah). The formula for calculating the remaining pure electric energy is: remaining pure electric energy = (the first charge level data - the second charge level data) × the total battery capacity.

[0103] Step D3, calculate the reserved fuel amount based on the fuel endurance mileage, the reserved mileage, and the average fuel consumption of the vehicle.

[0104] Specifically, the reserved fuel quantity is calculated based on the fuel endurance mileage (previously assumed to be 600 km), the reserved mileage (assuming the set value of the reserved mileage is 100 km), and the average fuel consumption of the vehicle. First, obtain the average fuel consumption data of the vehicle. The average fuel consumption refers to the amount of fuel consumed per 1 km of normal driving of the vehicle, usually in liters per kilometer (L / km). Assume the average fuel consumption of the vehicle is 0.1 L / km.

[0105] The formula for calculating the reserved fuel quantity is: Reserved fuel quantity = (Fuel endurance mileage - Reserved mileage) × Average fuel consumption.

[0106] Step D4: Calculate the sum value of the fuel quantity between the minimum reserved fuel quantity and the reserved fuel quantity, calculate the second fuel quantity difference between the current fuel quantity and the sum value of the fuel quantity, and take the product of the second fuel quantity difference and the preset fuel-electricity conversion rate as the fuel conversion energy.

[0107] Specifically, first, clarify the minimum reserved fuel quantity (assuming its value is 10 L). Then calculate the sum value of the fuel quantity between the minimum reserved fuel quantity and the reserved fuel quantity (calculated as 50 L in the previous step), that is: Sum value of the fuel quantity = Minimum reserved fuel quantity + Reserved fuel quantity = 10 + 50 = 60 L. Next, obtain the current fuel quantity of the vehicle (assuming the current fuel quantity is 80 L), and calculate the second fuel quantity difference between the current fuel quantity and the sum value of the fuel quantity. The calculation formula is: Second fuel quantity difference = Current fuel quantity - Sum value of the fuel quantity, that is: Second fuel quantity difference = 80 - 60 = 20 L. Finally, take the product of the second fuel quantity difference and the preset fuel-electricity conversion rate (assuming the preset fuel-electricity conversion rate is 30%, converted to a decimal is 0.3) as the fuel conversion energy. The calculation formula is: Fuel conversion energy = Second fuel quantity difference × Preset fuel-electricity conversion rate.

[0108] Step D5: Calculate the available discharge capacity based on the remaining pure-electric energy and the fuel conversion energy.

[0109] Based on the previously calculated remaining pure-electric energy (50 Ah, which can be regarded as a form of electrical energy. If the units need to be unified, corresponding conversions can be made. Here, it is assumed that it has been converted to the same energy unit as the fuel conversion energy, such as 5 kWh after conversion) and the fuel conversion energy (6 kWh) to calculate the available discharge capacity. The formula for calculating the available discharge capacity is: Available discharge capacity = Remaining pure-electric energy + Fuel conversion energy, that is: Available discharge capacity = 5 + 6 = 11 kWh.

[0110] If the second comparison result shows that the fuel endurance mileage is greater than the pure - electric endurance mileage, the method provided by this application calculates the remaining pure - electric energy based on the first state - of - charge data and the second state - of - charge data, and can determine the remaining power that the battery can provide at present. Then, based on the fuel endurance mileage, the reserved mileage, and the average fuel consumption of the vehicle, the reserved fuel amount is calculated, which can clarify the fuel amount reserved for subsequent trips and other requirements. By calculating the sum of the minimum reserved fuel amount and the reserved fuel amount, and the difference between the current fuel amount and this sum, and multiplying this difference by the preset fuel - to - electricity conversion rate to obtain the fuel - converted energy, the role of fuel in energy replenishment is fully considered. Finally, the available discharge amount is calculated based on the remaining pure - electric energy and the fuel - converted energy, comprehensively considering the two key factors of battery power and fuel - convertible power, enabling the driver to accurately and clearly understand the total power that the vehicle can provide externally under such complex working conditions.

[0111] In this embodiment, a prediction device for the vehicle discharge time is also provided. This device is used to implement the above - mentioned embodiments and preferred implementation manners, and those that have been described will not be repeated. As used hereinafter, the term "module" can be a combination of software and / or hardware that realizes a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware is also possible and contemplated.

[0112] This embodiment provides a prediction device for the vehicle discharge time, as Figure 6 shown, including:

[0113] A detection module (601), configured to detect the target discharge mode used by the vehicle during the current discharge process;

[0114] An acquisition module (602), configured to acquire the discharge - amount calculation strategy corresponding to the target discharge mode, and acquire the first state - of - charge data and the second state - of - charge data that match the target discharge mode. The first state - of - charge data is the state - of - charge data of the vehicle battery, and the second state - of - charge data is the state - of - charge data of the lower limit of the vehicle battery discharge;

[0115] A first calculation module (603), configured to calculate the available discharge amount of the vehicle in the target discharge mode based on the first state - of - charge data, the second state - of - charge data, and the discharge - amount calculation strategy;

[0116] A second calculation module (604), configured to calculate the remaining discharge time of the vehicle by using the available discharge amount and the average discharge current, where the average discharge current is calculated based on the DC bus current flowing out of the battery pack within a preset time.

[0117] In an embodiment of the present application, the first calculation module 603 is configured to, if the target discharge mode is a non-plug-in gun discharge mode, calculate the first charge level data and the second charge level data according to the discharge amount calculation strategy, so as to obtain the available discharge amount of the vehicle in the non-plug-in gun discharge mode.

[0118] In an embodiment of the present application, the first calculation module 603 is configured to, if the target discharge mode is a plug-in gun discharge mode, detect whether the vehicle has a reserved mileage and whether engine start-up power replenishment is set according to the discharge amount calculation strategy, so as to obtain a detection result; based on the detection result, the first charge level data and the second charge level data, calculate the available discharge amount of the vehicle in the target discharge mode.

[0119] In an embodiment of the present application, the first calculation module 603 is configured to, if the detection result is that there is no reserved mileage and engine start-up power replenishment is not set, calculate the available discharge amount based on the first charge level data and the second charge level data.

[0120] In an embodiment of the present application, the first calculation module 603 is configured to, if the detection result is that there is no reserved mileage and engine start-up power replenishment is set, obtain the current fuel quantity and the minimum reserved fuel quantity of the vehicle; calculate the current remaining pure electric energy based on the first charge level data and the second charge level data; calculate the first fuel quantity difference between the current fuel quantity of the vehicle and the minimum reserved fuel quantity, and use the product of the first fuel quantity difference and the preset fuel point conversion rate as the fuel conversion energy; calculate the available discharge amount by using the current remaining pure electric energy and the fuel conversion energy.

[0121] In an embodiment of the present application, the first calculation module 603 is configured to, if the detection result is that there is a reserved mileage and engine start-up power replenishment is not set, obtain the fuel endurance mileage and the pure electric endurance mileage of the vehicle, and compare the fuel endurance mileage and the pure electric endurance mileage to obtain a first comparison result; calculate the available discharge amount according to the first comparison result, the first charge level data and the second charge level data.

[0122] In an embodiment of the present application, the first calculation module 603 is configured to, if the first comparison result is that the fuel endurance mileage is less than or equal to the pure electric endurance mileage, calculate the reserved pure electric endurance mileage based on the fuel endurance mileage, the pure electric endurance mileage and the reserved mileage; calculate the reserved pure electric energy based on the reserved pure electric endurance mileage and the average power consumption of the vehicle; calculate the available discharge amount based on the reserved pure electric energy and the first charge level data.

[0123] In an embodiment of the present application, the first calculation module 603 is configured to, if the first comparison result is that the fuel endurance mileage is greater than the pure electric endurance mileage, calculate the available discharge amount based on the first charge level data and the second charge level data.

[0124] In the embodiment of the present application, the first calculation module 603 is configured to, if the detection result indicates that there is reserved mileage and engine start-up charging is set, obtain the fuel endurance mileage and the pure electric endurance mileage of the vehicle, compare the fuel endurance mileage and the pure electric endurance mileage, and obtain a second comparison result; if the second comparison result is that the fuel endurance mileage is greater than the pure electric endurance mileage, calculate the remaining pure electric energy based on the first state of charge data and the second state of charge data; calculate the reserved fuel amount based on the fuel endurance mileage, the reserved mileage, and the average fuel consumption of the vehicle; calculate the sum value of the fuel amount between the minimum reserved fuel amount and the reserved fuel amount, calculate the second fuel amount difference between the current fuel amount and the sum value of the fuel amount, and use the product of the second fuel amount difference and the preset fuel point conversion rate as the fuel conversion energy; calculate the available discharge amount based on the remaining pure electric energy and the fuel conversion energy.

[0125] Please refer to Figure 7 , Figure 7 which is a schematic structural diagram of an electronic device provided by an optional embodiment of the present invention. As Figure 7 shown, the electronic device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common main board or installed in other ways as needed. The processor can process instructions executed within the electronic device, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple electronic devices can be connected, and each device provides some necessary operations (for example, as a server array, a set of blade servers, or a multi-processor system). Figure 7 In

[0126] FIG. 1, a processor 10 is taken as an example.

[0127] The processor 10 may be a central processing unit, a network processor, or a combination thereof. Among them, the processor 10 may further include a hardware chip. The above hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The above programmable logic device may be a complex programmable logic device, a field programmable gate array, a general array logic, or any combination thereof.

[0128] The memory 20 may include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the electronic device presented by a kind of mini-program landing page, etc. In addition, the memory 20 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely provided with respect to the processor 10, and these remote memories can be connected to the electronic device through a network. Examples of the above-mentioned network include but are not limited to the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.

[0129] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, a hard disk, or a solid-state drive; the memory 20 may further include a combination of the above-mentioned types of memory.

[0130] The electronic device further includes a communication interface 30 for the electronic device to communicate with other devices or a communication network.

[0131] The embodiments of the present invention also provide a computer-readable storage medium. The methods according to the embodiments of the present invention can be implemented in hardware, firmware, or be implemented as computer code that can be recorded on a storage medium, or be implemented as computer code originally stored in a remote storage medium or a non-transitory machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the methods described herein can be stored in such software processes on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium may further include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code, and when the software or computer code is accessed and executed by the computer, the processor, or the hardware, the methods shown in the above embodiments are implemented.

[0132] Although the embodiments of the present invention are described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A method for predicting the discharge time of a vehicle, characterized in that, The method includes: Detecting a target discharging mode used by the vehicle during the current discharging process; Obtaining a discharging amount calculation strategy corresponding to the target discharging mode, and obtaining first state of charge (SOC) data and second SOC data that match the target discharging mode, where the first SOC data is the SOC data of the vehicle battery, and the second SOC data is the SOC data of the lower limit of the vehicle battery discharge; Calculating the available discharging amount of the vehicle in the target discharging mode based on the first SOC data, the second SOC data, and the discharging amount calculation strategy; Calculating the remaining discharging time of the vehicle by using the available discharging amount and the average discharging current, where the average discharging current is calculated based on the DC bus current flowing out of the battery pack within a preset time.

2. The method according to claim 1, characterized in that, The calculating the available discharging amount of the vehicle in the target discharging mode based on the first SOC data, the second SOC data, and the discharging amount calculation strategy includes: If the target discharging mode is a non-plugged gun discharging mode, calculating the first SOC data and the second SOC data according to the discharging amount calculation strategy to obtain the available discharging amount of the vehicle in the non-plugged gun discharging mode.

3. The method according to claim 1, characterized in that, The calculating the available discharging amount of the vehicle in the target discharging mode based on the first SOC data, the second SOC data, and the discharging amount calculation strategy includes: If the target discharging mode is a plugged gun discharging mode, detecting whether the vehicle has a reserved mileage and whether engine start-up for charging is set according to the discharging amount calculation strategy to obtain a detection result; Calculating the available discharging amount of the vehicle in the target discharging mode based on the detection result, the first SOC data, and the second SOC data.

4. The method according to claim 3, characterized in that The calculating the available discharging amount of the vehicle in the target discharging mode based on the detection result, the first SOC data, and the second SOC data includes: If the detection result is that there is no reserved mileage and engine start-up for charging is not set, calculating the available discharging amount based on the first SOC data and the second SOC data.

5. The method according to claim 3, characterized in that The calculating the available discharging amount of the vehicle in the target discharging mode based on the detection result, the first SOC data, and the second SOC data includes: If the detection result is that there is no reserved mileage and engine start-up for charging is set, obtaining the current fuel amount and the minimum reserved fuel amount of the vehicle; Calculating the current remaining pure electric energy based on the first SOC data and the second SOC data; Calculating a first fuel amount difference between the current fuel amount and the minimum reserved fuel amount of the vehicle, and taking the product of the first fuel amount difference and a preset fuel point conversion rate as the fuel conversion energy; Calculating the available discharging amount by using the current remaining pure electric energy and the fuel conversion energy.

6. The method according to claim 3, wherein Calculating the available discharge amount of the vehicle in the target discharge mode based on the detection result, the first charge level data, and the second charge level data includes: If the detection result is that there is a reserved mileage and engine start-up charge replenishment is not set, obtain the fuel endurance mileage and the pure-electric endurance mileage of the vehicle, and compare the fuel endurance mileage and the pure-electric endurance mileage to obtain a first comparison result; Calculate the available discharge amount according to the first comparison result, the first charge level data, and the second charge level data.

7. The method according to claim 6, characterized in that, The calculating the available discharge amount according to the first comparison result, the first charge level data, and the second charge level data includes: If the first comparison result is that the fuel endurance mileage is less than or equal to the pure-electric endurance mileage, calculate the reserved pure-electric endurance mileage based on the fuel endurance mileage, the pure-electric endurance mileage, and the reserved mileage; Calculate the reserved pure-electric energy based on the reserved pure-electric endurance mileage and the average power consumption of the vehicle; Calculate the available discharge amount based on the reserved pure-electric energy and the first charge level data.

8. The method according to claim 6, wherein The calculating the available discharge amount according to the first comparison result, the first charge level data, and the second charge level data includes: If the first comparison result is that the fuel endurance mileage is greater than the pure-electric endurance mileage, calculate the available discharge amount based on the first charge level data and the second charge level data.

9. The method according to claim 3, characterized in that, Calculating the available discharge amount of the vehicle in the target discharge mode based on the detection result, the first charge level data, and the second charge level data includes: If the detection result is that there is a reserved mileage and engine start-up charge replenishment is set, obtain the fuel endurance mileage and the pure-electric endurance mileage of the vehicle, and compare the fuel endurance mileage and the pure-electric endurance mileage to obtain a second comparison result; If the second comparison result is that the fuel endurance mileage is greater than the pure-electric endurance mileage, calculate the remaining pure-electric energy based on the first charge level data and the second charge level data; Calculate the reserved fuel amount based on the fuel endurance mileage, the reserved mileage, and the average fuel consumption of the vehicle; Calculate the sum value of the fuel amount between the minimum reserved fuel amount and the reserved fuel amount, calculate the second fuel amount difference between the current fuel amount and the sum value, and take the product of the second fuel amount difference and the preset fuel point conversion rate as the fuel conversion energy; Calculate the available discharge amount based on the remaining pure-electric energy and the fuel conversion energy.

10. A prediction device for the discharge time of a vehicle, characterized in that, The device includes: A detection module for detecting the target discharge mode used by the vehicle during the current discharge process; An acquisition module for acquiring the discharge amount calculation strategy corresponding to the target discharge mode, and acquiring the first charge level data and the second charge level data matching the target discharge mode, where the first charge level data is the charge level data of the vehicle battery, and the second charge level data is the charge level data of the lower limit of the vehicle battery discharge; A first calculation module, configured to calculate the available discharge amount of the vehicle in the target discharge mode based on the first state of charge data, the second state of charge data, and the discharge amount calculation strategy. A second calculation module, configured to calculate the remaining discharge time of the vehicle by using the available discharge amount and the average discharge current, where the average discharge current is calculated based on the DC bus current flowing out of the battery pack within a preset time.

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