Vehicle dynamic range estimation method and device, vehicle and storage medium

Abstract

This application relates to a method, apparatus, vehicle, and storage medium for estimating the dynamic driving range of a vehicle. The method includes: when the target vehicle's current driving mode is a preset dynamic driving range condition, determining the vehicle's energy consumption in the current cycle based on correction coefficients corresponding to the power battery charging / discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, and current ambient temperature; determining the effective energy consumption of the target vehicle in the current cycle by combining the energy consumption of the target vehicle in the previous two historical cycles; and calculating the remaining driving range of the target vehicle by combining the remaining capacity of the power battery. This solves the problem in related technologies where a conventional single range display mode is difficult to adapt to complex and changing driving environments, leading to significant discrepancies between the actual and displayed range. It can correct the remaining range in real time based on ambient temperature and driving conditions, improving the accuracy of the range display and effectively alleviating users' range anxiety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, and storage medium for estimating the dynamic driving range of a vehicle. Background Technology

[0002] Currently, the term "range anxiety" remains a major concern in the industry since its inception. The remaining driving range displayed on a vehicle is a direct reference for users planning single trips. To alleviate users' range anxiety, long-range electric vehicles are developing rapidly; however, users' demands for highway and long-distance travel are also constantly increasing. Because the driving range of electric vehicles is affected by factors such as driving conditions and ambient temperature, users need to repeatedly calculate the actual remaining driving range based on various influencing factors.

[0003] In related technologies, domestically produced electric vehicles mostly adopt a single standard range display mode based on standard operating conditions such as the New European Driving Cycle (NEDC) or the China Light-duty vehicle Test Cycle (CLTC), while foreign brand electric vehicles generally use a single dynamic range display mode.

[0004] However, with the improvement of vehicle intelligence and the diversification of user needs, the conventional single range display mode in related technologies is difficult to adapt to the complex and ever-changing driving environment, resulting in a significant error between the actual range and the displayed range. This can no longer meet users' needs for accurate prediction of actual range and urgently needs to be solved. Summary of the Invention

[0005] This application provides a method, device, vehicle, and storage medium for estimating the dynamic driving range of a vehicle, in order to solve the problem that the conventional single driving range display mode in the related technology is difficult to adapt to the complex and ever-changing driving environment, resulting in a significant error between the actual driving range and the displayed driving range. It can correct the remaining driving range in real time according to the ambient temperature and driving conditions, improve the accuracy of the driving range display, and effectively alleviate users' range anxiety.

[0006] The first aspect of this application provides a method for estimating the dynamic driving range of a vehicle, including the following steps: Determine the current driving mode of the target vehicle and obtain the charging and discharging current of the target vehicle's power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery. In response to the current vehicle driving mode being the preset dynamic range condition, the target vehicle's driving energy consumption in the current cycle is determined based on the power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, and current ambient temperature, and the corresponding correction coefficients. The first and second cycles preceding the current cycle are determined, and the effective driving energy consumption of the target vehicle in the current cycle is determined based on the driving energy consumption of the current cycle, the driving energy consumption of the first cycle, and the driving energy consumption of the second cycle. The remaining driving range of the target vehicle is calculated based on the effective driving energy consumption of the target vehicle in the current cycle and the remaining capacity of the current power battery.

[0007] Optionally, in some embodiments, the driving energy consumption of the target vehicle in the current cycle is determined based on the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the correction coefficient corresponding to the current ambient temperature, including: Based on a preset driving energy consumption calculation formula, the driving energy consumption of the target vehicle in the current cycle is determined according to the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature. The preset driving energy consumption calculation formula is as follows: ); in, Let be the driving energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. The charging and discharging current of the power battery; This refers to the operating current of the air conditioner compressor. This refers to the operating current of the air conditioner heater. This represents the current vehicle speed.

[0008] Optionally, in some embodiments, before determining the effective driving energy consumption of the target vehicle in the current period based on the driving energy consumption of the current period, the driving energy consumption of the first period, and the driving energy consumption of the second period, the method further includes: Determine the benchmark range for vehicle energy consumption during dynamic range driving; Determine whether the target vehicle's energy consumption in the current cycle is within the dynamic range driving energy consumption benchmark range; If the target vehicle's driving energy consumption in the current cycle is not within the dynamic range driving energy consumption benchmark range, then based on the current cycle, the target vehicle's effective driving energy consumption in the previous cycle will be used as the target vehicle's effective driving energy consumption in the current cycle.

[0009] Optionally, in some embodiments, after obtaining the target vehicle's power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, current ambient temperature, and current remaining power battery capacity, the method further includes: In response to the current vehicle driving mode being the preset charging mode, the state of charge correction coefficient of the target vehicle is obtained; The charging energy consumption of the target vehicle in the current cycle is determined based on the correction coefficients and state of charge correction coefficients corresponding to the power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, current ambient temperature, and the power battery charging and discharging current. The third, fourth, and fifth cycles preceding the current cycle are determined. Based on the charging energy consumption of the current cycle, the third cycle, the fourth cycle, and the fifth cycle, the effective charging energy consumption of the target vehicle in the current cycle is determined. The effective charging energy consumption of the target vehicle in the current cycle is assigned to the effective driving energy consumption. The remaining driving range of the target vehicle is calculated based on the effective charging energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery.

[0010] Optionally, in some embodiments, determining the charging energy consumption of the target vehicle in the current cycle based on the correction coefficients and state-of-charge correction coefficients corresponding to the power battery charging / discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, and current ambient temperature includes: determining the charging energy consumption of the target vehicle in the current cycle based on a preset charging energy consumption calculation formula, wherein the preset charging energy consumption calculation formula is as follows: ); in, The charging energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. This is the state of charge correction factor; The charging and discharging current of the power battery; This refers to the operating current of the air conditioner compressor. This refers to the operating current of the air conditioner heater. This represents the current vehicle speed.

[0011] Optionally, in some embodiments, before determining the effective charging energy consumption of the target vehicle in the current cycle based on the charging energy consumption of the current cycle, the charging energy consumption of the third cycle, the charging energy consumption of the fourth cycle, and the charging energy consumption of the fifth cycle, the method further includes: Obtain the current state of charge of the target vehicle and determine the dynamic range charging energy consumption benchmark range; Determine whether the target vehicle's charging energy consumption in the current cycle is within the dynamic range charging energy consumption benchmark range, and whether the current state of charge is less than the preset state of charge threshold. If the charging energy consumption of the target vehicle in the current cycle is not within the dynamic range charging energy consumption benchmark range, and the current state of charge is less than the preset state of charge threshold, then based on the current cycle, the effective charging energy consumption of the target vehicle in the previous cycle is taken as the effective charging energy consumption of the target vehicle in the current cycle.

[0012] Optionally, in some embodiments, after calculating the remaining driving range of the target vehicle based on the effective driving energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery, the method further includes: The driving range change gradient of the target vehicle in the current period is determined, and the remaining driving range value of the target vehicle is smoothed based on the driving range change gradient, and the processed remaining driving range value is displayed.

[0013] A second aspect of this application provides a vehicle dynamic range estimation device, comprising: The acquisition module is used to determine the current driving mode of the target vehicle and acquire the charging and discharging current of the target vehicle's power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery. The first calculation module is used to determine the driving energy consumption of the target vehicle in the current cycle based on the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the correction coefficient corresponding to the current ambient temperature, in response to the current vehicle driving mode being the preset dynamic range condition. The second calculation module is used to determine the first and second cycles prior to the current cycle, and to determine the effective driving energy consumption of the target vehicle in the current cycle based on the driving energy consumption of the current cycle, the driving energy consumption of the first cycle, and the driving energy consumption of the second cycle. It also calculates the remaining driving range of the target vehicle based on the effective driving energy consumption of the target vehicle in the current cycle and the remaining capacity of the current power battery.

[0014] Optionally, in some embodiments, the first computing module is specifically used for: Based on a preset driving energy consumption calculation formula, the driving energy consumption of the target vehicle in the current cycle is determined according to the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature. The preset driving energy consumption calculation formula is as follows: ); in, Let be the driving energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. The charging and discharging current of the power battery; This refers to the operating current of the air conditioner compressor. This refers to the operating current of the air conditioner heater. This represents the current vehicle speed.

[0015] Optionally, in some embodiments, before determining the effective driving energy consumption of the target vehicle in the current period based on the driving energy consumption of the current period, the driving energy consumption of the first period, and the driving energy consumption of the second period, the first calculation module is further configured to: Determine the benchmark range for vehicle energy consumption during dynamic range driving; Determine whether the target vehicle's energy consumption in the current cycle is within the dynamic range driving energy consumption benchmark range; If the target vehicle's driving energy consumption in the current cycle is not within the dynamic range driving energy consumption benchmark range, then based on the current cycle, the target vehicle's effective driving energy consumption in the previous cycle will be used as the target vehicle's effective driving energy consumption in the current cycle.

[0016] Optionally, in some embodiments, after obtaining the charging and discharging current of the target vehicle's power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery, the first calculation module is further configured to: In response to the current vehicle driving mode being the preset charging mode, the state of charge correction coefficient of the target vehicle is obtained; The charging energy consumption of the target vehicle in the current cycle is determined based on the correction coefficients and state of charge correction coefficients corresponding to the power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, current ambient temperature, and the power battery charging and discharging current. The third, fourth, and fifth cycles preceding the current cycle are determined. Based on the charging energy consumption of the current cycle, the third cycle, the fourth cycle, and the fifth cycle, the effective charging energy consumption of the target vehicle in the current cycle is determined. The effective charging energy consumption of the target vehicle in the current cycle is assigned to the effective driving energy consumption. The remaining driving range of the target vehicle is calculated based on the effective charging energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery.

[0017] Optionally, in some embodiments, the first computing module is specifically used for: Based on a preset charging energy consumption calculation formula, the charging energy consumption of the target vehicle in the current cycle is determined according to the correction coefficients and state-of-charge correction coefficients corresponding to the power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, current ambient temperature, and the current state of charge. The preset charging energy consumption calculation formula is as follows: ); in, The charging energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. This is the state of charge correction factor; The charging and discharging current of the power battery; This refers to the operating current of the air conditioner compressor. This refers to the operating current of the air conditioner heater. This represents the current vehicle speed.

[0018] Optionally, in some embodiments, before determining the effective charging energy consumption of the target vehicle in the current cycle based on the charging energy consumption of the current cycle, the charging energy consumption of the third cycle, the charging energy consumption of the fourth cycle, and the charging energy consumption of the fifth cycle, the first calculation module is further configured to: Obtain the current state of charge of the target vehicle and determine the dynamic range charging energy consumption benchmark range; Determine whether the target vehicle's charging energy consumption in the current cycle is within the dynamic range charging energy consumption benchmark range, and whether the current state of charge is less than the preset state of charge threshold. If the charging energy consumption of the target vehicle in the current cycle is not within the dynamic range charging energy consumption benchmark range, and the current state of charge is less than the preset state of charge threshold, then based on the current cycle, the effective charging energy consumption of the target vehicle in the previous cycle will be used as the effective charging energy consumption of the target vehicle in the current cycle.

[0019] Optionally, in some embodiments, after calculating the remaining driving range of the target vehicle based on the effective driving energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery, the second calculation module is further configured to: The driving range change gradient of the target vehicle in the current period is determined, and the remaining driving range value of the target vehicle is smoothed based on the driving range change gradient, and the processed remaining driving range value is displayed.

[0020] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the vehicle dynamic range estimation method described in the first aspect embodiment.

[0021] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the vehicle dynamic range estimation method described in the first aspect embodiment.

[0022] Therefore, this embodiment of the application can determine the driving energy consumption of the target vehicle in the current cycle when the target vehicle's current driving mode is a preset dynamic range condition, based on the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature. It also combines the driving energy consumption of the target vehicle in the previous two historical cycles to determine the effective driving energy consumption of the target vehicle in the current cycle, and calculates the remaining driving range of the target vehicle based on the remaining capacity of the power battery. This solves the problem in related technologies where the conventional single range display mode is difficult to adapt to complex and changing driving environments, leading to significant discrepancies between the actual and displayed range. It can correct the remaining range in real time based on ambient temperature and driving conditions, improving the accuracy of the range display and effectively alleviating users' range anxiety.

[0023] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a method for estimating the dynamic driving range of a vehicle according to an embodiment of this application; Figure 2 This is a schematic diagram of a vehicle speed curve for a low-temperature high-speed drum test according to an embodiment of this application; Figure 3 This is a schematic diagram of the dynamic range tracking results of a low-temperature high-speed driving condition hub test according to an embodiment of this application; Figure 4 This is a schematic diagram of a vehicle speed curve for a low-temperature high-speed road test according to an embodiment of this application; Figure 5 This is a schematic diagram illustrating the dynamic range following behavior of a Geely Fox vehicle under low-temperature high-speed road testing conditions according to an embodiment of this application; Figure 6 This is a schematic diagram illustrating the dynamic range following behavior of a Volkswagen ID.4 under low-temperature high-speed road conditions according to an embodiment of this application; Figure 7 This is a schematic diagram illustrating the dynamic range following behavior of a BYD Han under low-temperature high-speed road conditions according to an embodiment of this application; Figure 8 This is a schematic diagram of a vehicle speed curve for a low-temperature commuting road test according to an embodiment of this application; Figure 9This is a schematic diagram illustrating the dynamic range following behavior of a Geely Fox vehicle under low-temperature commuting road conditions according to an embodiment of this application; Figure 10 This is a schematic diagram illustrating the dynamic range following behavior of a Volkswagen ID.4 under low-temperature commuting road conditions according to an embodiment of this application; Figure 11 This is a schematic diagram illustrating the dynamic range following behavior of a BYD Han under low-temperature commuting road conditions according to an embodiment of this application; Figure 12 This is a schematic diagram of a vehicle dynamic range control strategy according to an embodiment of this application; Figure 13 This is a schematic diagram of a vehicle dynamic driving range estimation strategy according to an embodiment of this application; Figure 14 This is a flowchart illustrating a method for estimating the dynamic driving range of a vehicle according to an embodiment of this application; Figure 15 This is a block diagram of a vehicle dynamic range estimation device according to an embodiment of this application; Figure 16 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application. Detailed Implementation

[0025] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0026] The following description, with reference to the accompanying drawings, outlines a method, apparatus, vehicle, and storage medium for estimating the dynamic driving range of a vehicle according to embodiments of this application.

[0027] Before introducing the vehicle dynamic range estimation method of this application embodiment, let's briefly introduce some content related to vehicle range estimation.

[0028] Specifically, the driving range displayed on the instrument panel of an electric vehicle mainly includes the calculated values ​​from two algorithms: standard range and dynamic range. Standard range refers to the driving range the vehicle can achieve under normal temperature conditions without air conditioning, using standard operating conditions such as NEDC or CLTC. Dynamic range is the driving range calculated based on factors such as ambient temperature and driving conditions. The driving range displayed on the instrument panel is: ; in, The remaining driving range displayed on the instrument panel; This refers to the available power capacity of the power battery. This refers to energy consumption. If the instrument panel displays a dynamic range for the remaining battery life, then... This represents dynamic energy consumption; if the instrument panel displays the standard range, then... This represents a fixed standard energy consumption value.

[0029] However, under standard driving conditions, the accuracy of the standard driving range of electric vehicles can reach 100%, but under conditions such as high-speed driving and driving in low-temperature environments, the accuracy of the standard driving range is greatly reduced.

[0030] To address the problem mentioned in the background art that the conventional single range display mode is difficult to adapt to complex and changing driving environments, leading to significant discrepancies between actual and displayed range, this application provides a vehicle dynamic range estimation method. This method, when the target vehicle's current driving mode is set to a preset dynamic range condition, determines the vehicle's energy consumption in the current cycle based on correction coefficients corresponding to the power battery charging / discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, and current ambient temperature. It then combines this with the vehicle's energy consumption in the previous two historical cycles to determine the effective energy consumption in the current cycle, and calculates the remaining driving range based on the remaining power battery capacity. This solves the problem of the conventional single range display mode being unable to adapt to complex and changing driving environments, resulting in significant discrepancies between actual and displayed range. It can correct the remaining range in real time based on ambient temperature and driving conditions, improving the accuracy of range display and effectively alleviating user range anxiety.

[0031] Specifically, Figure 1 A flowchart illustrating the vehicle dynamic range estimation method provided in this application embodiment.

[0032] like Figure 1 As shown, the method for estimating the dynamic driving range of this vehicle includes the following steps: In step S101, the current driving mode of the target vehicle is determined, and the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery are obtained.

[0033] Specifically, in this embodiment, the vehicle control unit (VCU) can parse gear position, pedal signals and CAN bus messages to determine the current vehicle driving mode of the target vehicle. The VCU can also collect the power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current and current vehicle speed from the battery management system (BMS), air conditioning controller and body electronic control unit via the CAN bus. At the same time, the ambient temperature correction coefficient can be obtained by looking up the data collected by the ambient temperature sensor.

[0034] In step S102, in response to the current vehicle driving mode being the preset dynamic range condition, the driving energy consumption of the target vehicle in the current cycle is determined based on the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature.

[0035] In some embodiments, the driving energy consumption of the target vehicle in the current cycle is determined based on the correction coefficients corresponding to the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, and the current ambient temperature. This includes: determining the driving energy consumption of the target vehicle in the current cycle based on a preset driving energy consumption calculation formula and the correction coefficients corresponding to the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, and the current ambient temperature.

[0036] Specifically, when the current vehicle driving mode is the preset dynamic range condition, this embodiment of the application can calculate the driving energy consumption in real time based on parameters such as the current vehicle speed (i.e., vehicle speed changes, vehicle speed greater than 1km / h), power battery charging and discharging current (i.e., real-time power consumption of the power battery), and ambient temperature changes, using a closed-loop feedback iterative algorithm. The integral is updated once every kilometer. The preset driving energy consumption calculation formula is as follows: ); in, Let be the driving energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. The charging and discharging current of the power battery is expressed in amperes (A). The current of the air conditioner compressor is expressed in amperes (A). The WTC operating current of the air conditioner heater is expressed in amperes (A). Current vehicle speed, in km / h.

[0037] It should be understood that vehicle discharge while stationary (such as remote air conditioning and discharge to external vehicles) is not included in the dynamic range vehicle energy consumption calculation.

[0038] In step S103, the first and second cycles preceding the current cycle are determined, and the effective driving energy consumption of the target vehicle in the current cycle is determined based on the driving energy consumption of the current cycle, the driving energy consumption of the first cycle, and the driving energy consumption of the second cycle. The remaining driving range of the target vehicle is calculated based on the effective driving energy consumption of the target vehicle in the current cycle and the remaining capacity of the current power battery.

[0039] The first cycle is the cycle preceding the current cycle; the second cycle is the two cycles preceding the current cycle.

[0040] Specifically, after calculating the target vehicle's energy consumption for the current period, this embodiment of the application also needs to determine the target vehicle's effective energy consumption for the current period by combining the target vehicle's energy consumption for the previous two historical periods. The effective energy consumption of the target vehicle for the current period is: ; ; in, The effective driving energy consumption of the target vehicle in the current cycle; , and These are the proportional coefficients for the current cycle, the first cycle, and the second cycle, respectively. , and These represent the effective driving energy consumption for the current cycle, the first cycle, and the second cycle, respectively.

[0041] Furthermore, embodiments of this application can calculate the remaining driving range of the target vehicle under the current driving conditions in real time based on the effective driving energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery. The remaining driving range of the target vehicle is: Lt / ; in, Lt represents the remaining driving range of the target vehicle in period t; Lt represents the current remaining capacity of the power battery in amperes (Ah). This refers to the effective driving energy consumption of the target vehicle in the current cycle.

[0042] Therefore, the embodiments of this application take into account both standard range and actual dynamic range under conditions such as high-speed driving and low-temperature driving. With the goal of optimizing the driving experience and improving the accuracy of range display, a dynamic range estimation algorithm is developed based on the actual working conditions of the driver. Dynamic range display is added on the basis of the original standard range, enriching the range display options and realizing accurate display of range values.

[0043] Furthermore, to enable those skilled in the art to better understand how the vehicle dynamic range estimation method of this application ensures the accuracy and reliability of the dynamic range estimation results, the following description is provided in conjunction with specific embodiments.

[0044] As one possible implementation, in some embodiments, before determining the effective driving energy consumption of the target vehicle in the current period based on the driving energy consumption of the current period, the driving energy consumption of the first period, and the driving energy consumption of the second period, the method further includes: determining a dynamic range driving energy consumption benchmark range; determining whether the driving energy consumption of the target vehicle in the current period is within the dynamic range driving energy consumption benchmark range; if the driving energy consumption of the target vehicle in the current period is not within the dynamic range driving energy consumption benchmark range, then based on the current period, the effective driving energy consumption of the target vehicle in the previous period is taken as the effective driving energy consumption of the target vehicle in the current period.

[0045] Specifically, the embodiments of this application can calculate the minimum and maximum values ​​(calibrated values) of the dynamic range driving energy consumption benchmark in real time. When the driving energy consumption of the target vehicle in the current cycle is not within the range of the dynamic range driving energy consumption benchmark, the effective driving energy consumption of the target vehicle in the previous cycle is used as the effective driving energy consumption of the target vehicle in the current cycle. This is to avoid the energy consumption fluctuation peaks and valleys caused by unstable or uncommon extreme operating conditions from participating in the calculation and affecting the accuracy of the estimation results.

[0046] Therefore, the embodiments of this application can filter out invalid energy consumption samples caused by occasional extreme conditions by limiting the fluctuation range of the target vehicle's driving energy consumption in the current cycle, so that the dynamic range estimation fits the normal driving characteristics of the vehicle and optimizes the real-time output accuracy of the range value.

[0047] Furthermore, to enable those skilled in the art to better understand how the vehicle dynamic range estimation method of this application dynamically estimates the range under charging conditions, the following description is provided in conjunction with specific embodiments.

[0048] As one possible implementation, in some embodiments, after obtaining the target vehicle's power battery charging / discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, current ambient temperature, and current remaining power battery capacity, the method further includes: in response to the current vehicle driving mode being a preset charging mode, obtaining the target vehicle's state of charge correction coefficient; determining the target vehicle's charging energy consumption in the current cycle based on the correction coefficients corresponding to the power battery charging / discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, and current ambient temperature, and the state of charge correction coefficient; determining the third, fourth, and fifth cycles prior to the current cycle, and determining the target vehicle's effective charging energy consumption in the current cycle based on the charging energy consumption of the current cycle, the third cycle, the fourth cycle, and the fifth cycle; assigning the target vehicle's effective charging energy consumption in the current cycle to the effective driving energy consumption; and calculating the target vehicle's remaining mileage value based on the target vehicle's effective charging energy consumption in the current cycle and the current remaining power battery capacity.

[0049] In some embodiments, the charging energy consumption of the target vehicle in the current cycle is determined based on the correction coefficients and state-of-charge correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, the current ambient temperature, and the current state-of-charge correction coefficient. This includes: determining the charging energy consumption of the target vehicle in the current cycle based on a preset charging energy consumption calculation formula, according to the correction coefficients and state-of-charge correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, the current ambient temperature, and the current state-of-charge correction coefficient.

[0050] The third cycle is the cycle preceding the current cycle; the fourth cycle is the two cycles preceding the current cycle; and the fifth cycle is the three cycles preceding the current cycle.

[0051] Specifically, when the current vehicle driving mode is the preset charging mode, this embodiment of the application can calculate the charging energy consumption in real time based on parameters such as current vehicle speed, power battery charging and discharging current, and ambient temperature changes using a closed-loop feedback iterative algorithm. The preset charging energy consumption calculation formula is as follows: ); in, The charging energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. This is the state of charge correction factor (i.e., the SOC correction factor, which is a calibrated value. Different SOCs correspond to different power battery platform voltages, and need to be corrected in real time according to the SOC). The charging and discharging current of the power battery is expressed in amperes (A). The current of the air conditioner compressor is expressed in amperes (A). The WTC operating current of the air conditioner heater is expressed in amperes (A). The current vehicle speed (i.e., the real-time vehicle speed) is expressed in km / h.

[0052] It should be understood that vehicle discharge while stationary (such as remote air conditioning and discharge to external vehicles) is not included in the dynamic range charging energy consumption calculation.

[0053] Furthermore, after calculating the charging energy consumption of the target vehicle in the current cycle, this embodiment of the application also needs to determine the effective charging energy consumption of the target vehicle in the current cycle by combining the charging energy consumption of the target vehicle in the previous three historical cycles. The effective charging energy consumption of the target vehicle in the current cycle is: + ; ; in, The effective charging energy consumption of the target vehicle in the current cycle; , , and These are the proportional coefficients for the current cycle, the third cycle, the fourth cycle, and the fifth cycle, respectively. , , and These represent the effective charging energy consumption for the current cycle, the third cycle, the fourth cycle, and the fifth cycle, respectively.

[0054] Furthermore, in this embodiment of the application, the remaining driving range of the target vehicle can be calculated based on the effective charging energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery. Wherein, the remaining driving range of the target vehicle is: Lt / ; in, Lt represents the remaining driving range of the target vehicle in period t; Lt represents the current remaining capacity of the power battery in amperes (Ah). The effective charging energy consumption of the target vehicle in the current cycle.

[0055] Furthermore, embodiments of this application can calculate the effective charging energy consumption of the target vehicle in the current cycle at the end of the charging period. (i.e., the iterative charging energy consumption) is assigned to the target vehicle's effective driving energy consumption in the current cycle. This ensures that the displayed dynamic driving range of the target vehicle when fully charged is exactly the same as the remaining driving range corresponding to the current battery level, without any deviation. This prevents the displayed driving range from decreasing too quickly or too slowly when the target vehicle is fully charged and in motion due to the aforementioned deviation.

[0056] Therefore, the embodiments of this application can take into account the impact of charging conditions on vehicle energy consumption and improve the dynamic range correction mechanism.

[0057] Furthermore, to enable those skilled in the art to better understand how the vehicle dynamic range estimation method of this application ensures the accuracy and reliability of the estimation results under charging conditions, the following description is provided in conjunction with specific embodiments.

[0058] As one possible implementation, in some embodiments, before determining the effective charging energy consumption of the target vehicle in the current cycle based on the charging energy consumption of the current cycle, the charging energy consumption of the third cycle, the charging energy consumption of the fourth cycle, and the charging energy consumption of the fifth cycle, the method further includes: obtaining the current state of charge of the target vehicle and determining a dynamic range charging energy consumption benchmark range; determining whether the charging energy consumption of the target vehicle in the current cycle is within the dynamic range charging energy consumption benchmark range and whether the current state of charge is less than a preset state of charge threshold; if the charging energy consumption of the target vehicle in the current cycle is not within the dynamic range charging energy consumption benchmark range and the current state of charge is less than the preset state of charge threshold, then based on the current cycle, the effective charging energy consumption of the target vehicle in the previous cycle is taken as the effective charging energy consumption of the target vehicle in the current cycle.

[0059] The preset state of charge threshold can be a threshold set by the user, or it can be a threshold obtained through a limited number of experiments, or it can be a threshold obtained through a limited number of computer simulations. No specific limitation is made here.

[0060] Specifically, this application embodiment can calculate the minimum and maximum values ​​(calibrated values) of the dynamic range charging energy consumption benchmark in real time. When the target vehicle's charging energy consumption in the current cycle is not within the dynamic range charging energy consumption benchmark range range, and the current state of charge is less than a preset state of charge threshold, the effective charging energy consumption of the target vehicle in the previous cycle is used as the effective charging energy consumption of the target vehicle in the current cycle. The preset state of charge threshold is a calibration value, which can be 5%. This avoids the inclusion of unstable or uncommon extreme operating conditions and energy consumption fluctuations caused by low platform voltage of the power battery at the end of discharge in the calculation, thus preventing them from affecting the accuracy of the estimation results.

[0061] Therefore, the embodiments of this application can filter out invalid energy consumption samples caused by occasional extreme operating conditions by limiting the fluctuation range of the target vehicle's charging energy consumption in the current cycle and the lower limit of its state of charge.

[0062] Furthermore, to enable those skilled in the art to better understand how the vehicle dynamic range estimation method of this application achieves a smooth transition in the display of the remaining mileage value, the following description is provided in conjunction with specific embodiments.

[0063] As one possible implementation, in some embodiments, after calculating the remaining driving range of the target vehicle based on the effective driving energy consumption of the target vehicle in the current period and the remaining capacity of the current power battery, the method further includes: determining the driving range change gradient of the target vehicle in the current period, smoothing the remaining driving range of the target vehicle based on the driving range change gradient, and displaying the processed remaining driving range value.

[0064] Specifically, after calculating the remaining mileage of the target vehicle, this embodiment of the application can control the range change correction coefficient based on a multi-segment proportional-integral (PI) algorithm, provide feedback on the rate of change of the displayed range value, and ultimately achieve a smooth transition from the displayed dynamic range to the remaining mileage corresponding to the vehicle's current driving conditions. The driving range change gradient is as follows: ; in, This represents the gradient of changes in driving range; Total number of cycles; This is a correction factor for changes in driving range; The real-time charging and discharging current of the power battery is expressed in amperes (A). The unit period time is in seconds (s). The effective driving energy consumption of the target vehicle is expressed in ampere-hours per kilometer (Ah / km).

[0065] Furthermore, to enable those skilled in the art to better understand how the vehicle dynamic range estimation method of this application determines the initial energy consumption benchmark value of the target vehicle when it is powered on for the next driving, the following description is provided in conjunction with specific embodiments.

[0066] As one possible implementation, in some embodiments, after calculating the remaining driving range of the target vehicle based on the effective driving energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery, the method further includes: in response to the target vehicle being powered off, storing the driving energy consumption ratio, pure driving energy consumption ratio, and air conditioning energy consumption ratio of the target vehicle at the last moment of the current cycle into a preset memory device as the initial energy consumption benchmark value of the target vehicle at the calibrated mileage when it is powered on again.

[0067] Furthermore, when the target vehicle finishes driving and is powered off, this embodiment of the application needs to store the percentage of driving energy consumption, pure driving energy consumption, and air conditioning energy consumption during this driving process into a preset memory device. The stored value for this power-off is the initial energy consumption benchmark value for dynamic range when the vehicle is powered on again. After the vehicle has accumulated a calibrated mileage after power-on, the energy consumption is iteratively updated based on this initial benchmark value. The calibrated mileage can be 1km.

[0068] Therefore, this application embodiment can provide users with a more intuitive display of the remaining driving range when driving conditions change, facilitating time and trip management. By learning the driver's driving behavior to calculate dynamic driving energy consumption, the dynamic range can automatically learn and update synchronously when the driving style changes during driving. The driving range displayed on the vehicle's instrument panel can reflect the remaining driving range of the vehicle, reflecting the reach of the user's vehicle to a certain extent. High-precision driving range display can effectively alleviate the driver's range anxiety. In terms of matching compatibility: different drivers have different driving styles, driving conditions, and usage environments. This application embodiment can improve compatibility by adding relevant functions to meet the usage requirements of various drivers for the accuracy of the driving range display. In terms of intent recognition: when the driver's working conditions change, the dynamic driving range can quickly identify the driver's intent and the change in working conditions, and can quickly and accurately switch to the remaining driving range value corresponding to the current working condition. Furthermore, driving style directly affects the displayed range on a full charge. For example, if the driving style before charging was gentle, the range on a full charge may be higher than the standard range; conversely, if the driving style before charging was aggressive, the range on a full charge will be lower than the standard range. In summary, the embodiments of this application can effectively improve the accuracy of the vehicle's overall range display under various operating conditions.

[0069] Furthermore, to enable those skilled in the art to better understand the vehicle dynamic range estimation method of this application, the following description is provided in conjunction with specific embodiments.

[0070] Specifically, in order to verify that the software functions designed in this application embodiment can be realized in both urban and highway conditions under low temperature environments, the following is a verification of the effect through a real vehicle wheel rotation test.

[0071] First, in order to verify that the software functions designed in the embodiments of this application can be realized under low temperature conditions, the embodiments of this application conduct low temperature high speed condition drum test and verification.

[0072] Specifically, the test environment was as follows: the vehicle was fully charged via AC slow charging and then left to stand overnight at an ambient temperature of -18℃. Before the test, the air conditioning was kept at 23℃ in AUTO mode. The test conditions were: a constant speed test at 120km / h after two CLTC cycles. The experimental conclusions can be summarized as follows: Figure 2 and Figure 3 As shown, Figure 2 This is a schematic diagram of a vehicle speed curve for a low-temperature, high-speed drum test provided in an embodiment of this application. Figure 3 This is a schematic diagram of the dynamic range following result of a low-temperature high-speed driving condition drum test provided in an embodiment of this application. As can be seen from the figure, the energy consumption iteration is completed when the target vehicle has traveled about 30km, and the displayed remaining dynamic range effectively follows the actual mileage.

[0073] Secondly, in order to verify that the software functions designed in this application embodiment can be realized under high-speed conditions in low-temperature environments, this application embodiment verifies the effect through real vehicle road tests and conducts benchmark tests with peer vehicles such as Volkswagen ID.4 and BYD Han.

[0074] Specifically, the test environment was as follows: the vehicle was fully charged via AC slow charging in a low-temperature environment and then left to stand still in an outdoor low-temperature environment (-20℃). The test conditions were as follows: before the test began, the air conditioning was kept at 23℃ in AUTO mode, and a convoy test was conducted at 80-90 km / h, involving real-vehicle following between urban areas, highways, and urban areas. The test ended when each vehicle reached a speed limit of 30 km / h. The experimental conclusions can be summarized as follows: Figures 4 to 7 As shown, Figure 4 This is a schematic diagram of a vehicle speed curve for low-temperature high-speed road testing, provided in an embodiment of this application. Figure 5 This is a schematic diagram illustrating the dynamic range following behavior of the Jihu vehicle under low-temperature, high-speed road testing conditions, as provided in an embodiment of this application. Figure 6 This application provides a schematic diagram illustrating the dynamic range following behavior of a Volkswagen ID.4 under low-temperature, high-speed road testing conditions, as part of an embodiment of the present application. Figure 7 This is a schematic diagram of the dynamic range following performance of the BYD Han under low-temperature high-speed road conditions provided in an embodiment of this application. As can be seen from the figure, the dynamic range display of the Jihu model performs well in terms of range following and range accuracy (95%). The algorithm iteration speed is fast, and it can be completed after driving about 30km. Compared with the dynamic range of other benchmark vehicles, the user experience is better. The range accuracy is higher than that of the BYD Han (72.3%), but slightly lower than that of the Volkswagen ID.4 (101.4%). The reason is that the dynamic range function software is being flashed for the first time and has not yet undergone a long-mileage learning process.

[0075] Finally, in order to verify that the software functions designed in the embodiments of this application can be realized in actual low-temperature commuting conditions, the embodiments of this application conduct road tests and effect verification under low-temperature commuting conditions through real vehicle road tests.

[0076] Specifically, the test environment was as follows: the vehicle was fully charged via AC slow charging in a low-temperature environment and then left to stand in an outdoor low-temperature environment (-20℃). The test conditions were: before the test, the air conditioning was kept at 23℃ in AUTO mode, and a real-world commuting test was conducted, with 44km driven in the morning and 30km driven in the evening each day. The experimental conclusions can be as follows: Figures 8 to 11 As shown, Figure 8 This is a schematic diagram of a vehicle speed curve for road testing under low-temperature commuting conditions, provided in an embodiment of this application. Figure 9 This is a schematic diagram illustrating the dynamic range following behavior of a Geely Fox vehicle under low-temperature commuting road testing conditions, as provided in an embodiment of this application. Figure 10 This application provides a schematic diagram illustrating the dynamic range following behavior of a Volkswagen ID.4 under low-temperature commuting road conditions in an embodiment of the present application. Figure 11 This is a schematic diagram illustrating the dynamic range tracking performance of the BYD Han under low-temperature commuting road conditions, as provided in an embodiment of this application. As shown in the figure, the dynamic range display of the Jihu model is better, with a higher mileage accuracy (95%) (higher than the Volkswagen ID.4's 52.4% and the BYD Han's 52.9%). The algorithm iteration speed is faster, completing the iteration in about 30km. Compared with the dynamic range of other benchmark vehicles, the dynamic range display of the Jihu model is more realistic and has higher practical significance.

[0077] Therefore, the vehicle dynamic range estimation and display strategy of this application embodiment can follow changes in the user's actual driving conditions and output a displayed range value that fits the user's driving habits, making it easier for the user to plan subsequent trips reasonably. When the driving style changes during driving, the dynamic range algorithm can adaptively learn and update the range result synchronously; as the accumulated mileage increases, the display accuracy of the dynamic range gradually improves through self-learning iterative optimization.

[0078] Furthermore, to enable those skilled in the art to better understand the vehicle dynamic range estimation method of this application, the following is combined with... Figures 12 to 14 Specific embodiments will be described below.

[0079] Figure 12 This is a schematic diagram of a vehicle dynamic range control strategy provided in an embodiment of this application.

[0080] like Figure 12As shown, the controllers in this embodiment communicate via a CAN bus. Specifically, the BMS transmits battery status data such as available battery capacity, remaining battery charge, battery charging and discharging current, minimum temperature of individual cells, differential voltage faults, and battery coding to the Vehicle Control Unit (VCU). The Electronic Stability Program (ESP) or Motor Control Unit (MCU) transmits vehicle speed signals to the VCU. The Body Control Module (BCM) transmits real-time time to the VCU, and the Electronic Climate Control (ECC) transmits real-time ambient temperature to the VCU. After calculating the dynamic and standard driving range based on the above parameters, the VCU sends the total mileage data from the odometer (ODO) back to the Intelligent Cruise Control (ICC). Finally, the ICC displays the dynamic and standard driving range and the user's mileage, and provides a user charging reminder function. In addition, signals such as the remaining power battery charge, power battery cell temperature, vehicle speed signal, and ambient temperature are input as control parameters to the vehicle controller. The vehicle controller calculates and outputs the dynamic driving range value in real time through an algorithm. The functions of each controller are shown in Table 1, which is a controller and its function table provided in one embodiment of this application.

[0081] Table 1

[0082] Furthermore, in specific applications, the control functions of this embodiment involve communication between the controllers of the intelligent single-pedal control system via CAN bus signals. The communication signals between the controllers can be shown in Table 2, which is a controller information interaction table provided in one embodiment of this application.

[0083] Table 2

[0084] Furthermore, Figure 13 This is a schematic diagram of a vehicle dynamic driving range estimation strategy provided in an embodiment of this application.

[0085] like Figure 13As shown, the vehicle's dynamic driving range estimation strategy consists of five modules arranged sequentially: energy consumption statistics, mileage calculation, closed-loop iterative calculation of driving energy consumption, real-time dynamic range calculation, and dynamic range display. Specifically, it first collects raw signals such as compressor current, WTC current, ambient temperature, power battery charging and discharging current, power battery terminal voltage, ODO mileage signal, vehicle speed signal, time signal, vehicle mode, and motor speed, and sends them to the energy consumption statistics module and the mileage calculation module respectively. After real-time analysis of the vehicle's power consumption data and actual mileage, the two types of results are input into the driving energy consumption closed-loop iterative calculation module. The iterated driving energy consumption is then sent to the real-time dynamic range calculation module, which outputs the remaining driving range of the target vehicle. Finally, a closed-loop tracking transition is performed based on a multi-segment PI algorithm and displayed to avoid sudden jumps in the range value.

[0086] Furthermore, Figure 14 A flowchart illustrating a method for estimating the dynamic driving range of a vehicle, as provided in this application embodiment.

[0087] like Figure 14 As shown, the method for estimating the dynamic driving range of this vehicle includes the following steps: S1401, Begin.

[0088] S1402, Initialize matching.

[0089] S1403, Vehicle mode recognition.

[0090] S1404, Determine if it is in charging mode? If yes, proceed to step S1408; otherwise, proceed to step S1405.

[0091] S1405, Determine if it is in driving condition? If yes, proceed to step S1407; otherwise, proceed to step S1406.

[0092] S1406, mileage calculation under static discharge conditions.

[0093] S1407, Driving condition mileage calculation & energy consumption benchmark dynamic calculation.

[0094] S1408, charging mode range calculation.

[0095] S1409, power-off range & energy consumption baseline memory storage.

[0096] S1410, End.

[0097] The vehicle dynamic range estimation method proposed in this application can determine the vehicle's energy consumption in the current cycle when the target vehicle's current driving mode is a preset dynamic range condition. This is achieved by using correction coefficients corresponding to the power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, and current ambient temperature. Furthermore, the effective energy consumption in the current cycle is determined by combining the energy consumption of the target vehicle in the previous two historical cycles. Finally, the remaining driving range of the target vehicle is calculated based on the remaining capacity of the power battery. This solves the problem in related technologies where the conventional single range display mode is difficult to adapt to complex and changing driving environments, leading to significant discrepancies between the actual and displayed range. The method can correct the remaining range in real time based on ambient temperature and driving conditions, improving the accuracy of the range display and effectively alleviating user range anxiety.

[0098] Next, the vehicle dynamic range estimation device proposed in this application is described with reference to the accompanying drawings.

[0099] Figure 15 This is a block diagram of the vehicle dynamic range estimation device proposed in the embodiments of this application.

[0100] like Figure 15 As shown, the vehicle dynamic range estimation device 10 includes: an acquisition module 100, a first calculation module 200, and a second calculation module 300.

[0101] The system includes: an acquisition module 100, which determines the current driving mode of the target vehicle and acquires the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery; a first calculation module 200, which, in response to the current driving mode being a preset dynamic range condition, determines the driving energy consumption of the target vehicle in the current cycle based on the correction coefficients corresponding to the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, and the current ambient temperature; and a second calculation module 300, which determines the first and second cycles preceding the current cycle, determines the effective driving energy consumption of the target vehicle in the current cycle based on the driving energy consumption of the current cycle, the driving energy consumption of the first cycle, and the driving energy consumption of the second cycle, and calculates the remaining mileage of the target vehicle based on the effective driving energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery.

[0102] Optionally, in some embodiments, the first calculation module 200 is specifically used to: determine the driving energy consumption of the target vehicle in the current cycle based on a preset driving energy consumption calculation formula, according to the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature, wherein the preset driving energy consumption calculation formula is: ); in, Let be the driving energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. The charging and discharging current of the power battery; This refers to the operating current of the air conditioner compressor. This refers to the operating current of the air conditioner heater. This represents the current vehicle speed.

[0103] Optionally, in some embodiments, before determining the effective driving energy consumption of the target vehicle in the current period based on the driving energy consumption of the current period, the driving energy consumption of the first period, and the driving energy consumption of the second period, the first calculation module 200 is further configured to: determine the dynamic range driving energy consumption benchmark value range; determine whether the driving energy consumption of the target vehicle in the current period is within the dynamic range driving energy consumption benchmark value range; if the driving energy consumption of the target vehicle in the current period is not within the dynamic range driving energy consumption benchmark value range, then based on the current period, take the effective driving energy consumption of the target vehicle in the previous period as the effective driving energy consumption of the target vehicle in the current period.

[0104] Optionally, in some embodiments, after obtaining the charging and discharging current of the target vehicle's power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery, the first calculation module 200 is further configured to: in response to the current vehicle driving mode being a preset charging mode, obtain the state of charge correction coefficient of the target vehicle; determine the charging energy consumption of the target vehicle in the current cycle based on the correction coefficients corresponding to the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, and the current ambient temperature, and the state of charge correction coefficient; determine the third, fourth, and fifth cycles preceding the current cycle, and determine the effective charging energy consumption of the target vehicle in the current cycle based on the charging energy consumption of the current cycle, the charging energy consumption of the third cycle, the charging energy consumption of the fourth cycle, and the charging energy consumption of the fifth cycle; assign the effective charging energy consumption of the target vehicle in the current cycle to the effective driving energy consumption; and calculate the remaining mileage value of the target vehicle based on the effective charging energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery.

[0105] Optionally, in some embodiments, the first calculation module 200 is specifically used to: determine the charging energy consumption of the target vehicle in the current cycle based on a preset charging energy consumption calculation formula, according to the correction coefficients and state-of-charge correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature, wherein the preset charging energy consumption calculation formula is: ); in, The charging energy consumption of the target vehicle in period t; Total number of cycles; This is a correction factor for ambient temperature. This is the state of charge correction factor; The charging and discharging current of the power battery; This refers to the operating current of the air conditioner compressor. This refers to the operating current of the air conditioner heater. This represents the current vehicle speed.

[0106] Optionally, in some embodiments, before determining the effective charging energy consumption of the target vehicle in the current cycle based on the charging energy consumption of the current cycle, the charging energy consumption of the third cycle, the charging energy consumption of the fourth cycle, and the charging energy consumption of the fifth cycle, the first calculation module 200 is further configured to: obtain the current state of charge of the target vehicle and determine the dynamic range charging energy consumption benchmark value range; determine whether the charging energy consumption of the target vehicle in the current cycle is within the dynamic range charging energy consumption benchmark value range and whether the current state of charge is less than a preset state of charge threshold; if the charging energy consumption of the target vehicle in the current cycle is not within the dynamic range charging energy consumption benchmark value range and the current state of charge is less than the preset state of charge threshold, then based on the current cycle, the effective charging energy consumption of the target vehicle in the previous cycle is taken as the effective charging energy consumption of the target vehicle in the current cycle.

[0107] Optionally, in some embodiments, after calculating the remaining driving range of the target vehicle based on the effective driving energy consumption of the target vehicle in the current period and the remaining capacity of the current power battery, the second calculation module 300 is further configured to: determine the driving range change gradient of the target vehicle in the current period, smooth the remaining driving range of the target vehicle based on the driving range change gradient, and display the processed remaining driving range value.

[0108] It should be noted that the foregoing explanation of the vehicle dynamic range estimation method embodiment also applies to the vehicle dynamic range estimation device of this embodiment, and will not be repeated here.

[0109] The vehicle dynamic range estimation device proposed in this application can determine the vehicle's energy consumption in the current cycle when the target vehicle's current driving mode is a preset dynamic range condition. This is done based on correction coefficients corresponding to the power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, and current ambient temperature. The device also combines the energy consumption of the target vehicle in the previous two historical cycles to determine its effective energy consumption in the current cycle, and calculates the remaining driving range of the target vehicle based on the remaining capacity of the power battery. This solves the problem in related technologies where a conventional single range display mode is difficult to adapt to complex and changing driving environments, leading to significant discrepancies between the actual and displayed range. The device can correct the remaining range in real time based on ambient temperature and driving conditions, improving the accuracy of the range display and effectively alleviating user range anxiety.

[0110] Figure 16 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 1601, the processor 1602, and the computer program stored on the memory 1601 and executable on the processor 1602.

[0111] When the processor 1602 executes the program, it implements the vehicle dynamic driving range estimation method provided in the above embodiments.

[0112] Furthermore, the vehicle also includes: Communication interface 1603 is used for communication between memory 1601 and processor 1602.

[0113] The memory 1601 is used to store computer programs that can run on the processor 1602.

[0114] The memory 1601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0115] If the memory 1601, processor 1602, and communication interface 1603 are implemented independently, then the communication interface 1603, memory 1601, and processor 1602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 16The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0116] Optionally, in a specific implementation, if the memory 1601, processor 1602, and communication interface 1603 are integrated on a single chip, then the memory 1601, processor 1602, and communication interface 1603 can communicate with each other through an internal interface.

[0117] The processor 1602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0118] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the following... Figure 1 The method for estimating the dynamic driving range of a vehicle is shown.

[0119] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0120] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0121] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0122] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0123] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0124] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0125] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0126] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for estimating the dynamic driving range of a vehicle, characterized in that, include: Determine the current driving mode of the target vehicle, and obtain the charging and discharging current of the target vehicle's power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery. In response to the current vehicle driving mode being a preset dynamic range condition, the driving energy consumption of the target vehicle in the current cycle is determined based on the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature. The first and second cycles preceding the current cycle are determined, and the effective driving energy consumption of the target vehicle in the current cycle is determined based on the driving energy consumption of the current cycle, the driving energy consumption of the first cycle, and the driving energy consumption of the second cycle. The remaining driving range of the target vehicle is calculated based on the effective driving energy consumption of the target vehicle in the current cycle and the remaining capacity of the current power battery.

2. The method according to claim 1, characterized in that, The step of determining the driving energy consumption of the target vehicle in the current cycle based on the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, and the correction coefficient corresponding to the current ambient temperature includes: Based on a preset driving energy consumption calculation formula, the driving energy consumption of the target vehicle in the current cycle is determined according to the correction coefficients corresponding to the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, and the current ambient temperature. The preset driving energy consumption calculation formula is as follows: )； in, Let be the driving energy consumption of the target vehicle in period t; Total number of cycles; This is the ambient temperature correction factor; The charging and discharging current of the power battery; The operating current of the air conditioner compressor; The operating current of the air conditioner heater; The current vehicle speed.

3. The method according to claim 1, characterized in that, Before determining the effective driving energy consumption of the target vehicle in the current period based on the driving energy consumption of the current period, the driving energy consumption of the first period, and the driving energy consumption of the second period, the method further includes: Determine the benchmark range for vehicle energy consumption during dynamic range driving; Determine whether the target vehicle's driving energy consumption in the current cycle is within the range of the dynamic range driving energy consumption benchmark value; If the target vehicle's driving energy consumption in the current cycle is not within the range of the dynamic range driving energy consumption benchmark value, then based on the current cycle, the effective driving energy consumption of the target vehicle in the previous cycle is taken as the effective driving energy consumption of the target vehicle in the current cycle.

4. The method according to claim 1, characterized in that, After acquiring the target vehicle's power battery charging and discharging current, air conditioning compressor operating current, air conditioning heater operating current, current vehicle speed, current ambient temperature, and current remaining power battery capacity, the following is also included: In response to the current vehicle driving mode being a preset charging mode, the state of charge correction coefficient of the target vehicle is obtained; The charging energy consumption of the target vehicle in the current cycle is determined based on the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, the correction coefficient corresponding to the current ambient temperature, and the state of charge correction coefficient. The third, fourth, and fifth cycles preceding the current cycle are determined, and the effective charging energy consumption of the target vehicle in the current cycle is determined based on the charging energy consumption of the current cycle, the charging energy consumption of the third cycle, the charging energy consumption of the fourth cycle, and the charging energy consumption of the fifth cycle. The effective charging energy consumption of the target vehicle in the current cycle is assigned to the effective driving energy consumption, and the remaining driving range of the target vehicle is calculated based on the effective charging energy consumption of the target vehicle in the current cycle and the current remaining capacity of the power battery.

5. The method according to claim 4, characterized in that, The step of determining the charging energy consumption of the target vehicle in the current cycle based on the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the correction coefficient corresponding to the current ambient temperature, and the state of charge correction coefficient includes: Based on a preset charging energy consumption calculation formula, the charging energy consumption of the target vehicle in the current cycle is determined according to the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, the current ambient temperature, and the state of charge correction coefficient. The preset charging energy consumption calculation formula is as follows: )； in, The charging energy consumption of the target vehicle in period t; Total number of cycles; This is the ambient temperature correction factor; This is the state of charge correction factor; The charging and discharging current of the power battery; The operating current of the air conditioner compressor; The operating current of the air conditioner heater; The current vehicle speed.

6. The method according to claim 4, characterized in that, Before determining the effective charging energy consumption of the target vehicle in the current cycle based on the charging energy consumption of the current cycle, the charging energy consumption of the third cycle, the charging energy consumption of the fourth cycle, and the charging energy consumption of the fifth cycle, the method further includes: Obtain the current state of charge of the target vehicle and determine the dynamic range charging energy consumption benchmark range; Determine whether the charging energy consumption of the target vehicle in the current cycle is within the range of the dynamic range charging energy consumption benchmark value, and whether the current state of charge is less than the preset state of charge threshold. If the charging energy consumption of the target vehicle in the current cycle is not within the range of the dynamic range charging energy consumption benchmark value, and the current state of charge is less than the preset state of charge threshold, then based on the current cycle, the effective charging energy consumption of the target vehicle in the previous cycle is taken as the effective charging energy consumption of the target vehicle in the current cycle.

7. The method according to claim 1, characterized in that, After calculating the remaining driving range of the target vehicle based on its effective driving energy consumption in the current cycle and the remaining capacity of its current power battery, the method further includes: In response to the target vehicle being powered off, the percentage of driving energy consumption, pure driving energy consumption, and air conditioning energy consumption of the target vehicle at the last moment of the current cycle are stored in a preset memory device as the initial energy consumption benchmark value of the target vehicle at the calibrated mileage when it is powered on and driven again.

8. A vehicle dynamic driving range estimation device, characterized in that, include: The acquisition module is used to determine the current driving mode of the target vehicle and acquire the charging and discharging current of the power battery, the operating current of the air conditioning compressor, the operating current of the air conditioning heater, the current vehicle speed, the current ambient temperature, and the current remaining capacity of the power battery. The first calculation module is used to determine the driving energy consumption of the target vehicle in the current cycle based on the correction coefficients corresponding to the power battery charging and discharging current, the air conditioning compressor operating current, the air conditioning heater operating current, the current vehicle speed, and the current ambient temperature, in response to the current vehicle driving mode being a preset dynamic range condition. The second calculation module is used to determine the first and second cycles preceding the current cycle, and to determine the effective driving energy consumption of the target vehicle in the current cycle based on the driving energy consumption of the current cycle, the driving energy consumption of the first cycle, and the driving energy consumption of the second cycle, and to calculate the remaining driving range of the target vehicle based on the effective driving energy consumption of the target vehicle in the current cycle and the remaining capacity of the current power battery.

9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle dynamic range estimation method as described in any one of claims 1-7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the program is executed by the processor, it implements the vehicle dynamic range estimation method as described in any one of claims 1-7.

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