Electric Vehicle Residual Range Estimation Using Dynamic Energy Coefficient
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Solution Overview
Problem
Existing methods for estimating the residual range of electric vehicles are inaccurate due to reliance on insensitive battery monitoring devices and empirical test values that do not account for real-world electrical loads.
Innovation Solution
A method involving a vehicle management unit that processes real-time data from the vehicle, including speed, distance, and battery energy, to iteratively calculate and refine an available energy coefficient, enabling a more precise estimation of residual range based on actual usage patterns.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the residual range is calculated using the state of charge parameter from battery monitoring devices, then the calculation is simple, but the estimation accuracy is poor due to insensitive monitoring devices
Solution Approach 1:
The system implements feedback by continuously monitoring actual energy consumption during vehicle operation and using this information to update and refine the available energy coefficient. The management unit compares estimated energy consumption with actual consumption patterns, adjusting the coefficient iteratively to improve estimation accuracy while maintaining computational efficiency.
Solution Approach 2:
The invention transforms the estimation approach by introducing an available energy coefficient that varies based on actual vehicle operation conditions. Instead of relying on fixed state of charge measurements, the system dynamically adjusts this coefficient according to real-world electrical load patterns, driving conditions, and consumption data, thereby improving accuracy without excessive complexity.
2Ease of manufacture
If empirical corrective values from standard mission tests are used, then the calculation method is established, but the estimation remains inaccurate because real-world electrical loads are not accounted for
Solution Approach 1:
The system transitions from static empirical values to dynamic adaptation. The available energy coefficient is initially set based on standard mission tests but is continuously refined during actual vehicle operation. The management unit updates this coefficient in real-time based on actual electrical consumption patterns, driving conditions, and operational data, enabling the system to adapt to specific vehicle usage patterns and improve accuracy over time.
Solution Approach 2:
The system performs self-calibration by using its own operational data to improve its estimation accuracy. The management unit monitors actual energy consumption during vehicle operation and automatically adjusts the available energy coefficient without requiring external re-calibration or manual intervention. This self-service mechanism allows the system to continuously improve its estimates based on accumulated real-world data.
3Quantity of substance
If standard mission test values are used for correction, then the corrective parameter is available, but the values do not reflect actual vehicle usage conditions
Solution Approach 1:
The system uses feedback from actual vehicle operation to bridge the gap between standard test values and real-world conditions. The management unit continuously monitors actual electrical consumption, driving patterns, and operational data, then uses this feedback to adjust the available energy coefficient. This feedback loop enables the system to maintain the structure of using corrective parameters while adapting them to reflect actual vehicle usage conditions specific to each vehicle and driver.
Data Source
AI summary
An estimation method of the residual charge of an electric vehicle comprising at least one electric battery and at least one motor configured to use, at least in part, the energy of said at least one battery for enabling the operation of the electric vehicle, the method comprising a plurality of calculation steps for calculating an optimised coefficient of available energy that takes into account the actual operation of the vehicle in order to correct the energy of said batteries at the beginning of the next work cycle.