WO2019113828A1 - 纯电动汽车剩余里程的估算方法及装置 - Google Patents

纯电动汽车剩余里程的估算方法及装置 Download PDF

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Publication number
WO2019113828A1
WO2019113828A1 PCT/CN2017/115900 CN2017115900W WO2019113828A1 WO 2019113828 A1 WO2019113828 A1 WO 2019113828A1 CN 2017115900 W CN2017115900 W CN 2017115900W WO 2019113828 A1 WO2019113828 A1 WO 2019113828A1
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battery
electric vehicle
unit time
pure electric
remaining
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PCT/CN2017/115900
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English (en)
French (fr)
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刘斌
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深圳配天智能技术研究院有限公司
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Priority to PCT/CN2017/115900 priority Critical patent/WO2019113828A1/zh
Priority to CN201780036081.2A priority patent/CN109302844B/zh
Publication of WO2019113828A1 publication Critical patent/WO2019113828A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to the field of pure electric vehicles, in particular to a method and a device for acquiring the remaining mileage of a pure electric vehicle.
  • the remaining mileage of the electric vehicle refers to the longest distance that the electric vehicle can still travel while maintaining the current driving mode under the current battery remaining capacity.
  • the accuracy of the remaining mileage calculation is one of the most concerned issues for electric vehicles, which directly leads to the mileage anxiety of the owner. Especially in the cold winter in the north, the situation of electric car brakes has occurred from time to time. It is obvious that it can travel for dozens of kilometers, but it can only be carried out after driving for more than ten kilometers or even several kilometers. A similar phenomenon occurs for electric vehicles that have been used for a while. Sometimes the remaining mileage jumps even when driving in complex conditions. These phenomena are related to the way the remaining mileage is calculated.
  • the calculation of the remaining mileage cannot be abandoned by the influence of external environmental factors, and the algorithm cannot be simply processed from the vehicle level.
  • the power battery is the energy source of the electric car, which directly determines how far the electric car can run.
  • the performance of the power battery in winter and summer is different.
  • the distance that the electric car can travel is also different.
  • the calculation of the remaining mileage cannot use the same calculation parameters. Otherwise, the remaining mileage of the meter and the actual remaining mileage will be huge. difference.
  • the electric mileage of the newly-built electric vehicle is different from that of the electric vehicle that has been used for a while, because the electric vehicle's power battery will age after using it for a period of time, the available energy will be reduced, and the corresponding driving range will be reduced, especially It is in the SOC (full name State of Charge, that is, the state of charge of the battery, also called the remaining power, which represents the ratio of the remaining capacity of the battery after being used for a period of time or for a long time, and the capacity of the fully charged state, expressed as a percentage.
  • SOC full name State of Charge
  • SOC the state of charge of the battery
  • the current method of calculating the remaining mileage is mostly based on the energy consumption per unit time from the start of driving to the current period. This calculation method does not consider the influence of the change of working conditions on the calculation of the remaining mileage. When traveling in different working conditions, the remaining mileage of the electric vehicle is different under the same SOC condition. This requires us to continuously adjust and calculate the remaining mileage calculation method under different working conditions. Ensure the accuracy of the remaining mileage calculation.
  • the prior art has the following disadvantages: (1) The influence of external factors (such as temperature) on the remaining mileage is weakened. (2) Ignore the transient characteristics of the driving conditions of the car. (3) The effect of the attenuation of the battery during use on the battery life is not considered.
  • the technical problem mainly solved by the present invention is to provide a method and a device for acquiring the remaining mileage of a pure electric vehicle, which can more accurately acquire the remaining mileage of the pure electric vehicle.
  • the first technical solution adopted by the present invention is to provide a method for acquiring the remaining mileage of a pure electric vehicle, the obtaining method comprising: acquiring remaining battery power of the pure electric vehicle; collecting the pure The maximum temperature, discharge current, health status parameter, power consumption amount and current voltage of the battery of the electric vehicle battery in the set unit time; according to the maximum temperature, discharge current, and health of the battery in the set unit time a state parameter, a power consumption amount, a current voltage of the battery, and a speed of the pure electric vehicle in a set unit time to determine a power consumption value of the unit mileage of the pure electric vehicle in the set unit time; The ratio of the remaining electrical energy of the battery and the electrical energy consumption value of the unit mileage in the set unit time determines the remaining driving distance of the pure electric vehicle.
  • the second technical solution adopted by the present invention is to provide an electronic device including a memory, a processor, and a memory stored on the memory and operable on the processor.
  • a computer program when the processor executes the program, implements a method for acquiring a remaining mileage of a pure electric vehicle according to any one of the inventions.
  • the third technical solution adopted by the present invention is to provide a A device having a storage function on which is stored a computer program capable of being executed to implement a method of acquiring the remaining mileage of the pure electric vehicle according to any one of the present inventions.
  • the fourth technical solution adopted by the present invention is to provide an electric vehicle including the above electronic device.
  • the beneficial effects of the present invention are: compared with the prior art, the beneficial effects of the present invention are: in the calculation process of the remaining mileage of the pure electric vehicle, taking into consideration factors such as temperature, battery health state SOH and the like affecting the power battery capacity, and adjusting The method of calculating the remaining mileage when driving under complex conditions, weighting the energy consumption per unit mileage in multiple time periods, so that the calculation of the remaining mileage is more accurate.
  • the invention can improve the accuracy of the calculation of the remaining mileage of the pure electric vehicle.
  • FIG. 1 is a schematic flow chart of an embodiment of a method for acquiring a remaining mileage of a pure electric vehicle according to the present invention
  • FIG. 2 is a schematic structural view of an embodiment of an electronic device according to the present invention.
  • FIG. 3 is a schematic structural view of an embodiment of a device having a storage function according to the present invention.
  • FIG. 1 is a schematic flow chart of an embodiment of a method for acquiring remaining mileage of a pure electric vehicle according to the present invention. As shown in FIG. 1, the method for obtaining the remaining mileage of the pure electric vehicle of the present invention is as follows:
  • the electronic device acquires the remaining battery power of the pure electric vehicle.
  • the electronic equipment is connected with a pure electric vehicle for collecting and processing various parameters of the pure electric vehicle.
  • the electronic device includes a BMS and a VCU
  • the BMS is a full name of a Battery Management System, that is, a battery management system, and the main function is to measure, evaluate, manage, protect, and alert the battery system
  • the VCU is called a Vehicle Control Unit, that is, The vehicle controller, by collecting the accelerator pedal signal, the brake pedal signal and other component signals, and making corresponding judgments, controls the actions of the lower component controllers to drive the car to run normally, and it plays the role of controlling the vehicle operation. .
  • the electronic device is connected with a pure electric vehicle, and the electronic device obtains the current remaining power value of the pure electric vehicle battery, the normal driving residual power threshold value, the rated voltage and the nominal rated capacity, wherein the nominal rated capacity of the battery refers to the battery label
  • the capacity value of the battery, the nominal rated capacity is the capacity measured under the experimental conditions specified by the standard, and this value is close to the factory rated capacity of the battery, but not necessarily equal.
  • Er is the remaining battery power of the pure electric vehicle
  • V rated is the rated voltage
  • C rated is the nominal rated capacity
  • SOC current is the current remaining power value
  • SOC end is the remaining power threshold.
  • the unit time is set as a packet interaction period of a BMS and a VCU.
  • the set unit time may also be a packet exchange period of two, three or more BMSs and VCUs, which is not limited by the present invention.
  • the electronic device acquires the power consumption amount in the set unit time, obtains the current voltage of the battery from the BMS and the VCU message, and collects the highest temperature, the discharge current, and the health of the battery of the pure electric vehicle in the set unit time. Status parameter.
  • determining the battery at the highest temperature and discharge current state Factory rated capacity determine the current rated capacity of the battery according to the factory rated capacity and health status parameters; according to the battery's power consumption within the set unit time, the current rated capacity, the current voltage of the battery, and the pure electric vehicle at the set unit time
  • the internal speed determines the power consumption value of the unit mileage of the pure electric vehicle in the set unit time.
  • the factory rated capacity of the battery refers to the battery capacity measured at a specific temperature and a specific charge and discharge rate when the battery is shipped.
  • the battery health state SOH is 100%; the SOH full name is State of Health, that is, the battery system.
  • the state of health is defined as the ratio of the capacity discharged by the power battery from a full state to a cutoff voltage under a standard condition and its corresponding nominal capacity.
  • the battery SOH at the time of shipment is 100%, and the national standard stipulates that the SOH is low. 80% power battery can not continue to be used in electric vehicles; the current rated capacity of the battery refers to the battery capacity measured under the current temperature and current charge and discharge rate conditions. At this time, the battery SOH is 80% to 100%. Therefore, it is necessary to consider the effect of battery attenuation on battery capacity.
  • the truth value table of the factory rated capacity under different temperatures and different charge and discharge rates is set according to the life cycle data of the battery system, and the factory rated capacity of the battery system in the current state is confirmed by the highest single temperature of the battery system and the current current size;
  • the current rated capacity of the battery is determined according to the factory rated capacity and the health state parameter, and the current rated capacity, the factory rated capacity, and the health state parameter satisfy the relationship as in the formula (1).
  • C is the current rated capacity
  • C 0 is the factory rated capacity
  • SOH is the health status parameter
  • Obtain the driving distance of the pure electric vehicle in the set unit time determine the pure according to the battery consumption in the set unit time, the current rated capacity, the current voltage of the battery, and the driving distance of the pure electric vehicle in the set unit time.
  • the electric vehicle consumes the electric energy consumption value per unit time in the unit time, the battery consumption in the set unit time, the current rated capacity, the current voltage of the battery, and the driving distance of the pure electric vehicle in the set unit time.
  • the remaining travel distance of the pure electric vehicle is determined by the ratio of the remaining energy of the battery and the weighted average of the two values of the power consumption value per unit time, wherein the two set unit times are The most recent time period of the current time.
  • the present embodiment is exemplified by two sets of unit time. In other embodiments, the number of unit time sets may be two or more, two or more. The weight of the power consumption value in the unit time is different, which is not limited by the present invention.
  • the electronic device obtains the electric energy consumption value of the unit mileage in the first set unit time and the second set unit time by the pure electric vehicle; in the first set unit time and the second setting on the pure electric vehicle
  • the energy consumption value of the unit mileage per unit time is weighted and calculated, and the weighted average value of the electric energy consumption value is obtained;
  • the remaining driving distance of the pure electric vehicle is determined by the ratio of the remaining energy of the battery and the weighted average value of the electric energy consumption value, the remaining battery power, pure
  • the electric energy consumption value of the electric vehicle in the first set unit time, the electric energy consumption value of the pure electric vehicle in the second set unit time, and the remaining driving distance of the pure electric vehicle satisfy the formula (4).
  • It is the electric energy consumption value of the unit mileage of the pure electric vehicle in the first set unit time. It is the electric energy consumption value of the unit mileage of the pure electric vehicle in the second set unit time, and ⁇ is the weighting coefficient.
  • the power consumption value of the unit mileage in the two set unit time is within the predetermined range, it is considered that the road condition in the current period is relatively stable, and the power consumption value in the set unit time far from the current time is determined. Can not be considered.
  • two units are set in unit time
  • the difference of the electric energy consumption value of the mileage exceeds the predetermined range, it is considered that the current driving condition is unstable, and at this time, different ⁇ values are selected according to the degree of exceeding. The greater the degree of excess, the greater the proportion of the energy consumption per unit of mileage in the set unit time that is closer to the current time.
  • the predetermined range is 5%, and the first set unit time is closer to the current time.
  • the difference between the power consumption values of the unit mileage in the two set unit time is the power consumption value of the unit mileage in the first set unit time.
  • the power consumption value of the unit mileage in the two set unit time is within 5% of the predetermined range.
  • the road condition in the current period is relatively stable, and the value of ⁇ is 1, that is, the calculation method is the same at this time.
  • the power consumption value of the unit mileage in the two set unit time needs to be considered.
  • the value of ⁇ is based on the excess degree. The greater the degree of exceeding, the unit within the set time unit that is closer to the current time. The power consumption value is taken as a large proportion.
  • the beneficial effects of the present invention are: in the calculation process of the remaining mileage of the pure electric vehicle, taking into consideration factors such as temperature, battery health state SOH and the like affecting the power battery capacity, and adjusting when driving under complicated working conditions
  • the remaining mileage calculation method weights the energy consumption per unit mileage in multiple time periods, so that the calculation of the remaining mileage is more accurate.
  • the invention can improve the accuracy of the calculation of the remaining mileage of the pure electric vehicle.
  • FIG. 2 is a schematic structural diagram of an embodiment of an electronic device according to the present invention.
  • the electronic device 20 of the present embodiment includes a communication circuit 23, a memory 21, and a processor 22 for communicating with other terminals.
  • the memory 21 is for storing a computer program executed by the processor 22 and The intermediate data generated when the computer program is executed; when the processor 22 executes the computer program, the method for acquiring the remaining mileage of the pure electric vehicle according to any of the above aspects of the present invention is realized.
  • the processor 22 acquires the remaining battery power of the pure electric vehicle.
  • the electronic device 20 is connected to a pure electric vehicle.
  • the electronic device 20 is connected to a pure electric vehicle, the electronic device 20 includes a BMS and a VCU, and the BMS is a full name of a Battery Management System, that is, a battery management system, and the main function is to measure, evaluate, manage, and protect the battery system. with Warning; VCU full name Vehicle Control Unit, that is, the vehicle controller, by collecting the accelerator pedal signal, brake pedal signal and other component signals, and making corresponding judgments, control the action of each component controller of the lower layer to drive the car to run normally. It plays a role in controlling the operation of the vehicle.
  • VCU full name Vehicle Control Unit that is, the vehicle controller, by collecting the accelerator pedal signal, brake pedal signal and other component signals, and making corresponding judgments, control the action of each component controller of the lower layer to drive the car to run normally. It plays a role in controlling the operation of the vehicle.
  • the processor 22 obtains the current remaining power value, the normal running residual power threshold, the rated voltage, and the nominal rated capacity of the pure electric vehicle battery through the communication circuit 23, wherein the nominal rated capacity of the battery refers to the battery indicated on the battery label.
  • the capacity value, nominal rated capacity is the capacity measured under the experimental conditions specified by the standard. This value is close to the factory rated capacity of the battery, but not necessarily equal.
  • Er is the remaining battery power of the pure electric vehicle
  • V rated is the rated voltage
  • C rated is the nominal rated capacity
  • SOC current is the current remaining power value
  • SOC end is the remaining power threshold.
  • the unit time is set as a packet interaction period of a BMS and a VCU.
  • the set unit time may also be a packet exchange period of two, three or more BMSs and VCUs, which is not limited by the present invention.
  • the processor 22 acquires the power consumption amount in the set unit time through the communication circuit 23, obtains the current voltage of the battery from the BMS and VCU messages, and collects the highest temperature of the battery of the pure electric vehicle in the set unit time. , discharge current, health status parameters.
  • the processor 22 determines the factory rated capacity of the battery in the highest temperature and discharge current state; determines the current rated capacity of the battery according to the factory rated capacity and the health state parameter; according to the battery in the set unit time
  • the power consumption, the current rated capacity, the current voltage of the battery, and the speed of the pure electric vehicle in the set unit time determine the power consumption value of the unit mileage of the pure electric vehicle in the set unit time. value.
  • the factory rated capacity of the battery refers to the battery capacity measured at a specific temperature and a specific charge and discharge rate when the battery is shipped.
  • the battery health state SOH is 100%; the SOH full name is State of Health, that is, the battery system.
  • the state of health is defined as the discharge of the power battery from a full state to a cutoff voltage at a certain rate under standard conditions.
  • the ratio of the discharged capacity to its corresponding nominal capacity, the battery SOH at the factory is 100%, the national standard stipulates that the SOH is lower than 80%, the power battery cannot continue to be used on the electric vehicle; the current rated capacity of the battery refers to the battery
  • the battery capacity measured under the current temperature and current charge and discharge rate conditions, the battery SOH at this time is between 80% and 100%, so it is necessary to consider the influence of battery attenuation on the battery capacity.
  • the processor 22 sets a truth table of the factory rated capacity at different temperatures and different charge and discharge rates according to the life cycle data of the battery system, stores the truth table in the memory 21, and the processor 22 passes the highest single cell of the battery system.
  • the temperature and current current size confirm the factory rated capacity of the battery system in the current state; determine the current rated capacity of the battery according to the factory rated capacity and health status parameters, the current rated capacity, the factory rated capacity and the health status parameter satisfy the relationship as in formula (1) ,
  • C is the current rated capacity
  • C 0 is the factory rated capacity
  • SOH is the health status parameter
  • the processor 22 obtains the driving distance of the pure electric vehicle in the set unit time; according to the power consumption of the battery in the set unit time, the current rated capacity, the current voltage of the battery, and the driving of the pure electric vehicle in the set unit time
  • the distance determines the power consumption value of the unit electric mileage of the pure electric vehicle in the set unit time, the power consumption of the battery in the set unit time, the current rated capacity, the current voltage of the battery, and the driving of the pure electric vehicle in the set unit time.
  • the distance satisfies the relationship as in formula (2).
  • the processor 22 directly calculates the remaining energy E r of the battery and the power consumption value of the unit mileage in the set unit time.
  • the ratio is the remaining travel distance of a pure electric vehicle.
  • the processor 22 passes the remaining battery power and two The ratio of the weighted average of the electric energy consumption values per unit time is determined to determine the remaining travel distance of the pure electric vehicle, wherein the two set unit times are the time periods closest to the current time.
  • the present embodiment is exemplified by two sets of unit time. In other embodiments, the number of unit time sets may be two or more, two or more. The weight of the power consumption value in the unit time is different, which is not limited by the present invention.
  • the processor 22 acquires the electric energy consumption value of the unit electric mileage of the pure electric vehicle in the first set unit time and the second set unit time; the first set unit time and the second setting of the pure electric vehicle The energy consumption value of the unit mileage per unit time is weighted and calculated, and the weighted average value of the electric energy consumption value is obtained; the remaining driving distance of the pure electric vehicle is determined by the ratio of the remaining energy of the battery and the weighted average value of the electric energy consumption value, the remaining battery power, pure The electric energy consumption value of the electric vehicle in the first set unit time, the electric energy consumption value of the pure electric vehicle in the second set unit time, and the remaining driving distance of the pure electric vehicle satisfy the formula (4). Relationship,
  • It is the electric energy consumption value of the unit mileage of the pure electric vehicle in the first set unit time. It is the electric energy consumption value of the unit mileage of the pure electric vehicle in the second set unit time, and ⁇ is the weighting coefficient.
  • the power consumption value of the unit mileage in the two set unit time is within the predetermined range, it is considered that the road condition in the current period is relatively stable, and the power consumption value in the set unit time far from the current time is determined. Can not be considered.
  • the difference between the electric energy consumption values of the unit mileage in the two set unit time exceeds the predetermined range, it is considered that the current driving condition is unstable.
  • different ⁇ values are selected. The greater the degree of excess, the greater the proportion of the energy consumption per unit of mileage in the set unit time that is closer to the current time. For example, the predetermined range is 5%, and the first set unit time is closer to the current time.
  • the difference between the power consumption values of the unit mileage in the two set unit time is the power consumption value of the unit mileage in the first set unit time.
  • the power consumption value of the unit mileage in the two set unit time is within 5% of the predetermined range.
  • the value of ⁇ is 1, that is, the calculation method at this time.
  • the formula is the same as the calculation method of only one set time unit; when the difference between the power consumption value of the unit mileage in the two set unit time exceeds 5% of the electric energy consumption value of the unit mileage in the first set unit time, the reservation is exceeded.
  • the range is considered to be unstable in the current period of time.
  • the energy consumption values of the unit mileage in the two set units of time need to be considered.
  • ⁇ is based on the degree of excess. The greater the degree of excess, the set time is closer to the current time.
  • the power consumption value in the unit is taken as a large proportion.
  • the electronic device of the present invention can be used in an electric vehicle.
  • the beneficial effects of the present invention are: in the calculation process of the remaining mileage of the pure electric vehicle, taking into consideration factors such as temperature, battery health state SOH and the like affecting the power battery capacity, and adjusting when driving under complicated working conditions
  • the remaining mileage calculation method weights the energy consumption per unit mileage in multiple time periods, so that the calculation of the remaining mileage is more accurate.
  • the invention can improve the accuracy of the calculation of the remaining mileage of the pure electric vehicle.
  • FIG. 3 is a schematic structural diagram of an apparatus having a storage function according to the present invention.
  • the device 30 having the storage function stores at least one program or instruction 31 for implementing any of the above methods.
  • the device having the storage function may be a storage chip in the terminal, a hard disk, or other removable storage or storage tool such as a mobile hard disk or a flash memory, an optical disk, or the like, or a server or the like.
  • the beneficial effects of the present invention are: in the calculation process of the remaining mileage of the pure electric vehicle, taking into consideration factors such as temperature, battery health state SOH and the like affecting the power battery capacity, and adjusting when driving under complicated working conditions
  • the remaining mileage calculation method weights the energy consumption per unit mileage in multiple time periods, so that the calculation of the remaining mileage is more accurate.
  • the invention can improve the accuracy of the calculation of the remaining mileage of the pure electric vehicle.

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Abstract

一种纯电动汽车剩余里程的获取方法，包括：获取纯电动汽车的电池剩余电能；采集纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量以及电池的当前电压；根据电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量和电池的当前电压以及纯电动汽车在设定单位时间内的速度确定纯电动汽车在设定单位时间内单位里程的电能消耗值；通过电池剩余电能以及设定单位时间内单位里程的电能消耗值的比值确定纯电动汽车的剩余行驶距离。该方法可以提高获取纯电动汽车剩余里程的准确性。还公开了一种电子设备（20）、一种具备存储功能的装置（30）以及一种电动汽车。

Description

纯电动汽车剩余里程的估算方法及装置 【技术领域】
本发明涉及纯电动汽车领域，特别是涉及一种纯电动汽车剩余里程的获取方法及装置。
【背景技术】
国家EV863-标准法规规定，电动汽车的续驶里程是指电动汽车从动力蓄电池全充满状态开始到标准规定的试验结束时所走的里程。而电动汽车的剩余里程是指在当前电池的剩余电量状况下，保持当前驾驶方式，电动汽车仍能行驶的最远距离。
剩余里程计算的准确性问题是电动汽车最受关注的问题之一，这一问题直接导致了车主的里程焦虑。尤其是在北方寒冷的冬季，电动汽车趴车的情况时有发生，明明显示还能行驶几十公里，可才行驶了十几公里甚至几公里就开始跛行了。对于使用一段时间的电动汽车，也会出现类似的现象。有时在复杂工况下行驶时甚至出现剩余里程跳变的情况。这些现象都与剩余里程的计算方式有关。
剩余里程的计算不能抛开外界环境因素的影响，不能单纯的从车的层面进行算法的处理。动力电池是电动汽车的能量源，直接决定了电动汽车能跑多远。冬天和夏天动力电池的性能是不一样的，电动汽车能行驶的距离也是不一样的，剩余里程的计算就不能采用一样的计算参数，否则就会出现仪表显示的剩余里程与实际剩余里程的巨大差异。
刚出厂的电动汽车与使用过一段时间的电动汽车的可行驶里程是不一样的，因为电动汽车的动力电池使用一段时间之后会老化，可用能量会减少，相应的续驶里程就会减少，尤其是在SOC(全称State ofCharge，即电池的荷电状态，也叫剩余电量，代表的是电池使用一段时间或长时间搁置不用后的剩余容量与其完全充电状态的容量的比值，常用百分数表示。其取值范围为0～100％，当SOC＝0时，表示电池放电完全，当SOC＝100％时表示电池完全充满)小于20％时，会下降得更快。 这一点，我们在手机的使用过程中也会有类似的体验。因此，剩余里程的计算也需要把动力电池在使用过程中的衰减考虑在内。
另外，当前的剩余里程计算方法大多基于开始行车到当前这段时间内单位时间的能量消耗，这样的计算方式没有考虑工况变化对剩余里程计算的影响。在不同工况下行车时，同样的SOC情况下，电动汽车的剩余里程是不一样的，这就需要我们不断的通过检测和比较数据来调整在不同工况下***的剩余里程计算方式，从而保证剩余里程计算的准确性。
也就是说，现有技术存在以下缺点：(1)弱化了外界因素(比如温度)对于剩余里程的影响。(2)忽略了汽车行驶工况瞬时性的特点。(3)没有考虑电池在使用过程中的衰减对电池续航里程的影响。
【发明内容】
本发明主要解决的技术问题是提供一种纯电动汽车剩余里程的获取方法及装置，能够更准确的获取纯电动汽车剩余里程。
为解决上述技术问题，本发明采用的第一个技术方案是：提供一种纯电动汽车剩余里程的获取方法，所述获取方法包括：获取所述纯电动汽车的电池剩余电能；采集所述纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量以及所述电池的当前电压；根据所述电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量和所述电池的当前电压以及所述纯电动汽车在设定单位时间内的速度确定所述纯电动汽车在所述设定单位时间内单位里程的电能消耗值；通过所述电池剩余电能以及所述设定单位时间内单位里程的电能消耗值的比值确定所述纯电动汽车的剩余行驶距离。
为解决上述技术问题，本发明采用的第二个技术方案是：提供一种电子设备，所述电子设备包括存储器、处理器以及存储在所述存储器上的并可在所述处理器上运行的计算机程序，所述处理器执行所述程序时实现本发明任一所述的纯电动汽车剩余里程的获取方法。
为解决上述技术问题，本发明采用的第三个技术方案是：提供一种 具有存储功能的装置，其上存储有计算机程序，所述计算机程序能够被执行实现本发明任一所述的纯电动汽车剩余里程的获取方法。
为解决上述技术问题，本发明采用的第四个技术方案是：提供一种电动汽车，所述电动汽车包括上述电子设备。
本发明的有益效果是：与现有技术相比，本发明的有益效果是：在纯电动汽车剩余里程的计算过程中，将温度、电池健康状态SOH等影响动力电池容量的因素考虑进来，调整在复杂工况下行驶时的剩余里程计算方法，对多个时间段里的单位里程的能量消耗进行加权计算，从而使剩余里程的计算更准确。本发明可以提高纯电动汽车剩余里程计算的准确性。
【附图说明】
图1是本发明纯电动汽车剩余里程的获取方法一实施方式的流程示意图；
图2是本发明电子设备一实施方式的结构示意图；
图3是本发明具有存储功能的装置一实施方式的结构示意图。
【具体实施方式】
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，均属于本发明保护的范围。
参考图1，图1是本发明纯电动汽车剩余里程的获取方法一实施方式的流程示意图。如图1所示，本发明纯电动汽车剩余里程的获取方法如下：
101：获取纯电动汽车的电池剩余电能。
在本实施方式中，电子设备获取纯电动汽车的电池剩余电能。其中，电子设备与纯电动汽车连接，用于采集和处理纯电动汽车的各项参数。
在一个具体的实施方式中，电子设备包括BMS和VCU，BMS全称Battery Management System，即电池管理***，主要功能是对电池***进行测量、评估、管理、保护和警示；VCU全称Vehicle Control Unit，即整车控制器，通过采集加速踏板信号、制动踏板信号及其他部件信号，并做出相应判断后，控制下层的各部件控制器的动作，驱动汽车正常行驶，它起着控制车辆运行的作用。电子设备与纯电动汽车连接，电子设备获取纯电动汽车电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量，其中电池的标称额定容量是指电池标签上注明的电池的容量值，标称额定容量是在标准规定的实验条件下测得的容量，这个值与电池的出厂额定容量接近，但不一定相等。根据获取的电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量确定纯电动汽车的电池剩余电能，电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量以及纯电动汽车的电池剩余电能的关系满足如公式(3)的关系，
Er＝Vrated×Crated×(SOCcurrent-SOCend)   (3)
其中，Er是纯电动汽车的电池剩余电能，Vrated是额定电压，Crated是标称额定容量，SOCcurrent是当前剩余电量值，SOCend是剩余电量临界值。102：采集纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量以及电池的当前电压。
在一个具体的实施方式中，设定单位时间为一个BMS和VCU的报文交互周期。在其他实施方式中，设定单位时间也可以是2个、3个或者更多个BMS和VCU的报文交互周期，本发明对此不作限制。
具体地，电子设备获取设定单位时间内的电量消耗量，从BMS和VCU的报文中获取电池的当前电压，采集纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数。
103：根据电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量和电池的当前电压以及纯电动汽车在设定单位时间内的速度确定纯电动汽车在设定单位时间内单位里程的电能消耗值。
在一个具体的实施方式中，确定电池在最高温度和放电电流状态下 的出厂额定容量；根据出厂额定容量和健康状态参数确定电池的当前额定容量；根据电池在设定单位时间内的电量消耗量、当前额定容量、电池的当前电压以及纯电动汽车在设定单位时间内的速度确定纯电动汽车在设定单位时间内单位里程的电能消耗值。其中，电池的出厂额定容量是指电池出厂时在特定温度、特定的充放电倍率条件下测得的电池容量，此时的电池健康状态SOH为100％；SOH全称State of Health，即电池***的健康状态，定义为在标准条件下动力电池从充满状态以一定倍率放电到截止电压所放出的容量与其所对应的标称容量的比值，出厂时的电池SOH为100％，国家标准规定，SOH低于80％动力电池就不能继续在电动汽车上使用；电池的当前额定容量是指电池在当前温度、当前充放电倍率条件下测得的电池容量，此时的电池SOH在80％～100％之间，因此需要考虑电池衰减对电池容量的影响。
具体地，根据电池***的生命周期数据设置不同温度、不同充放电倍率下出厂额定容量的真值表，通过电池***的最高单体温度和当前电流大小确认当前状态下电池***的出厂额定容量；根据出厂额定容量和健康状态参数确定电池的当前额定容量，当前额定容量、出厂额定容量以及健康状态参数满足如公式(1)的关系，
C＝C0×SOH   (1)
其中，C是当前额定容量，C0是出厂额定容量，SOH是健康状态参数；
获取纯电动汽车在设定单位时间内的行驶距离；根据电池在设定单位时间内的电量消耗量、当前额定容量、电池的当前电压以及纯电动汽车在设定单位时间内的行驶距离确定纯电动汽车在设定单位时间内单位里程的电能消耗值，电池在设定单位时间内的电量消耗量、当前额定容量、电池的当前电压以及纯电动汽车在设定单位时间内的行驶距离满足如公式(2)的关系，
Figure PCTCN2017115900-appb-000001
其中，
Figure PCTCN2017115900-appb-000002
是纯电动汽车在设定单位时间内单位里程的电能消耗值， S是纯电动汽车在设定单位时间内的行驶距离、C是当前额定容量、V是电池的当前电压，ΔSOC是电池在设定单位时间内的电量消耗量。
104：通过电池剩余电能以及设定单位时间内单位里程的电能消耗值的比值确定纯电动汽车的剩余行驶距离。
在一个具体的实施方式中，直接计算电池剩余电能Er与设定单位时间内单位里程的电能消耗值
Figure PCTCN2017115900-appb-000003
的比值，即为纯电动汽车的剩余行驶距离。
在另一个具体的实施方式中，通过电池剩余电能以及两个设定单位时间内电能消耗值的加权平均值的比值确定纯电动汽车的剩余行驶距离，其中，这两个设定单位时间是离当前时刻最近的时间段。需要说明的是，本实施方式只是以两个设定单位时间来举例说明，在其他实施方式中，设定单位时间的个数也可以是两个或两个以上，这两个或两个以上设定单位时间内电能消耗值的权重不同，本发明对此不作限定。
具体地，电子设备通过获取纯电动汽车在第一设定单位时间内和第二设定单位时间内单位里程的电能消耗值；对纯电动汽车在第一设定单位时间内和第二设定单位时间内单位里程的电能消耗值进行加权计算，获得电能消耗值的加权平均值；通过电池剩余电能以及电能消耗值的加权平均值的比值确定纯电动汽车的剩余行驶距离，电池剩余电能、纯电动汽车在第一设定单位时间内单位里程的电能消耗值、纯电动汽车在第二设定单位时间内单位里程的电能消耗值以及纯电动汽车的剩余行驶距离满足如公式(4)所示的关系，
Figure PCTCN2017115900-appb-000004
其中，
Figure PCTCN2017115900-appb-000005
是纯电动汽车在第一设定单位时间内单位里程的电能消耗值，
Figure PCTCN2017115900-appb-000006
是纯电动汽车在第二设定单位时间内单位里程的电能消耗值，λ是加权系数。
进一步的，当两个设定单位时间内单位里程的电能消耗值在预定范围之内时，认为当前一段时间内的路况较为稳定，则离当前时间较远的设定单位时间内的电能消耗值可不考虑。当两个设定单位时间内单位 里程的电能消耗值差值超过预定范围时，认为当前行驶工况不稳定，此时，根据超出程度，选取不同的λ值。超出程度越大，则离当前时间较近的设定单位时间内单位里程的电能消耗值取较大比例。例如，预定范围是5％，第一设定单位时间离当前时间较近，当两个设定单位时间内单位里程的电能消耗值差值是第一设定单位时间内单位里程的电能消耗值的4％时，两个设定单位时间内单位里程的电能消耗值在预定范围5％之内，认为当前一段时间内的路况较为稳定，则λ取值为1，即此时的计算方式同只有一个设定时间单位的计算方式；当两个设定单位时间内单位里程的电能消耗值差值超过第一设定单位时间内单位里程的电能消耗值的5％时，超出了预定范围，认为当前一段时间内的路况不稳定，两个设定单位时间内单位里程的电能消耗值均需要考虑，λ根据超出程度取值，超出程度越大，离当前较近的设定时间单位内的电能消耗值取较大比例。
区别于现有技术，本发明的有益效果是：在纯电动汽车剩余里程的计算过程中，将温度、电池健康状态SOH等影响动力电池容量的因素考虑进来，调整在复杂工况下行驶时的剩余里程计算方法，对多个时间段里的单位里程的能量消耗进行加权计算，从而使剩余里程的计算更准确。本发明可以提高纯电动汽车剩余里程计算的准确性。
参阅图2，图2是本发明电子设备一实施例的结构示意图。如图2所示，本实施方式的电子设备20包括：通信电路23、存储器21及处理器22，通信电路23用于与其他终端进行通信；存储器21用于存储处理器22执行的计算机程序以及在执行计算机程序时所产生的中间数据等；处理器22执行计算机程序时，实现本发明上述任一的纯电动汽车剩余里程的获取方法。
在本实施方式中，处理器22获取纯电动汽车的电池剩余电能。其中，电子设备20与纯电动汽车连接。
在一个具体的实施方式中，电子设备20与纯电动汽车连接，电子设备20包括BMS和VCU，BMS全称Battery Management System，即电池管理***，主要功能是对电池***进行测量、评估、管理、保护和 警示；VCU全称Vehicle Control Unit，即整车控制器，通过采集加速踏板信号、制动踏板信号及其他部件信号，并做出相应判断后，控制下层的各部件控制器的动作，驱动汽车正常行驶，它起着控制车辆运行的作用。处理器22通过通信电路23获取纯电动汽车电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量，其中电池的标称额定容量是指电池标签上注明的电池的容量值，标称额定容量是在标准规定的实验条件下测得的容量，这个值与电池的出厂额定容量接近，但不一定相等。根据获取的电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量确定纯电动汽车的电池剩余电能，电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量以及纯电动汽车的电池剩余电能的关系满足如公式(3)的关系，
Er＝Vrated×Crated×(SOCcurrent-SOCend)   (3)
其中，Er是纯电动汽车的电池剩余电能，Vrated是额定电压，Crated是标称额定容量，SOCcurrent是当前剩余电量值，SOCend是剩余电量临界值。
在一个具体的实施方式中，设定单位时间为一个BMS和VCU的报文交互周期。在其他实施方式中，设定单位时间也可以是2个、3个或者更多个BMS和VCU的报文交互周期，本发明对此不作限制。
具体地，处理器22通过通信电路23获取设定单位时间内的电量消耗量，从BMS和VCU的报文中获取电池的当前电压，采集纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数。
在一个具体的实施方式中，处理器22确定电池在最高温度和放电电流状态下的出厂额定容量；根据出厂额定容量和健康状态参数确定电池的当前额定容量；根据电池在设定单位时间内的电量消耗量、当前额定容量、电池的当前电压以及纯电动汽车在设定单位时间内的速度确定纯电动汽车在设定单位时间内单位里程的电能消耗值设定单位时间内单位里程的电能消耗值。其中，电池的出厂额定容量是指电池出厂时在特定温度、特定的充放电倍率条件下测得的电池容量，此时的电池健康状态SOH为100％；SOH全称State of Health，即电池***的健康状态，定义为在标准条件下动力电池从充满状态以一定倍率放电到截止电压所 放出的容量与其所对应的标称容量的比值，出厂时的电池SOH为100％，国家标准规定，SOH低于80％动力电池就不能继续在电动汽车上使用；电池的当前额定容量是指电池在当前温度、当前充放电倍率条件下测得的电池容量，此时的电池SOH在80％～100％之间，因此需要考虑电池衰减对电池容量的影响。
具体地，处理器22根据电池***的生命周期数据设置不同温度、不同充放电倍率下出厂额定容量的真值表，将真值表储存在存储器21上，处理器22通过电池***的最高单体温度和当前电流大小确认当前状态下电池***的出厂额定容量；根据出厂额定容量和健康状态参数确定电池的当前额定容量，当前额定容量、出厂额定容量以及健康状态参数满足如公式(1)的关系，
C＝C0×SOH   (1)
其中，C是当前额定容量，C0是出厂额定容量，SOH是健康状态参数；获取纯电动汽车在设定单位时间内的行驶距离。
处理器22获取纯电动汽车在设定单位时间内的行驶距离；根据电池在设定单位时间内的电量消耗量、当前额定容量、电池的当前电压以及纯电动汽车在设定单位时间内的行驶距离确定纯电动汽车在设定单位时间内单位里程的电能消耗值，电池在设定单位时间内的电量消耗量、当前额定容量、电池的当前电压以及纯电动汽车在设定单位时间内的行驶距离满足如公式(2)的关系，
Figure PCTCN2017115900-appb-000007
其中，
Figure PCTCN2017115900-appb-000008
是纯电动汽车在设定单位时间内单位里程的电能消耗值，S是纯电动汽车在设定单位时间内的行驶距离、C是当前额定容量、V是电池的当前电压，ΔSOC是电池在设定单位时间内的电量消耗量。
在一个具体的实施方式中，处理器22直接计算电池剩余电能Er与设定单位时间内单位里程的电能消耗值
Figure PCTCN2017115900-appb-000009
的比值，即为纯电动汽车的剩余行驶距离。
在另一个具体的实施方式中，处理器22通过电池剩余电能以及两个 设定单位时间内电能消耗值的加权平均值的比值确定纯电动汽车的剩余行驶距离，其中，这两个设定单位时间是离当前时刻最近的时间段。需要说明的是，本实施方式只是以两个设定单位时间来举例说明，在其他实施方式中，设定单位时间的个数也可以是两个或两个以上，这两个或两个以上设定单位时间内电能消耗值的权重不同，本发明对此不作限定。
具体地，处理器22获取纯电动汽车在第一设定单位时间内和第二设定单位时间内单位里程的电能消耗值；对纯电动汽车在第一设定单位时间内和第二设定单位时间内单位里程的电能消耗值进行加权计算，获得电能消耗值的加权平均值；通过电池剩余电能以及电能消耗值的加权平均值的比值确定纯电动汽车的剩余行驶距离，电池剩余电能、纯电动汽车在第一设定单位时间内单位里程的电能消耗值、纯电动汽车在第二设定单位时间内单位里程的电能消耗值以及纯电动汽车的剩余行驶距离满足如公式(4)所示的关系，
Figure PCTCN2017115900-appb-000010
其中，
Figure PCTCN2017115900-appb-000011
是纯电动汽车在第一设定单位时间内单位里程的电能消耗值，
Figure PCTCN2017115900-appb-000012
是纯电动汽车在第二设定单位时间内单位里程的电能消耗值，λ是加权系数。
进一步的，当两个设定单位时间内单位里程的电能消耗值在预定范围之内时，认为当前一段时间内的路况较为稳定，则离当前时间较远的设定单位时间内的电能消耗值可不考虑。当两个设定单位时间内单位里程的电能消耗值差值超过预定范围时，认为当前行驶工况不稳定，此时，根据超出程度，选取不同的λ值。超出程度越大，则离当前时间较近的设定单位时间内单位里程的电能消耗值取较大比例。例如，预定范围是5％，第一设定单位时间离当前时间较近，当两个设定单位时间内单位里程的电能消耗值差值是第一设定单位时间内单位里程的电能消耗值的4％时，两个设定单位时间内单位里程的电能消耗值在预定范围5％之内，认为当前一段时间内的路况较为稳定，则λ取值为1，即此时的计算方 式同只有一个设定时间单位的计算方式；当两个设定单位时间内单位里程的电能消耗值差值超过第一设定单位时间内单位里程的电能消耗值的5％时，超出了预定范围，认为当前一段时间内的路况不稳定，两个设定单位时间内单位里程的电能消耗值均需要考虑，λ根据超出程度取值，超出程度越大，则离当前较近的设定时间单位内的电能消耗值取较大比例。
本发明电子设备可以用在电动汽车上。
区别于现有技术，本发明的有益效果是：在纯电动汽车剩余里程的计算过程中，将温度、电池健康状态SOH等影响动力电池容量的因素考虑进来，调整在复杂工况下行驶时的剩余里程计算方法，对多个时间段里的单位里程的能量消耗进行加权计算，从而使剩余里程的计算更准确。本发明可以提高纯电动汽车剩余里程计算的准确性。
请参阅图3，图3是本发明具有存储功能的装置的结构示意图。具有存储功能的装置30中存储有至少一个程序或指令31，程序或指令31用于实现上述任一方法。在一个实施例中，具有存储功能的装置可以是终端中的存储芯片、硬盘或者是移动硬盘或者闪存、光盘等其他可读写存储的工具，还可以是服务器等等。
区别于现有技术，本发明的有益效果是：在纯电动汽车剩余里程的计算过程中，将温度、电池健康状态SOH等影响动力电池容量的因素考虑进来，调整在复杂工况下行驶时的剩余里程计算方法，对多个时间段里的单位里程的能量消耗进行加权计算，从而使剩余里程的计算更准确。本发明可以提高纯电动汽车剩余里程计算的准确性。
以上所述仅为本发明的实施方式，并非因此限制本发明的专利范围，凡是利用本发明说明书及附图内容所作的等效结构或等效流程变换，或直接或间接运用在其他相关的技术领域，均同理包括在本发明的专利保护范围内。

Claims (11)

  1. 一种纯电动汽车剩余里程的获取方法，其特征在于，所述获取方法包括：
    获取所述纯电动汽车的电池剩余电能；
    采集所述纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量以及所述电池的当前电压；
    根据所述电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量和所述电池的当前电压以及所述纯电动汽车在设定单位时间内的速度确定所述纯电动汽车在所述设定单位时间内单位里程的电能消耗值；
    通过所述电池剩余电能以及所述设定单位时间内单位里程的电能消耗值的比值确定所述纯电动汽车的剩余行驶距离。
  2. 根据权利要求1所述的获取方法，其特征在于，所述根据所述电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量和所述电池的当前电压以及所述纯电动汽车在设定单位时间内的速度确定所述纯电动汽车在所述设定单位时间内单位里程的电能消耗值的步骤具体包括：
    确定所述电池在所述最高温度和所述放电电流状态下的出厂额定容量；
    根据所述出厂额定容量和所述健康状态参数确定所述电池的当前额定容量，所述当前额定容量、所述出厂额定容量以及所述健康状态参数满足如公式(1)所述的关系，
    C＝C0×SOH  (1)
    其中，C是所述当前额定容量，C0是所述出厂额定容量，SOH是所述健康状态参数；
    根据所述电池在设定单位时间内的电量消耗量、所述当前额定容量、所述电池的当前电压以及所述纯电动汽车在设定单位时间内的速度确定所述纯电动汽车在所述设定单位时间内单位里程的电能消耗值。
  3. 根据权利要求2所述的获取方法，其特征在于，所述根据所述电池在设定单位时间内的电量消耗量、所述当前额定容量、所述电池的当前电压以及所述纯电动汽车在设定单位时间内的速度确定所述纯电动汽车在所述设定单位时间内单位里程的电能消耗值的步骤具体包括：
    获取所述纯电动汽车在设定单位时间内的行驶距离；
    根据所述电池在设定单位时间内的电量消耗量、所述当前额定容量、所述 电池的当前电压以及所述纯电动汽车在设定单位时间内的行驶距离确定所述纯电动汽车在所述设定单位时间内单位里程的电能消耗值，所述电池在设定单位时间内的电量消耗量、所述当前额定容量、所述电池的当前电压以及所述纯电动汽车在设定单位时间内的行驶距离满足如公式(2)所述的关系，
    Figure PCTCN2017115900-appb-100001
    其中，
    Figure PCTCN2017115900-appb-100002
    是所述纯电动汽车在所述设定单位时间内单位里程的电能消耗值，S是所述纯电动汽车在设定单位时间内的行驶距离、C是所述当前额定容量、V是所述电池的当前电压，ΔSOC是所述电池在设定单位时间内的电量消耗量。
  4. 根据权利要求1所述的获取方法，其特征在于，所述获取所述纯电动汽车的电池剩余电能的步骤具体包括：
    获取所述电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量；
    根据获取的所述电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量确定所述纯电动汽车的电池剩余电能，所述电池的当前剩余电量值、正常行驶剩余电量临界值、额定电压和标称额定容量以及所述纯电动汽车的电池剩余电能的关系满足如公式(3)所述的关系，
    Er＝Vrated×Crated×(SOCcurrent-SOCend)  (3)
    其中，Er是所述纯电动汽车的电池剩余电能，Vrated是所述额定电压，Crated是所述标称额定容量，SOCcurrent是所述当前剩余电量值，SOCend是所述剩余电量临界值。
  5. 根据权利要求1所述的获取方法，其特征在于，通过所述电池剩余电能以及所述设定单位时间内单位里程的电能消耗值的比值确定所述纯电动汽车的剩余行驶距离的步骤包括：
    通过所述电池剩余电能以及至少两个设定单位时间内电能消耗值的加权平均值的比值确定所述纯电动汽车的剩余行驶距离。
  6. 根据权利要求5所述的获取方法，其特征在于，所述通过所述电池剩余电能以及至少两个设定单位时间内电能消耗值的加权平均值的比值确定所述纯电动汽车的剩余行驶距离的步骤具体包括：
    获取所述纯电动汽车在第一设定单位时间内和第二设定单位时间内单位里 程的电能消耗值；
    对所述纯电动汽车在所述第一设定单位时间内和所述第二设定单位时间内单位里程的电能消耗值进行加权计算，获得所述电能消耗值的加权平均值；
    通过所述电池剩余电能以及所述电能消耗值的加权平均值的比值确定所述纯电动汽车的剩余行驶距离，所述电池剩余电能、所述纯电动汽车在第一设定单位时间内单位里程的电能消耗值、所述纯电动汽车在第二设定单位时间内单位里程的电能消耗值以及所述纯电动汽车的剩余行驶距离满足如公式(4)所示的关系，
    Figure PCTCN2017115900-appb-100003
    其中，
    Figure PCTCN2017115900-appb-100004
    是所述纯电动汽车在所述第一设定单位时间内单位里程的电能消耗值，
    Figure PCTCN2017115900-appb-100005
    是所述纯电动汽车在所述第二设定单位时间内单位里程的电能消耗值，λ是加权系数。
  7. 根据权利要求1所述的获取方法，其特征在于，所述设定单位时间包括至少一个电池管理***和整车控制器的报文交互周期。
  8. 根据权利要求1所述的获取方法，其特征在于，所述采集所述纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数、电量消耗量以及所述电池的当前电压的步骤具体包括：
    获取所述设定单位时间内的电量消耗量；
    从电池管理***与整车控制器的报文中获取所述电池的当前电压；
    采集所述纯电动汽车的电池在设定单位时间内的最高温度、放电电流、健康状态参数。
  9. 一种电子设备，其特征在于，所述电子设备包括存储器、处理器以及存储在所述存储器上的并可在所述处理器上运行的计算机程序，所述处理器执行所述程序时实现权利要求1-8中任一所述纯电动汽车剩余里程的获取方法。
  10. 一种具有存储功能的装置，其上存储有计算机程序，其特征在于，所述计算机程序能够被执行实现权利要求1-8中任一所述纯电动汽车剩余里程的获取方法。
  11. 一种电动汽车，其特征在于，所述电动汽车包括权利要求9中的电子设备。
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