WO2023216536A1 - 电动汽车续航里程估算方法、装置、***和存储介质 - Google Patents

电动汽车续航里程估算方法、装置、***和存储介质 Download PDF

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WO2023216536A1
WO2023216536A1 PCT/CN2022/131658 CN2022131658W WO2023216536A1 WO 2023216536 A1 WO2023216536 A1 WO 2023216536A1 CN 2022131658 W CN2022131658 W CN 2022131658W WO 2023216536 A1 WO2023216536 A1 WO 2023216536A1
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vehicle
slope
current
electric vehicle
linear function
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PCT/CN2022/131658
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English (en)
French (fr)
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刘兴义
***
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潍柴动力股份有限公司
潍坊潍柴动力科技有限责任公司
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Publication of WO2023216536A1 publication Critical patent/WO2023216536A1/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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • 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
    • B60L2260/44—Control modes by parameter estimation
    • 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
    • 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
    • B60L2260/54—Energy consumption estimation
    • 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

  • This application relates to the field of electric vehicles, for example, to a method, device, system and storage medium for estimating the cruising range of an electric vehicle.
  • the cruising range of electric vehicles will change in real time based on factors such as battery state of charge, vehicle load, vehicle speed, road conditions, etc.
  • the traditional cruising range estimation method requires the remaining total energy of the battery and the average power consumption to obtain the cruising range.
  • the average power consumption is affected by Battery voltage, vehicle load, and the initial value of the average power consumption have a great impact, resulting in inaccurate estimates of the electric vehicle's cruising range.
  • the purpose of this application is to provide an electric vehicle cruising range estimation method, device, system and storage medium, which can improve the accuracy of electric vehicle cruising range estimation and improve user driving experience.
  • embodiments of the present application provide a method for estimating the cruising range of an electric vehicle, including:
  • the consumed battery state-of-charge values corresponding to the N vehicle working condition points of the current duration are used as the independent variables of the first linear function, and the vehicle mileage values corresponding to the N vehicle working condition points are used as the first linear function.
  • the first slope K is multiplied by the current operating battery state of charge to obtain the current cruising range of the electric vehicle.
  • an electric vehicle cruising range estimation device including:
  • the linear fitting unit is used to use the consumed state of charge value of the battery corresponding to the N vehicle operating points of the current duration as the independent variable of the first linear function, and the vehicle mileage corresponding to the N vehicle operating points respectively.
  • the value is used as the dependent variable of the first linear function, and linear fitting is performed to obtain the first slope K of the first linear function;
  • a calculation unit configured to multiply the first slope K by the current operating battery state of charge to obtain the current cruising range of the electric vehicle.
  • embodiments of the present application also provide an electric vehicle cruising range estimation system, including:
  • Memory used to store computer programs
  • a processor configured to implement the steps of the above-mentioned electric vehicle cruising range estimation method when executing the computer program.
  • embodiments of the present application also provide a computer-readable storage medium.
  • a computer program is stored on the computer-readable storage medium.
  • the electric vehicle cruising range estimation as described above is achieved. Method steps.
  • Embodiments of the present application provide a method, device, system and storage medium for estimating the cruising range of an electric vehicle.
  • the method includes: taking the consumed battery state-of-charge values corresponding to N vehicle operating points of the current duration as the first time.
  • the independent variable of the function, the vehicle mileage value corresponding to the N vehicle operating condition points, is used as the dependent variable of the first linear function.
  • Linear fitting is performed to obtain the first slope K of the first linear function.
  • the first slope K is Multiply by the current operating battery state of charge to get the current electric vehicle cruising range. Therefore, the electric vehicle cruising range is estimated by online collection of parameters and fitting, which reduces the calibration amount and improves the accuracy of the electric vehicle cruising range estimation.
  • Figure 1 shows a flow chart of an electric vehicle cruising range estimation method provided by an embodiment of the present application
  • Figure 2 shows a functional relationship diagram between a battery's consumed state of charge value and the vehicle's mileage value provided by an embodiment of the present application
  • Figure 3 shows a schematic diagram of an electric vehicle cruising range estimation device provided by an embodiment of the present application.
  • the cruising range of an electric vehicle will change in real time according to factors such as battery state of charge, vehicle load, vehicle speed, road conditions, etc.
  • the traditional cruising range estimation method requires the total remaining energy of the battery and the average power consumption to obtain the cruising range. Mileage, however, the average power consumption is greatly affected by battery voltage, vehicle load, and the initial value of the average power consumption, resulting in inaccurate estimates of the cruising range of electric vehicles.
  • embodiments of the present application provide a method, device, system and storage medium for estimating the cruising range of an electric vehicle.
  • the method includes: calculating the consumed state of charge of the battery corresponding to N vehicle operating points of the current duration. The value is used as the independent variable of the first linear function, and the vehicle mileage value corresponding to the N vehicle operating condition points is used as the dependent variable of the first linear function. Linear fitting is performed to obtain the first slope K of the first linear function. , multiply the first slope K by the current battery state of charge to obtain the current electric vehicle cruising range. Therefore, the electric vehicle cruising range is estimated by online collection of parameters and fitting, which reduces the calibration amount and improves the accuracy of the electric vehicle cruising range estimation.
  • FIG. 1 is a flow chart of an electric vehicle driving range estimation method provided by an embodiment of the present application, including:
  • S101 Use the battery's consumed state of charge values corresponding to the N vehicle operating condition points of the current duration as the independent variables of the first linear function, and the vehicle mileage values corresponding to the N vehicle operating condition points as the first linear function. - the dependent variable of a linear function, perform linear fitting to obtain the first slope K of the first linear function.
  • the battery state of charge when the electric vehicle is driving, the battery state of charge can be obtained in real time from the battery management system (BMS), where the battery state of charge is the percentage of remaining battery power, ranging from 0% to 100%, 0% means the battery is empty, and 100% means the battery is fully charged.
  • BMS battery management system
  • the battery's consumed state of charge value 100% - the battery's state of charge. Therefore, the battery state of charge values corresponding to the N working condition points of the current duration can be collected, and the N vehicle operating conditions of the current duration can be calculated through the battery state of charge value.
  • the vehicle mileage values corresponding to N vehicle operating points can be obtained from the hybrid vehicle controller (HCU, Hybrid Control Unit).
  • HCU Hybrid Control Unit
  • D is the vehicle mileage value corresponding to the current vehicle operating point
  • Db is the intercept value of the first linear function
  • the first slope K of the first linear function is the intercept value of the first linear function
  • the consumed battery state-of-charge values corresponding to the N vehicle operating points of the current duration are used as the independent variables of the first linear function, and the vehicle mileage values corresponding to the N vehicle operating points are As the dependent variable of the first linear function, linear fitting is performed to obtain the first slope K of the first linear function.
  • Dleft Dmax-D (1)
  • Dleft is the current mileage value of electric vehicles
  • Dmax is the maximum mileage value of electric vehicles
  • D is the vehicle mileage value corresponding to the current vehicle operating point
  • Db is the intercept value of the first linear function
  • X is the current vehicle
  • the battery's consumed state of charge value corresponding to the working condition point is the battery state of charge at the current vehicle working condition point.
  • the first slope K multiplied by the current working condition battery state of charge can be used to obtain the current electric vehicle cruising range, so as to estimate the electric vehicle cruising range through online collection of parameters and fitting, which reduces the calibration amount and improves the electric vehicle cruising range. Accuracy of car range estimates.
  • the current cruising range of the electric vehicle can be displayed on the vehicle dashboard in real time to improve the driver's driving experience.
  • the currently used first slope K value is stored in the vehicle memory while the vehicle is driving, so that it can be initialized and recalled in time next time the vehicle is powered on.
  • the vehicle memory can be EEPROM (Electrically Erasable Programmable read only memory).
  • the value of the first slope K may not be accurate enough, so the accuracy of the electric vehicle range estimation may be reduced, therefore:
  • the consumed battery state of charge values corresponding to the N vehicle operating conditions points of the first period are used as the independent variables of the second linear function, and the N vehicle operating condition points respectively
  • the corresponding vehicle mileage value is used as the dependent variable of the second linear function, and linear fitting is performed to obtain the second slope of the second linear function, that is, multiple battery consumed state-of-charge values and vehicle mileage values are re-collected.
  • the deviation between the second slope and the first slope is greater than the preset threshold, it means that the accuracy of the first slope K is already low.
  • the first slope is replaced with the second slope, thereby updating the first slope K and ensuring that the electric motor Accuracy of car range estimates.
  • the deviation between the second slope and the first slope is less than or equal to the preset threshold, it means that the accuracy of the first slope K is relatively high, and the value of the first slope K can be kept unchanged to save resources and avoid the waste of frequent updates.
  • a larger PT1 (First order low pass filter) filter can be used to slowly filter the transition during the switching process from the first slope to the second slope to prevent the cruising range. produce mutations.
  • PT1 First order low pass filter
  • the embodiment of the present application provides a method for estimating the cruising range of an electric vehicle.
  • the method includes: using the consumed state-of-charge values of the battery corresponding to N vehicle operating points of the current duration as the independent variables of the first linear function, and N The vehicle mileage value corresponding to the vehicle operating point is used as the dependent variable of the first linear function.
  • Linear fitting is performed to obtain the first slope K of the first linear function.
  • the first slope K is multiplied by the current operating condition battery charge. battery status to obtain the current electric vehicle cruising range. Therefore, the electric vehicle cruising range is estimated by online collection of parameters and fitting, which reduces the calibration amount and improves the accuracy of the electric vehicle cruising range estimation.
  • a schematic diagram of an electric vehicle driving range estimation device provided by an embodiment of the present application includes:
  • the linear fitting unit 301 is used to use the consumed state-of-charge values of the battery corresponding to the N vehicle operating condition points of the current duration as the independent variables of the first linear function.
  • the vehicle driving conditions corresponding to the N vehicle operating condition points respectively The mileage value is used as the dependent variable of the first linear function, and linear fitting is performed to obtain the first slope K of the first linear function;
  • the calculation unit 302 is used to multiply the first slope K by the current operating battery state of charge to obtain the current cruising range of the electric vehicle.
  • the calculation unit specifically calculates the current electric vehicle cruising range through the following formula:
  • Dleft is the current mileage value of the electric vehicle
  • Dmax is the maximum mileage value of the electric vehicle
  • D is the vehicle mileage value corresponding to the current vehicle operating point
  • Db is the intercept of the first linear function.
  • value X is the consumed state of charge value of the battery corresponding to the current vehicle operating point
  • SOC is the battery state of charge at the current vehicle operating point.
  • the device further includes:
  • a storage unit configured to store the first slope K in the vehicle memory.
  • the device further includes:
  • the second slope unit is used to use the consumed state-of-charge values of the battery corresponding to the N vehicle operating points of the first period as the independent variable of the second linear function after the vehicle has been driven for a first period of time, and the N The vehicle mileage value corresponding to each vehicle operating condition point is used as the dependent variable of the second linear function, and linear fitting is performed to obtain the second slope of the second linear function;
  • a replacement unit configured to replace the first slope with the second slope when the deviation between the second slope and the first slope is greater than a preset threshold.
  • the embodiment of the present application provides a device for estimating the cruising range of an electric vehicle.
  • the method of using the device includes: using the consumed battery state-of-charge values corresponding to N vehicle operating points of the current duration as the independent variable of the first linear function. , the vehicle mileage value corresponding to the N vehicle operating condition points is used as the dependent variable of the first linear function, linear fitting is performed to obtain the first slope K of the first linear function, and the first slope K is multiplied by the current working condition The state of charge of the battery is calculated to obtain the current cruising range of the electric vehicle. Therefore, the electric vehicle cruising range is estimated by online collection of parameters and fitting, which reduces the calibration amount and improves the accuracy of the electric vehicle cruising range estimation.
  • embodiments of the present application also provide an electric vehicle driving range estimation system, including:
  • Memory used to store computer programs
  • a processor configured to implement the steps of the above electric vehicle driving range estimation method when executing the computer program.
  • embodiments of the present application also provide a computer-readable storage medium.
  • a computer program is stored on the computer-readable storage medium.
  • the computer program is processed and executed, the above-mentioned electric vehicle continuation is realized. Steps of driving mileage estimation method.
  • the computer-readable storage medium can include: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk, etc., which can store program code medium.

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Abstract

一种电动汽车续航里程估算方法，包括：将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，N个车辆工况点分别对应的车辆行驶里程值作为第一一次函数的因变量，进行线性拟合以得到第一一次函数的第一斜率K，将第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。该方法通过在线采集参数进行拟合来对电动汽车续航里程进行估算，在降低了标定量的同时，提高了电动汽车续航里程估算的准确度。还提供了一种电动汽车续航里程估算装置、一种电动汽车续航里程估算***和一种计算机可读存储介质。

Description

电动汽车续航里程估算方法、装置、***和存储介质
本申请要求于2022年05月09日提交中国国家知识产权局、申请号为202210499949.5、发明名称为“一种电动汽车续航里程估算方法、装置、***和存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及电动汽车领域，例如涉及一种电动汽车续航里程估算方法、装置、***和存储介质。
背景技术
电动汽车的续航里程会根据电池荷电状态、车辆载重、车辆速度、道路情况等因素实时变化，传统的续航里程估算方法需要通过电池剩余总能量和平均消耗电能得到续航里程，然而平均消耗电能受电池电压、车辆载重以及平均消耗电能的设置初值等影响较大，导致对电动汽车续航里程的估算不够准确。
因此，如何提高对电动汽车续航里程估算的准确性，是本领域需要解决的技术问题。
发明内容
有鉴于此，本申请的目的在于提供一种电动汽车续航里程估算方法、装置、***和存储介质，可以提高电动汽车续航里程估算的准确性，提升用户驾驶体验。
为实现上述目的，本申请有如下技术方案：
第一方面，本申请实施例提供了一种电动汽车续航里程估算方法，包括：
将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第一一次函数的因变量，进行线性拟合以得到所述第一一次函数的第一斜率 K；
将所述第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。
第二方面，本申请实施例提供了一种电动汽车续航里程估算装置，包括：
线性拟合单元，用于将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第一一次函数的因变量，进行线性拟合以得到所述第一一次函数的第一斜率K；
计算单元，用于将所述第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。
第三方面，本申请实施例还提供了一种电动汽车续航里程估算***，包括：
存储器，用于存储计算机程序；
处理器，用于执行所述计算机程序时实现如上述所述电动汽车续航里程估算方法的步骤。
第四方面，本申请实施例还提供了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理执行时实现如上述所述电动汽车续航里程估算方法的步骤。
与现有技术相比，本申请实施例具有以下优点：
本申请实施例提供了一种电动汽车续航里程估算方法、装置、***和存储介质，该方法包括：将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，N个车辆工况点分别对应的车辆行驶里程值作为第一一次函数的因变量，进行线性拟合以得到第一一次函数的第一斜率K，将第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。从而通过在线采集参数进行拟合来对电动汽车续航里程进行估算，在降低了标定量的同时，提高了电动汽车续航里程估算的准确度。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施 例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它的附图。
图1示出了本申请实施例提供的一种电动汽车续航里程估算方法的流程图；
图2示出了本申请实施例提供的一种电池已消耗荷电状态值与车辆行驶里程值的函数关系图；
图3示出了本申请实施例提供的一种电动汽车续航里程估算装置的示意图。
具体实施方式
为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图对本申请的具体实施方式做详细的说明。
正如背景技术中的描述，电动汽车的续航里程会根据电池荷电状态、车辆载重、车辆速度、道路情况等因素实时变化，传统的续航里程估算方法需要通过电池剩余总能量和平均消耗电能得到续航里程，然而平均消耗电能受电池电压、车辆载重以及平均消耗电能的设置初值等影响较大，导致对电动汽车续航里程的估算不够准确。
因此，如何提高对电动汽车续航里程估算的准确性，是本领域需要解决的技术问题。
为了解决以上技术问题，本申请实施例提供了一种电动汽车续航里程估算方法、装置、***和存储介质，该方法包括：将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，N个车辆工况点分别对应的车辆行驶里程值作为第一一次函数的因变量，进行线性拟合以得到第一一次函数的第一斜率K，将第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。从而通过在线采集参数进行拟合来对电动汽车续航里程进行估算，在降低了标定量的同时，提高了电动汽车续航里程估算的准 确度。
示例性方法
参见图1所示，该图为本申请实施例提供的一种电动汽车续驶里程估算方法的流程图，包括：
S101：将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第一一次函数的因变量，进行线性拟合以得到所述第一一次函数的第一斜率K。
在本申请实施例中，电动汽车在行驶过程中，可以从电池管理***(BMS，battery management system)实时获取电池荷电状态，其中，电池荷电状态即为电池剩余电量百分比，从0％到100％，0％时表示电池没电，100％时表示电池满电。
电池已消耗荷电状态值＝100％-电池荷电状态，因此可以采集当前时长N个工况点分别对应的电池荷电状态值，通过电池荷电状态值从而计算得到当前时长N个车辆工况点分别对应的电池已消耗荷电状态值。
同理，可以从混合动力整车控制器(HCU，Hybrid Control Unit)得到N个车辆工况点分别对应的车辆行驶里程值。
参见图2所示，示出了本申请实施例提供的一种电池已消耗荷电状态值与车辆行驶里程值的函数关系图，由于电动汽车在行驶过程中受到电动汽车的车重、车速、道路工况以及车内负载使用情况的影响，车辆实时行驶里程值和实时荷电状态的函数关系是实时变化的曲线函数D＝f(x)，但考虑短期内上述影响因素变化不大，因此，本申请实施例设定在当前时长内车辆实时行驶里程值和实时荷电状态的函数关系是第一一次函数关系D＝KX+Db。
其中，D为当前车辆工况点对应的车辆行驶里程值，Db为第一一次函数的截距值，第一一次函数的第一斜率K，X为当前车辆工况点对应的电池已消耗荷电状态值。
即在本申请实施例中，将当前时长N个车辆工况点分别对应的电池已消 耗荷电状态值作为第一一次函数的自变量，N个车辆工况点分别对应的车辆行驶里程值作为第一一次函数的因变量，进行线性拟合以得到所述第一一次函数的第一斜率K。
S102：将所述第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。
在本申请实施例中，Dleft＝Dmax-D                           (1)；
Dmax＝K*100％+Db                      (2)；
D＝KX+Db                              (3)；
X＝100％-SOC                           (4)；
其中，Dleft为当前电动汽车续航里程值，Dmax为电动汽车最大行驶里程值，D为当前车辆工况点对应的车辆行驶里程值，Db为第一一次函数的截距值，X为当前车辆工况点对应的电池已消耗荷电状态值，SOC为当前车辆工况点电池荷电状态。
由以上四式可以得到Dleft＝Dmax-D＝K*100％+Db-(KX+Db)
＝K*100％+Db-K(100％-SOC)-Db＝K*SOC；
即第一斜率K乘以当前工况电池荷电状态可以得到当前电动汽车续航里程，从而通过在线采集参数进行拟合来对电动汽车续航里程进行估算，在降低了标定量的同时，提高了电动汽车续航里程估算的准确度。
在一种可能的实现方式中，可以将当前电动汽车续航里程实时显示在车辆仪表盘上，以提升驾驶员的驾驶体验。
在一种可能的实现方式中，当检测到整车下电时，在车辆行驶后的过程中将当前使用第一斜率K值存储至车辆存储器中，便于下次上电进行初始化及时调用，可选的，车辆存储器可以为EEPROM(Electrically Erasable Programmable read only memory，带电可擦可编程只读存储器)。
在一种可能的实现方式中，由于车辆的工况，负载使用情况等在实时变化，第一斜率K的值可能不够准确，从而电动汽车续航里程估算的精度可能会降低，因此：
当车辆行驶第一时长后(例如一分钟)，将第一时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第二一次函数的自变量，N个车辆工况点分别对应的车辆行驶里程值作为第二一次函数的因变量，进行线性拟合以得到第二一次函数的第二斜率，即重新采集多个电池已消耗荷电状态值和车辆行驶里程值。
当第二斜率与第一斜率的偏差大于预设阈值时，说明第一斜率K的精度已经较低，此时用第二斜率替换第一斜率，从而实现对第一斜率K的更新，保证电动汽车续航里程估算的精度。
当第二斜率与第一斜率的偏差小于或等于预设阈值时，说明第一斜率K的精度较高，可以扔保持第一斜率K值不变，节约资源，避免频繁更新的浪费。
同时，在一种可能的实现方式中，在第一斜率向第二斜率切换过程中可以采用较大的PT1(一阶低通滤波器，First order low pass filter)滤波缓慢滤波过渡，防止续航里程产生突变。
本申请实施例提供了一种电动汽车续航里程估算方法，该方法包括：将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，N个车辆工况点分别对应的车辆行驶里程值作为第一一次函数的因变量，进行线性拟合以得到第一一次函数的第一斜率K，将第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。从而通过在线采集参数进行拟合来对电动汽车续航里程进行估算，在降低了标定量的同时，提高了电动汽车续航里程估算的准确度。
示例性装置
参见图3所示，为本申请实施例提供的一种电动汽车续驶里程估算装置的示意图，包括：
线性拟合单元301，用于将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第一一次函数的因变量，进行线性拟合以得到所述第 一一次函数的第一斜率K；
计算单元302，用于将所述第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。
在一种可能的实现方式中，所述计算单元具体通过以下公式计算得到所述当前电动汽车续航里程：
Dleft＝Dmax-D＝K*100％+Db-(KX+Db)
＝K*100％+Db-K(100％-SOC)-Db＝K*SOC；
其中，Dleft为所述当前电动汽车续航里程值，Dmax为电动汽车最大行驶里程值，D为所述当前车辆工况点对应的车辆行驶里程值，Db为所述第一一次函数的截距值，X为所述当前车辆工况点对应的电池已消耗荷电状态值，SOC为所述当前车辆工况点电池荷电状态。
在一种可能的实现方式中，所述装置还包括：
存储单元，用于将所述第一斜率K存储在车辆存储器中。
在一种可能的实现方式中，所述装置还包括：
第二斜率单元，用于当车辆行驶第一时长后，将所述第一时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第二一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第二一次函数的因变量，进行线性拟合以得到所述第二一次函数的第二斜率；
替换单元，用于当所述第二斜率与所述第一斜率的偏差大于预设阈值时，用所述第二斜率替换所述第一斜率。
本申请实施例提供了一种电动汽车续航里程估算装置，利用该装置的方法包括：将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，N个车辆工况点分别对应的车辆行驶里程值作为第一一次函数的因变量，进行线性拟合以得到第一一次函数的第一斜率K，将第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。从而通过在线采集参数进行拟合来对电动汽车续航里程进行估算，在降低了标定量的同时，提高了电动汽车续航里程估算的准确度。
在上述实施例的基础上，本申请实施例还提供了一种电动汽车续驶里程估算***，包括：
存储器，用于存储计算机程序；
处理器，用于执行所述计算机程序时实现如上述电动汽车续驶里程估算方法的步骤。
在上述实施例的基础上，本申请实施例还提供了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理执行时实现如上述电动汽车续驶里程估算方法的步骤。
该计算机可读存储介质可以包括：U盘、移动硬盘、只读存储器(Read-Only Memory,ROM)、随机存取存储器(Random Access Memory,RAM)、磁碟或者光盘等各种可以存储程序代码的介质。

Claims (10)

  1. 一种电动汽车续航里程估算方法，其特征在于，包括：
    将当前时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第一一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第一一次函数的因变量，进行线性拟合以得到所述第一一次函数的第一斜率K；
    将所述第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。
  2. 根据权利要求1所述的方法，其特征在于，所述将所述第一斜率K乘以当前车辆工况点电池荷电状态以得到当前电动汽车续航里程，包括：
    Dleft＝Dmax-D＝K*100％+Db－(KX+Db)
    ＝K*100％+Db－K(100％-SOC)－Db＝K*SOC；
    其中，Dleft为所述当前电动汽车续航里程值，Dmax为电动汽车最大行驶里程值，D为所述当前车辆工况点对应的车辆行驶里程值，Db为所述第一一次函数的截距值，X为所述当前车辆工况点对应的电池已消耗荷电状态值，SOC为所述当前车辆工况点电池荷电状态。
  3. 根据权利要求1所述的方法，其特征在于，还包括：
    将所述第一斜率K存储在车辆存储器中。
  4. 根据权利要求3所述的方法，其特征在于，还包括：
    当车辆行驶第一时长后，将所述第一时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第二一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第二一次函数的因变量，进行线性拟合以得到所述第二一次函数的第二斜率；
    当所述第二斜率与所述第一斜率的偏差大于预设阈值时，用所述第二斜率替换所述第一斜率。
  5. 一种电动汽车续航里程估算装置，其特征在于，包括：
    线性拟合单元，用于将当前时长N个车辆工况点分别对应的电池已消耗 荷电状态值作为第一一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第一一次函数的因变量，进行线性拟合以得到所述第一一次函数的第一斜率K；
    计算单元，用于将所述第一斜率K乘以当前工况电池荷电状态以得到当前电动汽车续航里程。
  6. 根据权利要求5所述的装置，其特征在于，所述计算单元具体通过以下公式计算得到所述当前电动汽车续航里程：
    Dleft＝Dmax-D＝K*100％+Db－(KX+Db)
    ＝K*100％+Db－K(100％-SOC)－Db＝K*SOC；
    其中，Dleft为所述当前电动汽车续航里程值，Dmax为电动汽车最大行驶里程值，D为所述当前车辆工况点对应的车辆行驶里程值，Db为所述第一一次函数的截距值，X为所述当前车辆工况点对应的电池已消耗荷电状态值，SOC为所述当前车辆工况点电池荷电状态。
  7. 根据权利要求5所述的装置，其特征在于，所述装置还包括：
    存储单元，用于将所述第一斜率K存储在车辆存储器中。
  8. 根据权利要求7所述的装置，其特征在于，所述装置还包括：
    第二斜率单元，用于当车辆行驶第一时长后，将所述第一时长N个车辆工况点分别对应的电池已消耗荷电状态值作为第二一次函数的自变量，所述N个车辆工况点分别对应的车辆行驶里程值作为所述第二一次函数的因变量，进行线性拟合以得到所述第二一次函数的第二斜率；
    替换单元，用于当所述第二斜率与所述第一斜率的偏差大于预设阈值时，用所述第二斜率替换所述第一斜率。
  9. 一种电动汽车续航里程估算***，其特征在于，包括：
    存储器，用于存储计算机程序；
    处理器，用于执行所述计算机程序时实现如权利要求1-4任意一项所述电动汽车续航里程估算方法的步骤。
  10. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上 存储有计算机程序，所述计算机程序被处理执行时实现如权利要求1-4任意一项所述电动汽车续航里程估算方法的步骤。
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