Method and apparatus for monitoring charging power of on-board battery, vehicle and media

Description

1 / 48 METHOD AND APPARATUS FOR CONTROLLING THE CHARGING POWER OF THE ONBOARD BATTERY, VEHICLE AND ENVIRONMENT Technical Field

[001] The present application relates to the technical field of onboard battery charging, in particular, to a method and apparatus for controlling the charging power of an onboard battery, a vehicle and a means. Background

[002] A vehicle equipped with a battery module with a charging function may experience a reduction in charging power limits when operating in low temperature environments or during emergency braking after rapid acceleration. This makes the actual charging power prone to continuously exceeding the charging power limit and leads to overcharging, thereby causing a battery to report an overcharge fault, influencing the vehicle's driving stability and deteriorating the user's driving experience. Summary of the Invention

[003] With this in view, the present application provides a method and apparatus for controlling the charging power of an onboard battery, a vehicle and a means, to solve the problem in the related art where the onboard battery is prone to continuous overcharging during operating conditions of a vehicle, thereby resulting in an overcharge fault alarm and affecting the user's driving experience.

[004] In a first aspect, the present application provides a method for controlling the charging power of an onboard battery, and the method includes: Petition 870250068981, dated 05 / 08 / 2025, page 24 / 87 2 / 48 acquire a current battery charging power reading and an actual current charging power of the onboard battery of a target vehicle while driving; To determine a risk level of overloading the onboard battery charging power based on the difference between the current battery charging power limit and the actual current charging power; To determine a charging power adjustment solution based on the level of risk of overloading the charging power; and to control the operation of the target vehicle based on the charging power adjustment solution.

[005] In the present application, the risk level of overloading the onboard battery charging power is determined by identifying a difference between the current battery charging power limit and the actual current charging power of the onboard battery, and a charging power adjustment solution is determined according to the corresponding risk level to control vehicle operation, so as to avoid a safety risk of battery overload failures caused by continuous overcharging of the onboard battery, improve vehicle driving stability, and enhance the user's driving experience.

[006] In an optional embodiment, the step of determining a risk level of overloading the onboard battery charging power based on a difference between the current battery charging power limit and the actual current charging power includes: To determine a current difference range corresponding to the difference between the current battery charging power limit and the actual current charging power based on a predefined range division. Petition 870250068981, dated 05 / 08 / 2025, page 25 / 87 3 / 48 of the difference; and determine the overload risk level of the target vehicle's charging power corresponding to the current difference range.

[007] In the present application, regarding the difference between the battery charging power delimitation and the actual charging power, difference intervals and corresponding overload risk levels of the charging power are divided. The overload risk level of the target vehicle's charging power is determined through the difference interval to which the current difference value belongs, and the overload risks are precisely differentiated. Furthermore, the methods for dividing the difference intervals and risk levels can be flexibly defined to meet the control requirements of different vehicles, thereby improving flexible control of onboard battery charging power overload and expanding the scope of application.

[008] In an optional embodiment, the difference intervals include: a first difference interval, a second difference interval and a third difference interval; a maximum value in the first difference interval is less than a minimum value in the second difference interval; a maximum value in the second difference interval is less than a minimum value in the third difference interval; The step of determining the overload risk level of the target vehicle's charging power corresponding to the current difference range includes: When the current difference interval is the first difference interval, determine the overload risk level of Petition 870250068981, dated 05 / 08 / 2025, page 26 / 87 4 / 48 charging power of the target vehicle is a high risk; When the current difference interval is the second difference interval, determine that the risk level of overloading the charging power of the target vehicle is low; and when the current difference interval is the third difference interval, determine that the risk level of overloading the charging power of the target vehicle is zero.

[009] In the present application, the difference intervals are divided into three levels and, correspondingly, the risk levels of overloading the charging power of the target vehicle are divided into high risk, low risk and zero risk. This not only meets the basic vehicle control requirements for onboard battery charging, but also reduces control complexity and improves the practicality of onboard battery charging power control.

[010] In an optional embodiment, the step of determining the charging power adjustment solution based on the level of risk of overloading the charging power includes: When the risk level of overloading the load power is high, determine that the load power adjustment solution is a way to reduce the power at one end of the power generation line; When the risk level of overloading the charging power is low, determine that the charging power adjustment solution is a solution to increase the power at one end of the power consumption; and when the risk level of overloading the charging power is zero, determine that the power adjustment solution is... Petition 870250068981, dated 05 / 08 / 2025, page 27 / 87 5 / 48 charging may be a solution to maintain the vehicle's current operational status.

[011] In the present application, by adopting a power reduction solution at one power generation end during high-risk situations, the actual battery charging power can rapidly drop within a safe threshold range, thereby avoiding battery overload fault alarms, with fast response speed and high control efficiency. Furthermore, during low-risk situations, a power increase solution at one power consumption end is used, thus meeting the vehicle's economic requirements while ensuring safe battery operation; excess charging power at one charging end is used sensibly to avoid energy waste, improve overall vehicle economy, and further enhance the user's driving experience.During risk-free situations, a solution for maintaining the vehicle's current operational status is used, in order to simplify the vehicle control process and improve control efficiency.

[012] In an optional embodiment, the step of determining that the load power adjustment solution is a solution to reduce the power at one end of power generation includes: Determine a target tuning power based on a current difference value; Determine a rate of power decrease at the power generation end in each control cycle based on the target tuning power; and obtain a solution to reduce the power at the power generation end based on the rate of power decrease at the power generation end in each control cycle. Petition 870250068981, dated 05 / 08 / 2025, page 28 / 87 6 / 48

[013] In the present application, the adjustment power is determined by using the difference value between the battery charging power limit and the actual charging power, and the power decay rate is adjusted according to a control cycle, thereby achieving refined adjustment of the power decay rate at the power generation end and precise control of the onboard battery charging power, reducing an overload alarm safety risk, and further improving battery charging safety while driving the vehicle.

[014] In an optional embodiment, the step of determining that the load power adjustment solution is a solution to increase the power of the power consumption end includes: Determine a target power adjustment based on the current difference value; Determine a rate of increase of power at the power-consuming end in each control cycle based on the target tuning power; and obtain a solution to increase the power at the power-consuming end based on the rate of increase of power at the power-consuming end in each control cycle.

[015] In the present application, the adjustment power is determined by using the difference value between the battery charging power limit and the actual charging power, and the power increase rate is adjusted according to a control cycle, thereby achieving refined adjustment of the power increase rate at the power consumption end and precise control of the onboard battery charging power, and further improving overall vehicle economy.

[016] In an optional mode, the step of controlling the operation of Petition 870250068981, dated 05 / 08 / 2025, page 29 / 87 7 / 48 Target vehicle based charging power adjustment solution includes: reducing the power at the power generation end of the target vehicle in a current control cycle based on a rate of decrease of power at the power generation end in each control cycle, or increasing the power at the power consumption end of the target vehicle in a current control cycle based on a rate of increase of power at the power consumption end in each control cycle; and repeating the step of acquiring the current battery charging power threshold and the actual current charging power of the target vehicle's onboard battery during driving until the difference is greater than a predefined threshold.

[017] In the present application, after the vehicle operation is controlled by reducing the power at the power generation end or increasing the power at the power consumption end in each control cycle, the battery charging power limit and the actual charging power are again acquired, and the vehicle operation is cyclically controlled, thereby further improving the precise control of the vehicle operation, and improving the vehicle economy to a maximum degree while avoiding an onboard battery overload alarm problem.

[018] In an optional embodiment, the step of increasing the power of the target vehicle's power consumption end in a current control cycle based on a power increase rate of the power consumption end in each control cycle includes: to increase the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of an electrical device of Petition 870250068981, dated 05 / 08 / 2025, page 30 / 87 8 / 48 low onboard power of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[019] In the present application, when excess power generated at one power generation end is used by different electrical devices that can be flexibly used at the power consumption end of the vehicle, the power generated by the electric motor through recuperation can be fully utilized to avoid additional energy expenditure and improve the user's driving experience during a driving process.

[020] In an optional embodiment, the step of increasing the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of a low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle includes: Acquire the current temperature and the target temperature inside the target vehicle; When the current temperature is higher than the target temperature, increase the power of the target vehicle's air conditioning compressor in the current control cycle based on the power increase rate of the power consumption end in each control cycle; When the current temperature is lower than the target temperature, increase the cabin heating power of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle; When the current temperature equals the target temperature, if the actual temperature of the onboard battery is inconsistent with the ideal operating temperature, increase the battery heating or cooling power. Petition 870250068981, dated 05 / 08 / 2025, p. 31 / 87 9 / 48 onboard the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle; and if the actual temperature of the onboard battery is consistent with the optimal operating temperature, increasing the power of the low-power electrical device onboard the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[021] In the present application, from a user experience perspective, power consumption at the vehicle's power consumption end is allocated by defining a priority order for each power consumption object. This prioritizes meeting user demands for ambient driving temperature, then enhances battery operational performance, and finally the remaining power is used by other low-power onboard electrical devices, thereby further improving the user experience.

[022] In a second aspect, the present application provides a device for controlling the charging power of an onboard battery, and the device includes: A first acquisition module is configured to acquire a current battery charging power threshold and an actual current charging power of the onboard battery of a target vehicle while driving; A first processing module is configured to determine a risk level of overloading the onboard battery charging power based on a difference between the current battery charging power limit and the actual current charging power; Petition 870250068981, dated 05 / 08 / 2025, page 32 / 87 10 / 48 a second processing module configured to determine a charging power adjustment solution based on the charging power overload risk level; and a third processing module configured to control the target vehicle operation based on the charging power adjustment solution.

[023] In an optional configuration, the first processing module includes: A first processing unit is configured to determine a current difference range corresponding to the difference between the current battery charging power threshold and the actual current charging power based on a predefined division of difference ranges; and a second processing unit is configured to determine the overload risk level of the target vehicle's charging power corresponding to the current difference range.

[024] In an optional embodiment, the difference intervals include a first difference interval, a second difference interval and a third difference interval; a maximum value in the first difference interval is less than a minimum value in the second difference interval; a maximum value in the second difference interval is less than a minimum value in the third difference interval; The second processing unit includes: A first processing subunit is configured to determine that the risk level of overloading the charging power of the target vehicle is high when the current difference interval is the first difference interval; Petition 870250068981, dated 05 / 08 / 2025, page 33 / 87 11 / 48 a second processing subunit configured to determine that the risk level of overloading the charging power of the target vehicle is low risk when the current difference interval is the second difference interval; and a third processing subunit configured to determine that the risk level of overloading the charging power of the target vehicle is zero risk when the current difference interval is the third difference interval.

[025] In an optional configuration, the second processing module includes: a third processing unit configured to determine that the load power adjustment solution is a solution to reduce the power at one end of power generation when the load power overload risk level is high; a fourth processing unit configured to determine that the charging power adjustment solution is a solution to increase the power at one end of the power consumption range when the charging power overload risk level is low; and a fifth processing unit configured to determine that the charging power adjustment solution is a solution to maintain the vehicle's current operating state when the charging power overload risk level is zero.

[026] In an optional embodiment, the third processing unit includes: a fourth processing subunit configured to determine a target tuning power based on a current difference value; a fifth processing subunit configured to determine Petition 870250068981, dated 05 / 08 / 2025, page 34 / 87 12 / 48 a power decrease rate at the power generation end in each control cycle based on the target adjustment power; and a sixth processing subunit configured to achieve a solution for reducing the power at the power generation end based on the power decrease rate at the power generation end in each control cycle.

[027] In an optional embodiment, the fourth processing unit includes: a seventh processing subunit configured to determine a target tuning power based on the current difference value; an eighth processing subunit configured to determine a power increase rate at the power consumption end in each control cycle based on the target tuning power; and a ninth processing subunit configured to obtain a solution for increasing the power at the power consumption end based on the power increase rate at the power consumption end in each control cycle.

[028] In an optional configuration, the third processing module includes: a sixth processing unit configured to reduce the power at the power generation end of the target vehicle in a current control cycle based on a rate of decrease of power at the power generation end in each control cycle, or to increase the power at the power consumption end of the target vehicle in a current control cycle based on a rate of increase of power at the power consumption end in each control cycle; and a seventh processing unit configured to call the Petition 870250068981, dated 05 / 08 / 2025, page 35 / 87 13 / 48 first acquisition module to operate repeatedly until the difference is greater than a predefined threshold.

[029] In an optional embodiment, the sixth processing unit includes: a tenth processing subunit configured to increase the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of a low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[030] In an optional embodiment, the tenth processing subunit includes: a first acquisition submodule configured to acquire the current temperature and target temperature inside the target vehicle; A first processing submodule is configured to increase the power of the target vehicle's air conditioning compressor in the current control cycle based on the power increase rate of the power consumption end in each control cycle when the current temperature is higher than the target temperature; a second processing submodule configured to increase the cabin heating power of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle when the current temperature is lower than the target temperature; a third processing submodule configured for: when the current temperature equals the target temperature, if the actual battery temperature Petition 870250068981, dated 05 / 08 / 2025, page 36 / 87 14 / 48 if the onboard battery temperature is inconsistent with the optimal operating temperature, increase the heating or cooling power of the target vehicle's onboard battery in the current control cycle based on the power increase rate of the power consumption end in each control cycle; and a fourth processing submodule configured to: if the actual onboard battery temperature is consistent with the optimal operating temperature, increase the power of the target vehicle's onboard low-power electrical device in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[031] In a third aspect, the present application provides a vehicle, and the vehicle includes a memory and a processor, wherein the memory and the processor are communicatively connected to each other, computer instructions are stored in the memory, and the processor is configured to execute the method provided in the first aspect above or any corresponding implementation mode thereof when executing the computer instructions.

[032] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium has computer instructions stored thereon, and the computer instructions are configured to enable a computer to execute the method provided in the first aspect above or any corresponding implementation mode thereof.

[033] The beneficial effects of this application are as follows:

[034] In the technical solution provided in this application, the risk level of overloading the charging power of the onboard battery is determined by identifying the difference between the power limit of Petition 870250068981, dated 05 / 08 / 2025, page 37 / 87 15 / 48 current battery charging and the actual current charging power of the onboard battery, and a charging power adjustment solution is determined according to the corresponding risk level to control vehicle operation, so as to avoid a safety risk of the battery reporting an overcharging fault, improve vehicle driving stability, and enhance the user's driving experience. Brief Description of the Drawings

[035] In order to illustrate more clearly the technical solutions in the specific embodiments of the present application or in the state of the art, the attached drawings that need to be used in the description of the specific embodiments or in the state of the art should be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application. For those skilled in the art, other drawings can also be obtained from these drawings without any creative effort.

[036] Figure 1 is a flow diagram of a method for controlling the charging power of an onboard battery according to an embodiment of the present application; Figure 2 is a flow diagram of another method for controlling the charging power of an onboard battery according to an embodiment of the present application; Figure 3 is a schematic diagram of a specific control process for the charging power of an onboard battery according to an embodiment of the present application; Figure 4 is a structural block diagram of a device for controlling the charging power of an onboard battery according to an embodiment of the present application; Figure 5 is a schematic structural diagram of a vehicle according to Petition 870250068981, dated 05 / 08 / 2025, page 38 / 87 16 / 48 with a modality of the present request. Detailed Description

[037] In order to make clearer the objectives, technical solutions and advantages of the embodiments of this application, the technical solutions in the embodiments of this application will be described more clearly and completely below together with the attached drawings in the embodiments of this application. Obviously, the embodiments described are part of, but not all of, the embodiments of this application. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without any creative effort should all be included within the scope of protection of this application.

[038] A vehicle equipped with a battery module with a charging function may experience a reduction in charging power limits when operating in low temperature environments or during emergency braking after rapid acceleration. This makes the actual charging power prone to continuously exceeding the charging power limit, thereby leading to battery overcharging failures, influencing the vehicle's driving stability and deteriorating the user's driving experience.

[039] For example, in a vehicle driving condition, assuming that the current charging power limit of a vehicle's onboard battery is 50 kW, if the vehicle is in a state of rapid acceleration, the motor is operating at a high power with an operating power of 50 kW, at this moment, when emergency braking is applied, an original power of 80 kW can be recovered. Due to the limitation of the charging power limit, the calculated braking power is 50 kW. Before the motor torque drops, the motor still Petition 870250068981, dated 05 / 08 / 2025, page 39 / 87 17 / 48 emits power, for example, 10 kW, therefore the actual charging power of the onboard battery is 50+10=60 kW, and will exceed the acceptable charging power limit of the battery. If this overcharging situation persists for a certain period of time, such as 2 seconds, the battery will automatically trigger the alarm.

[040] In another vehicle driving condition, assume that the charging power limit of the onboard battery is 0 when the vehicle is in an extremely low temperature environment, and the current state of charge of the onboard battery is 20%. At this moment, the signal power of the air conditioner in the vehicle is 10 kW, so the generator outputs a power of 10 kW. However, since the actual power of the air conditioner is only 5 kW, the actual battery charging power is 10-5=5 kW, and exceeds the permissible charging power limit of the battery. Similarly, if this overcharging situation persists for a certain period of time, such as 2 s, the battery will automatically trigger the alarm. It can be observed that there are very large differences in the charging power limits of the onboard battery under different vehicle driving conditions.Furthermore, the charging power limit is unrelated to the state of charge of the onboard battery. Even if the current state of charge of the onboard battery is low, the problem of overcharging the onboard battery can still occur.

[041] Furthermore, if the actual charging power of the onboard battery exceeds the charging power limit, risks such as further restriction of the charging power limit, loss of vehicle power and damage to internal components such as battery relays may also exist depending on the magnitude of the excess power. Moreover, it may also cause drivability issues, for example, a Petition 870250068981, dated 05 / 08 / 2025, page 40 / 87 A sudden reduction in the braking energy recovery limit (18 / 48) will lead to changes in braking force. For example, since the charging power limit is further restricted, issues such as loss of generated power and inability to maintain battery charge will arise.

[042] In related technologies, although there are control solutions to prevent overcharging of onboard batteries, these solutions are essentially used to prevent overcharging when the onboard power battery is directly charged by a charging stack, without considering the problem of battery charging when the vehicle is in use. There are significant differences in charging power limits and real-time charging power limiting methods between a vehicle's in-use state and a charging stack charging mode, thus making it difficult to apply control solutions to prevent overcharging of onboard batteries in charging stack charging mode to the operating conditions of a vehicle.

[043] In response to the above problems regarding battery charging power control during vehicle use, in traditional open-loop control logic, the power of various onboard electrical equipment, such as the power of a generator, the power of a drive motor, the power of an air conditioning compressor, the power of a PTC heater, and their losses are essentially monitored to simulate and calculate the simulated battery charging power. By comparing the difference between the simulated battery charging power and the battery charging power limit, the power at the power generation end is inversely constrained to avoid Petition 870250068981, dated 05 / 08 / 2025, page 41 / 87 19 / 48 Battery overload. This control method cannot solve the problem of battery overload caused by a large discrepancy between the reported power of each electrical device and the actual power.

[044] To this end, the present application provides a solution for controlling the charging power of an onboard battery and the solution is applied to vehicles equipped with a battery module with a charging function. The vehicle may be a pure electric vehicle or a hybrid vehicle, provided that the vehicle is equipped with a battery module with a charging function.By monitoring in real time the difference between the actual battery charging power and the fault charging power, i.e., the battery charging power threshold, the power at the power generation end is reduced in advance or the power at the power consumption end is increased, so as to reduce the risk of overloading the battery charging power, and solve the problem that when the onboard battery charging power threshold is low under operating conditions, such as rapid acceleration and low temperature, the battery reports a fault and the vehicle cannot move due to inaccurate control of the charging power by an electronic control system during engine start-up and idle power recovery, thus ensuring the robustness of the vehicle.

[045] According to the embodiments of the present application, an embodiment of a method for controlling the charging power of an onboard battery is provided. It should be noted that the steps shown in the flowcharts of the attached drawings can be executed on a computer system, such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases the steps shown or described can be executed in a different order. Petition 870250068981, dated 05 / 08 / 2025, page 42 / 87 20 / 48 different from the order in the present invention.

[046] In this embodiment, a method for controlling the charging power of an onboard battery is provided and is applied to a vehicle equipped with a battery module with a charging function, i.e., an onboard battery. Specifically, the method can be applied to the vehicle's vehicle controller, such as a single-chip microcomputer or a microprocessor. Figure 1 is a flowchart of the method for controlling the charging power of an onboard battery according to an embodiment of the present application. As shown in Figure 1, the process includes the following steps: Step S101: Acquire a current battery charging power reading and an actual current charging power of the onboard battery of a target vehicle while driving.

[047] The current battery charging power limit of the onboard battery is directly reported by the onboard battery to a vehicle controller. The charging power limit refers to a charging power value corresponding to the onboard battery overcharge alarm. Under different operating conditions, the charging power values ​​of the onboard battery overcharge alarm are different. The actual current charging power can be calculated by monitoring the charging voltage and charging current of the onboard battery.

[048] Step S102: Determine a level of risk of overloading the onboard battery charging power based on a difference between the current battery charging power limit and the actual current charging power.

[049] Specifically, under actual vehicle driving conditions, the Petition 870250068981, dated 05 / 08 / 2025, page 43 / 87 21 / 48 Actual charging power may exceed the battery charging power limit. Therefore, the difference between the actual battery charging power limit and the actual charging power mentioned in the embodiments of this application may be positive or negative. If the difference is negative, this indicates that there is a risk of overcharging the onboard battery, and the smaller the negative value, the greater the risk of overcharging. Therefore, the above difference can be used to reflect the risk of overcharging the onboard battery charging power, and then the corresponding risk level can be determined.

[050] Step S103: Determine a charging power adjustment solution based on the level of risk of overloading the charging power.

[051] Specifically, during the process of driving a vehicle, the charging power adjustment requirements corresponding to different charging power risk levels are different. If the risk is too high, the actual charging power needs to be immediately reduced to avoid an onboard battery overload alarm. If the risk is low, it is necessary to prevent the risk from continuing to increase while minimizing power generation loss as much as possible. Therefore, corresponding charging power adjustment solutions can be determined according to different risk levels.

[052] Step S104: control target vehicle operation based on charging power adjustment solution.

[053] Specifically, the vehicle controller controls the vehicle operation according to the charging power adjustment solution to achieve adaptive charging power adjustment. Petition 870250068981, dated 05 / 08 / 2025, page 44 / 87 22 / 48

[054] In the method for controlling the charging power of an onboard battery provided in the embodiments of the present application, the risk level of overloading the charging power of the onboard battery is determined by identifying the difference between the current battery charging power limit and the actual current charging power of the onboard battery, and a charging power adjustment solution is determined according to the corresponding risk level to control vehicle operation, so as to avoid a safety risk of battery overload failures caused by continuous overcharging of the onboard battery, improve vehicle driving stability, and enhance the user's driving experience.

[055] This embodiment further provides a method for controlling the charging power of an onboard battery. This method is applied to a vehicle equipped with a battery module with a charging function, i.e., an onboard battery, and can be specifically applied to the vehicle's vehicle controller, such as a single-chip microcomputer or a microprocessor. Figure 2 is a flowchart of the method for controlling the charging power of an onboard battery according to an embodiment of the present application. As shown in Figure 2, the process includes the following steps: Step S201: Acquire a current battery charging power reading and an actual current charging power of the onboard battery of a target vehicle during driving. For detailed content, refer to the related description of step S101, as shown in Figure 1, and no further elaboration will be provided in the present invention.

[056] Step S202: determine a risk level of overloading the onboard battery charging power based on a difference Petition 870250068981, dated 05 / 08 / 2025, page 45 / 87 23 / 48 between the current battery charging power limit and the actual current charging power.

[057] Specifically, the above S202 step includes: Step S2021: Determine a current difference range corresponding to the difference between the current battery charging power threshold and the actual current charging power based on a predefined division of difference range bands.

[058] For example, the difference intervals include: a first difference interval, a second difference interval, and a third difference interval, wherein a maximum value of the first difference interval is less than a minimum value of the second difference interval; and a maximum value of the second difference interval is less than a minimum value of the third difference interval. Assuming that the maximum value of the first difference interval is A, the maximum value of the second difference interval is B, and the minimum value of the third difference interval is C, then A < B < C.

[059] Optionally, the above S2021 step includes: Step a1: When the current difference interval is the first difference interval, determine that the risk level of overloading the charging power of the target vehicle is high risk.

[060] Step a2: when the current difference interval is the second difference interval, determine that the overload risk level of the target vehicle's charging power is low risk.

[061] Step a3: when the current difference interval is the third difference interval, determine that the overload risk level of the target vehicle's charging power is zero risk.

[062] In the modalities of the present application, the difference intervals are Petition 870250068981, dated 05 / 08 / 2025, page 46 / 87 24 / 48 divided into three levels, and correspondingly, the risk levels of overloading the charging power of the target vehicle are divided into high risk, low risk, and zero risk. This not only meets the basic vehicle control requirements for onboard battery charging but also reduces control complexity and improves the practicality of onboard battery charging power control.

[063] Step S2022: determine the overload risk level of the target vehicle charging power corresponding to the current difference range.

[064] For example, if the current difference value is less than or equal to A, the risk level of overloading the target vehicle's charging power is determined to be high risk; if the current difference value is greater than A and less than or equal to B, the risk level of overloading the target vehicle's charging power is determined to be low risk; if the current difference value is greater than or equal to C, the risk level of overloading the target vehicle's charging power is determined to be low risk. It should be noted that in practical applications, the number of divisions of the difference interval and the corresponding number of divisions of the risk levels can be flexibly defined according to the vehicle's control accuracy requirements for the onboard charging power and the actual operating condition requirements.For example, risk levels can be defined as high risk, medium risk, low risk, and zero risk, etc., and this request is not limited to them.

[065] In the provisions of this application, regarding the difference between the battery charging power limit and the actual charging power, difference ranges and the corresponding overload risk levels of the charging power are Petition 870250068981, dated 05 / 08 / 2025, p. 47 / 87 25 / 48 split. The risk level of overloading the charging power of the target vehicle is determined by the difference range to which the current difference value belongs, and the overload risks are precisely differentiated. Furthermore, the methods for dividing the difference ranges and risk levels can be flexibly defined to meet the control requirements of different vehicles, thereby improving flexible control of onboard battery charging power overload and expanding the scope of application.

[066] Step S203: Determine a charging power adjustment solution based on the level of risk of overloading the charging power.

[067] Specifically, the above S203 step includes: Step S2031: When the overload risk level of the load power is high, determine that the load power adjustment solution is a solution to reduce the power from one end of the power generation.

[068] Specifically, the above S2031 step includes: Step b1: Determine a target tuning power based on a current difference value.

[069] Specifically, when the current difference value is less than zero, this indicates that the actual charging power of the onboard battery exceeds the power limit, and the charging power needs to be adjusted. Therefore, the target adjustment power can be determined based on the current difference value. For example, the absolute value of the current difference value can be used as the target adjustment power to ensure that the actual charging power does not exceed the power limit after adjustment. Furthermore, in practical applications, to further reduce the risk of Petition 870250068981, dated 05 / 08 / 2025, page 48 / 87 26 / 48 overload, a certain power adjustment margin can also be considered based on the current difference value to obtain the target adjustment power. For example, assuming the current difference value is -10 kW and the defined power adjustment margin is 3 kW, then the final target adjustment power is 10+3=13 kW. This is just an example, and the present application is not limited to it.

[070] Step b2: determine a power decay rate at the power generation end in each control cycle based on the target tuning power.

[071] The control cycle is a communication cycle of the vehicle controller. The vehicle controller sends control instructions to various vehicle components according to the communication cycle. For example, the control cycle is 10 ms, 20 ms, etc., and the present application is not limited to the same.

[072] Specifically, the maximum number of adjustment cycles can be determined according to the overload duration condition for an onboard battery overload fault alarm. The target number of adjustment cycles is determined within the range of the maximum number of adjustment cycles, and then the target adjustment power is allocated using the target number of adjustment cycles to obtain the power decrease rate at the power generation end in each control cycle.

[073] For example, the overcharge duration is assumed to be 1 s. That is, when the actual charging power of the onboard battery exceeds the charging power limit for a duration of 1 s, the onboard battery will emit an overcharge alarm. The vehicle controller control cycle is 100 ms, so the number of maximum adjustment cycles is 10. That is, the onboard battery Petition 870250068981, dated 05 / 08 / 2025, page 49 / 8727 / 48 needs to ensure that the actual charging power does not exceed the charging power limit within 10 control cycles. The maximum number of target adjustment cycles is 10. Any integer from 1 to 10 can be selected as the number of target adjustment cycles. Assuming the number of target adjustment cycles is 5 as an example, the power decrease rate at the power generation end in each control cycle is 10 / 5 = 2 kW. During practical applications, the number of target adjustment cycles can be flexibly set according to the control requirements and response speed requirements of the vehicle controller. The higher the number of target adjustment cycles selected, the more stable the vehicle operation will be.The fewer target adjustment cycles selected, the faster the adjustment speed of the onboard battery charging power, and the lower the risk of overload alarm. Therefore, the rate of power decrease at the power generation end in each control cycle can be flexibly adjusted, and the flexibility of the entire vehicle control can be improved.

[074] Furthermore, during practical applications, the rate of power decay at the power generation end in each control cycle can also be determined according to the magnitude of the target adjustment power. The higher the target adjustment power, the higher the rate of power decay at the power generation end set in the current control cycle, thus achieving the purpose of rapidly reducing the charging power of the onboard battery. Conversely, the lower the target adjustment power, the lower the rate of power decay at the power generation end set in the current control cycle, thus improving vehicle operating stability.

[075] Step b3: obtain a solution to reduce the power of Petition 870250068981, dated 05 / 08 / 2025, page 50 / 87 28 / 48 power generation end based on the rate of decrease of power at the power generation end in each control cycle.

[076] For example, based on the rate of power reduction at the power generation end in each control cycle, the motor power can be reduced or the recovery power of the drive motor can be reduced. The specific implementation modes for reducing motor power and reducing recovery power of the drive motor belong to the state of the art and will not be redundantly repeated in the present invention.

[077] In the embodiments of the present application, the adjustment power is determined by using the difference between the battery charging power limit and the actual charging power, and the power decay rate is adjusted according to the control cycle, thereby achieving refined adjustment of the power decay rate at the power generation end and precise control of the onboard battery charging power, reducing the risk of overload alarm safety, and further improving battery charging safety while driving the vehicle.

[078] Step S2032: when the overload risk level of the charging power is low risk, determine that the charging power adjustment solution is a solution to increase the power at one end of the power consumption.

[079] Specifically, the above S2032 step includes: Step c1: Determine a target adjustment power based on a current value of the difference. For detailed content, refer to the relevant description of step b1 above, and further elaboration will not be provided in the present invention.

[080] Step c2: determine a rate of increase of power of Petition 870250068981, dated 05 / 08 / 2025, page 51 / 87 29 / 48 power consumption end in each control cycle based on target power adjustment.

[081] Specifically, the specific implementation process of step c2 above may be similar to the implementation process of step b2 above, and will not be redundantly repeated in the present invention. Furthermore, during practical applications, since the risk level of overloading the charging power is low, at this point, the actual charging power of the onboard battery is normally already below the charging power limit, and the risk of overload alarm is relatively low. Under this operating condition, the main purpose of determining the rate of increase of the power consumption end in each control cycle is to prevent the actual charging power of the onboard battery from continuing to rise.Therefore, by increasing the power increase rate of the power consumption end in each control cycle, the excess power generated by the power generation end can be consumed, thereby meeting the power consumption demand during the vehicle's driving process, avoiding energy waste, further preventing battery overload fault alarm problems, and improving the overall fuel economy of the vehicle.

[082] Step c3: obtain a solution to increase the power at the power consumption end based on the rate of increase of power at the power consumption end in each control cycle.

[083] In the embodiments of the present application, the adjustment power is determined by using the difference between the battery charging power limit and the actual charging power, and the power increase rate is adjusted according to the control cycle, thereby achieving Petition 870250068981, dated 05 / 08 / 2025, page 52 / 87 30 / 48 mode refined adjustment of the power increase rate at the power consumption end and precise control of the onboard battery charging power, further improving the overall fuel economy of the vehicle.

[084] Step S2033: when the charging power overload risk level is zero, determine that the charging power adjustment solution is a solution to maintain the vehicle's current operating state.

[085] Specifically, when the charging power overload risk level is zero, the vehicle controller does not need to adjust the vehicle's operating state. It is only necessary to maintain the vehicle in its current operating state to charge the onboard battery, and the onboard battery overload alarm problem will not occur.

[086] In the embodiments of the present application, by adopting a power reduction solution at one power generation end during high-risk situations, the actual battery charging power can rapidly fall within a safe threshold, thereby avoiding battery overload fault alarms, with fast response speed and high control efficiency. Furthermore, during low-risk situations, a power increase solution at one power consumption end is used, thus meeting the vehicle's economic requirements while ensuring safe battery operation; excess charging power at one charging end is used sensibly to avoid energy waste, improve overall vehicle economy, and further enhance the user's driving experience.During risk-free situations, a solution for maintaining the vehicle's current operational status is used, in order to simplify the vehicle control process and improve control efficiency. Petition 870250068981, dated 05 / 08 / 2025, page 53 / 87 31 / 48

[087] Step S204: control target vehicle operation based on charging power adjustment solution.

[088] Specifically, the above S204 step includes: Step S2041: Reduce the power at the power generation end of the target vehicle in a current control cycle based on a rate of decrease in power at the power generation end in each control cycle, or increase the power at the power consumption end of the target vehicle in a current control cycle based on a rate of increase in power at the power consumption end in each control cycle, and repeat the above step S201 until the difference is greater than a predefined threshold.

[089] Specifically, after the vehicle controller regulates the charging end or the power consumption end of the vehicle in each control cycle, the above S201 step will be performed again to reacquire the current battery charging power delimitation and the actual current charging power of the onboard battery, so as to avoid the problems of the battery charging power delimitation and the actual current charging power changing due to the influence of the environment or driving conditions during the vehicle driving process and the control accuracy being further influenced, thus achieving additionally precise control of the onboard battery charging power and enhancing the user experience.

[090] In the embodiments of the present application, after the operation of the vehicle is controlled by reducing the power at the power generation end or increasing the power at the power consumption end in each control cycle, the battery charging power delimitation and the actual charging power are reacquired, and the operation of the vehicle is controlled cyclically, thereby further improving the accuracy of Petition 870250068981, dated 05 / 08 / 2025, page 54 / 87 32 / 48 vehicle operation control, and improving vehicle economy to a maximum degree while avoiding the problem of onboard battery overload alarm issues.

[091] Specifically, in the above S2041 step, the step of increasing the power of the target vehicle's power consumption end in the current control cycle based on the rate of increase of power of the power consumption end in each control cycle includes: Step d1: Increase the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of a low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[092] Cabin heating power may be the power of a PTC heating device installed in the vehicle or the power of other heating devices. Low-power onboard electrical devices include: ambient lights, vehicle power supplies, etc.

[093] In the embodiments of the present application, when excess power generated at the power generation end is used by different electrical devices that can be flexibly used at the power consumption end of the vehicle, an electric motor power recovery can be fully utilized to avoid additional energy expenditure and improve the user's driving experience during a driving process.

[094] In an exemplary manner, the above step d1 includes: Step e1: Acquire current temperature and target temperature inside the target vehicle.

[095] The target temperature can be a temperature value defined by Petition 870250068981, dated 05 / 08 / 2025, page 55 / 87 33 / 48 user or a temperature range, for example, 25°C, or 24°C to 26°C. This application is not limited to the same.

[096] Step e2: when the current temperature is higher than the target temperature, increase the power of the target vehicle's air conditioning compressor in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[097] Therefore, the temperature inside the vehicle is reduced by increasing the power of the air conditioning compressor until the temperature inside the vehicle reaches a target temperature defined by the user.

[098] Step e3: when the current temperature is lower than the target temperature, increase the cabin heating power of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[099] Therefore, the temperature inside the vehicle is increased by increasing the cabin heating power until the temperature inside the vehicle reaches a target temperature defined by the user.

[100] Step e4: when the current temperature is equal to the target temperature, if the actual temperature of the onboard battery is inconsistent with the optimum operating temperature, increase the heating or cooling power of the onboard battery of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[101] Specifically, when the temperature inside the vehicle reaches a suitable temperature defined by the user, there is no need to adjust the temperature inside the vehicle. Similar to the target temperature above, this optimal operating temperature can be a specific temperature value or a range of temperatures. If the actual battery temperature Petition 870250068981, dated 05 / 08 / 2025, page 56 / 87 If the onboard temperature is higher than the optimal operating temperature at this time, the battery temperature can be reduced by increasing the battery cooling power until the battery temperature reaches the optimal operating temperature, thereby improving the operational performance of the onboard battery.

[102] Step e5: if the actual temperature of the onboard battery is consistent with the optimum operating temperature, increase the power of the low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[103] Specifically, when the actual temperature of the onboard battery is within its optimum operating temperature, the excess charging power at the charging end can be used to supply power to other low-power electrical devices in the vehicle, such as ambient lights, thereby not only enhancing the user experience but also avoiding energy waste.

[104] In the embodiments of the present application, from the perspective of user experience, power consumption at the vehicle's power consumption end is allocated by defining a priority order for each power consumption object. This prioritizes meeting user demands for ambient driving temperature, then enhances battery operational performance, and finally the remaining power is used by other low-power onboard electrical devices, thereby further improving the user experience.

[105] The specific implementation process of the method for controlling the charging power of an onboard battery provided in the embodiments of this application will be described in detail below in Petition 870250068981, dated 05 / 08 / 2025, page 57 / 87 35 / 48 combination with specific application examples.

[106] Referring to Figure 3, Figure 3 is a schematic diagram of a specific control process for the charging power of the onboard battery of the present application. As shown in Figure 3, the process consists of six steps in total, which are specifically as follows: Step 1, determine, by a system, i.e., a vehicle controller, whether the vehicle is in use and not in a charging stack mode, since when the vehicle is in charging stack mode, the charging power limitation and the real-time charging power limitation method are both significantly different from those of the vehicle in use, it is necessary to confirm the state first to determine whether to activate the onboard battery charging power solution.

[107] Step 2: Calculation of a charging power control target; and obtain that the charging power control target is equal to the battery charging power limit minus the actual battery charging power based on conditions such as the current battery charging power limit and the actual battery charging power.

[108] Step 3: Assess the overload risk level, where overload risks are divided into three levels: high risk, low risk, and no risk; the high-risk assessment condition can be defined as the charging power control target being less than a defined value A, i.e., the difference between the battery charging power limit and the actual charging power is less than the defined value A, at this point, the actual charging power has exceeded the battery charging power limit; the low-risk assessment condition can be Petition 870250068981, dated 05 / 08 / 2025, page 58 / 87 36 / 48 defined as the charging power control target being greater than or equal to a defined value A and less than a defined value B, at this time the actual charging power is below, but close to, the battery's charging power limit; and the risk-free evaluation condition can be defined as the charging power control target being greater than or equal to a defined value C, and at this time the actual charging power is less than the charging power limit, where A < B < C.

[109] Step 4: Reduce power at the power generation end based on safety, i.e., when it is determined that there is a high risk in step 3, at this point, the actual charging power has exceeded the battery charging power limit, at this point, in consideration of safety, it is necessary to quickly reduce the power at the power generation end, i.e., the motor power or the drive motor recovery power; based on the fact that the target of charging power control is the X-axis, the rate of decrease of power at the power generation end in each control cycle can be found in the table, as shown specifically in Table 1;With the defined value A being -5 kW as an example, if the difference between the battery charging power limit and the actual charging power is equal to -10 kW, then the power at the power generation end is reduced at a rate of 10 kW per second; when the difference between the battery charging power limit and the actual charging power is equal to -5 kW, the power at the power generation end is reduced at a rate of 5 kW per second. Table 1 Target charging power control -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 Petition 870250068981, dated 05 / 08 / 2025, page 59 / 87 37 / 48 -kW Power reduction angle from one end of power generation -kW / s -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 -1 -1 -1 -1 0 0

[110] After processing each control cycle, the system will return to the second step above to recalculate the load power control target and return to the third step to assess the overload risk level and recalculate a new power reduction angle at the power generation end, until the overload risk level in step 3 is assessed as being low risk or zero risk.

[111] Step 5: Increase power consumption end based on economy, i.e., when the overload risk level is assessed as low risk in step 3, the actual charging power is below, but close to, the battery charging power limit, at this point, considering economy, the power consumption end of non-drive motors, such as the power of an air conditioning compressor, the cabin heating power of a PTC, the heating or cooling power of a battery, and the power of a low-power onboard electrical device can be increased. In this way, the motor recuperation power can be fully utilized under a neutral energy recuperation condition. Under the premise of charging a portion to the battery, the excess portion is distributed to electrical equipment that can be used flexibly.From a user experience perspective, power distribution and limitation need to be implemented for electrical equipment at the power consumption end. For example, when the target temperature inside the vehicle is lower than the actual temperature, compressor power is increased and limited within a certain range. Petition 870250068981, dated 05 / 08 / 2025, pp. 60 / 87 38 / 48 when the target temperature inside the vehicle is higher than the actual temperature, the PTC cabin heating power is increased and limited within a certain range; when the target temperature inside the vehicle is equal to the actual temperature, the battery is heated or cooled based on the battery temperature to achieve an optimal operating battery temperature, etc.

[112] For example, based on the fact that the target of charging power control is the X-axis, the rate of decrease in power at the power generation end in each control cycle can be seen from the Table. The details are specifically shown in Table 2. Assuming a defined value B being 0 kW as an example, i.e., when the difference between the battery charging power limit and the actual charging power is equal to -4 kW, the power at the power consumption end is increased at a rate of 4 kW per 1 s; when the difference between the battery charging power limit and the actual charging power is equal to 0 kW, the power at the power consumption end is still increased at a rate of 2 kW per 1 s until the difference between the battery charging power limit and the actual charging power is equal to 3 kW, then no processing is performed.It should be noted that the values ​​and corresponding relationships between the load power control target and the power increase angle at the power consumption end in Table 1 and Table 2 are for illustrative purposes only. Load power control targets for different risk levels can be flexibly defined, and the present application is not limited to them. Table 2 Target charging power control -kW -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10 Petition 870250068981, dated 05 / 08 / 2025, page 61 / 87 39 / 48 Angle of power increase from one end of power consumption -kW / s 5 4 3 2 2 2 2 2 2 2 2 2 2 2 2 2

[113] After processing each control cycle, proceed directly to the sixth stage.

[114] Step 6: Assess whether the overload risk has been eliminated, where the assessment condition for eliminating the overload risk can be defined as the charging power control target being greater than or equal to a defined value D, where D is greater than C. For example, the defined value D is 3 kW and, at this point, the actual charging power is much lower than the charging power limit; if the assessment result is yes, processing will be completed directly; if the assessment result is no, return to step 2.

[115] In the embodiments of the present application, access conditions, such as the state of the whole vehicle, the delimitation of battery charging power and the actual charging power are identified as a basis for assessing whether the onboard battery has a risk of overcharging. According to the level of overcharging risk, it is determined whether to limit the power at the power generation end based on safety or increase the power at the power consumption end based on economy, so that the actual battery charging power can quickly fall within a safety threshold and form a closed-loop control. In this way, the safety risk of the battery reporting an overcharging fault due to continuous overcharging can be avoided in real time.This control solution can not only meet the safety requirement that the actual charging power does not exceed the battery's charging power limit, but also ensure that the battery is charged or all the vehicle's electrical equipment receives maximum power. Petition 870250068981, dated 05 / 08 / 2025, page 62 / 87 40 / 48 power output based on economy under operating conditions such as idling and braking, thus ensuring the safety and economic needs of users as much as possible.

[116] This embodiment additionally provides a device for controlling the charging power of an onboard battery. This device is configured to implement the above embodiments and preferred implementation modes, and the content described will not be redundantly repeated. As used hereafter, the term “module” may be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the embodiments below are preferably implemented in software, nevertheless, implementation in hardware or a combination of software and hardware is also possible and conceived.

[117] This embodiment provides a device for controlling the charging power of an onboard battery. As shown in Figure 4, the device includes: A first 401 acquisition module configured to acquire a current battery charging power threshold and an actual current charging power of the onboard battery of a target vehicle while driving; A first 402 processing module is configured to determine a risk level of overloading the onboard battery charging power based on a difference between the current battery charging power limit and the actual current charging power; a second 403 processing module configured to determine a charging power adjustment solution based on the overload risk level of the charging power; and Petition 870250068981, dated 05 / 08 / 2025, page 63 / 87 41 / 48 a third processing module 404 configured to control target vehicle operation based on the charging power adjustment solution.

[118] In some optional versions, the first 402 processing module includes: A first processing unit is configured to determine a current difference range corresponding to the difference between the current battery charging power threshold and the actual current charging power based on a predefined division of difference ranges; and a second processing unit is configured to determine the overload risk level of the target vehicle's charging power corresponding to the current difference range.

[119] In some optional modalities, the difference intervals include a first difference interval, a second difference interval and a third difference interval; a maximum value in the first difference interval is less than a minimum value in the second difference interval; The maximum value of the second difference interval is less than the minimum value of the third difference interval.

[120] The second processing unit includes: A first processing subunit is configured to determine that the risk level of overloading the charging power of the target vehicle is high when the current difference interval is the first difference interval; A second processing subunit is configured to determine that the risk level of overloading the target vehicle's charging power is low when the current difference interval is the second. Petition 870250068981, dated 05 / 08 / 2025, pp. 64 / 87 42 / 48 difference interval; and a third processing subunit configured to determine that the risk level of overloading the target vehicle's charging power is zero when the current difference interval is the third difference interval.

[121] In some optional versions, the second processing module 403 includes: a third processing unit configured to determine that the load power adjustment solution is a solution to reduce the power at one end of power generation when the load power overload risk level is high; a fourth processing unit configured to determine that the charging power adjustment solution is a solution to increase the power at one end of the power consumption range when the charging power overload risk level is low; and a fifth processing unit configured to determine that the charging power adjustment solution is a solution to maintain the vehicle's current operating state when the charging power overload risk level is zero.

[122] In some optional configurations, the third processing unit includes: a fourth processing subunit configured to determine a target tuning power based on a current difference value; a fifth processing subunit configured to determine a power decay rate at the power generation end in each control cycle based on the target tuning power; and a sixth processing subunit configured to obtain a Petition 870250068981, dated 05 / 08 / 2025, pages 65 / 87 43 / 48 solution to reduce power at the power generation end based on the rate of power decrease at the power generation end in each control cycle.

[123] In some optional versions, the fourth processing unit includes: a seventh processing subunit configured to determine a target tuning power based on a current difference value; an eighth processing subunit configured to determine a power increase rate at the power consumption end in each control cycle based on the target tuning power; and a ninth processing subunit configured to obtain a solution for increasing the power at the power consumption end based on the power increase rate at the power consumption end in each control cycle.

[124] In some optional configurations, the third 404 processing module includes: a sixth processing unit configured to reduce the power from the power generation end of the target vehicle in a current control cycle based on a rate of decrease in power from the power generation end in each control cycle, or to increase the power from the power consumption end of the target vehicle in a current control cycle based on a rate of increase in power from the power consumption end in each control cycle; and a seventh processing unit configured to remind the first 401 acquisition module to operate repeatedly until the difference is greater than a predefined threshold.

[125] In some optional modes, the sixth unit of Petition 870250068981, dated 05 / 08 / 2025, pages 66 / 87 44 / 48 processing includes: a tenth processing subunit configured to increase the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of a low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[126] In some optional embodiments, the tenth processing subunit includes: a first acquisition submodule configured to acquire the current temperature and target temperature inside the target vehicle; A first processing submodule is configured to increase the power of the target vehicle's air conditioning compressor in the current control cycle based on the power increase rate of the power consumption end in each control cycle when the current temperature is higher than the target temperature; a second processing submodule configured to increase the cabin heating power of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle when the current temperature is lower than the target temperature; A third processing submodule is configured to: when the current temperature equals the target temperature, if the actual temperature of the onboard battery is inconsistent with the optimal operating temperature, increase the heating or cooling power of the onboard battery of the target vehicle in the current control cycle based on the rate of power increase of the Petition 870250068981, dated 05 / 08 / 2025, pages 67 / 87 45 / 48 power consumption end in each control cycle; and a fourth processing submodule configured to: if the actual temperature of the onboard battery is consistent with the optimal operating temperature, increase the power of the low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

[127] The data transmission device in this embodiment is presented in the form of a functional unit. The unit in the present invention refers to an ASIC (application-specific integrated circuit), a processor and a memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[128] Additional functional descriptions of the above modules and units are the same as those in the corresponding embodiments of the method described above, and will not be redundantly repeated in the present invention.

[129] The embodiments of the present application also provide a vehicle fitted with the apparatus for controlling the charging power of an onboard battery shown in Figure 4 above.

[130] Refer to Figure 5, Figure 5 is a structural schematic diagram of a vehicle provided by an optional embodiment of the present application. As shown in Figure 5, the vehicle includes: one or more processors 10, a memory 20, and interfaces for connecting various components, and the interfaces include high-speed interfaces and low-speed interfaces. The components are communicatively connected to each other using different buses and can be mounted on a common motherboard or can be mounted in other ways as required. The processor can process instructions executed within a Petition 870250068981, dated 05 / 08 / 2025, pp. 68 / 87 46 / 48 computer device, including instructions stored in or over memory to display GUI graphical information on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, a plurality of processors and / or a plurality of buses may be used in conjunction with a plurality of memories, if necessary. Similarly, a plurality of computer devices may be connected, and each device provides some necessary operations (for example, as an array of servers, a group of blade servers, or a multi-processor system). In Figure 5, a processor 10 is assumed as an example.

[131] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may additionally include a hardware chip. The above hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The above programmable logic device may be a complex programmable logic device, a field-programmable gate array, a generic array logic, or any combination thereof.

[132] Memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiments.

[133] Memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; and the data storage area may store data created in accordance with the use of computer devices to display miniprogram landing pages, Petition 870250068981, dated 05 / 08 / 2025, pp. 69 / 87 47 / 48 etc. In addition, memory 20 may include high-speed random access memory and may also include non-transient memories, such as at least one magnetic disk storage device, a flash memory device, or other non-transient solid-state storage devices. In some optional embodiments, memory 20 may optionally include memories located remotely from the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[134] Memory 20 may include volatile memory, such as random access memory; memory may also include non-volatile memory, such as flash memory, a hard disk or a solid state disk; and memory 20 may also include a combination of the above memory types.

[135] The vehicle also includes a communication interface 30 so that the electronic device can communicate with other devices or communication networks.

[136] The embodiments of the present application also provide a computer-readable storage medium. The methods according to the embodiments of the present application can be implemented in hardware or firmware, or as computer code that can be written to a storage medium, downloaded over a network, stored on a remote storage medium or a non-transient machine-readable storage medium, and stored on a local storage medium. Therefore, the methods described in the present invention can be stored on a storage medium using a Petition 870250068981, dated 05 / 08 / 2025, pp. 70 / 87 48 / 48 general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc. Optionally, the storage medium may also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by the computer, the processor, or the hardware, the method shown in the embodiments above is implemented.

[137] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall all be included within the scope defined by the accompanying claims. Petition 870250068981, dated 05 / 08 / 2025, p. 71 / 87

Claims

1 / 11 CLAIMS 1. A method for controlling the charging power of an onboard battery, characterized in that it comprises: acquiring a current battery charging power limit and a current actual charging power of the onboard battery of a target vehicle during driving; determining an overload risk level of the onboard battery charging power based on a difference between the current battery charging power limit and the current actual charging power; determining a charging power adjustment solution based on the overload risk level of the charging power; and controlling the operation of the target vehicle based on the charging power adjustment solution.

2. A method according to claim 1, characterized in that the step of determining a risk level of overloading the charging power of the onboard battery based on a difference between the current battery charging power limit and the actual current charging power comprises: determining a current difference range corresponding to the difference between the current battery charging power limit and the actual current charging power based on a predefined division of difference ranges; and determining the risk level of overloading the charging power of the target vehicle corresponding to the current difference range.

3. Method according to claim 2, characterized in that Petition 870250068981, dated 05 / 08 / 2025, page 72 / 87 2 / 11 the difference intervals include: a first difference interval, a second difference interval and a third difference interval; a maximum value of the first difference interval is less than a minimum value of the second difference interval; a maximum value of the second difference interval is less than a minimum value of the third difference interval; the step of determining the overload risk level of the target vehicle's charging power corresponding to the current difference interval comprises: when the current difference interval is the first difference interval, determining that the overload risk level of the target vehicle's charging power is high risk;When the current difference interval is the second difference interval, determine that the risk level of overloading the charging power of the target vehicle is low; and when the current difference interval is the third difference interval, determine that the risk level of overloading the charging power of the target vehicle is zero.

4. Method according to claim 3, characterized in that the step of determining the charging power adjustment solution based on the charging power overload risk level comprises: when the charging power overload risk level is high risk, determining that the charging power adjustment solution is a solution to reduce the power at a power generation end; when the charging power overload risk level is low risk, determining that the charging power adjustment solution is a solution to increase the power at a power consumption end; and when the charging power overload risk level is zero risk, determining that the charging power adjustment solution is a solution to maintain the current operational state of the vehicle.

5. A method according to claim 4, characterized in that the step of determining that the load power adjustment solution is a solution for reducing the power of a power generation end comprises: determining a target adjustment power based on a current value of the difference; determining a rate of decrease of power at the power generation end in each control cycle based on the target adjustment power; and obtaining a solution for reducing the power at the power generation end based on the rate of decrease of power at the power generation end in each control cycle.

6. Method according to claim 4, characterized in that the step of determining that the load power adjustment solution is a solution for increasing the power of the power consumption end comprises: determining a target adjustment power based on a current value of the difference; determining a rate of increase of power of the power consumption end in each control cycle based on the target adjustment power; and obtaining a solution for increasing the power of the power consumption end based on the rate of increase of power of the power consumption end in each control cycle.

7. A method according to claim 5 or 6, characterized in that the step of controlling the operation of the target vehicle based on the charging power adjustment solution comprises: reducing the power of the power generation end of the target vehicle in a current control cycle based on a rate of decrease of power from the power generation end in each control cycle, or increasing the power of the power consumption end of the target vehicle in a current control cycle based on a rate of increase of power from the power consumption end in each control cycle; and repeating the step of acquiring the current battery charging power threshold and the actual current charging power of the target vehicle's onboard battery during driving, until the difference is greater than a predefined threshold.

8. A method according to claim 7, characterized in that the step of increasing the power of the power-consuming end of the target vehicle in the current control cycle based on the rate of increase of power of the power-consuming end in each control cycle comprises: increasing the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of a low-power onboard electrical device of the target vehicle in the current control cycle based on the rate of increase of power of the power-consuming end in each control cycle.

9. Method according to claim 8, characterized by the fact that Petition 870250068981, dated 05 / 08 / 2025, page 75 / 87 5 / 11, the step of increasing the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of a low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle comprises: acquiring the current temperature and target temperature inside the target vehicle; when the current temperature is higher than the target temperature, increasing the power of the target vehicle's air conditioning compressor in the current control cycle based on the power increase rate of the power consumption end in each control cycle;When the current temperature is lower than the target temperature, increase the heating power of the target vehicle's cabin in the current control cycle based on the power increase rate of the power consumption end in each control cycle; when the current temperature is equal to the target temperature, if the actual temperature of the onboard battery is inconsistent with the optimal operating temperature, increase the heating or cooling power of the target vehicle's onboard battery in the current control cycle based on the power increase rate of the power consumption end in each control cycle; and if the actual temperature of the onboard battery is consistent with the optimal operating temperature, increase the power of the target vehicle's onboard low-power electrical device in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

10. Device for controlling the charging power of a battery. Petition 870250068981, dated 05 / 08 / 2025, page 10.76 / 87 6 / 11 embedded, characterized in that it comprises: a first acquisition module configured to acquire a current battery charging power threshold and a current actual charging power of the embedded battery of a target vehicle during driving; a first processing module configured to determine a level of overload risk of the embedded battery charging power based on a difference between the current battery charging power threshold and the current actual charging power; a second processing module configured to determine a charging power adjustment solution based on the level of overload risk of the charging power; and a third processing module configured to control the operation of the target vehicle based on the charging power adjustment solution.

11. Device according to claim 10, characterized in that the first processing module comprises: a first processing unit configured to determine a current difference range corresponding to the difference between the current battery charging power delimitation and the actual current charging power based on a predefined division of difference ranges; and a second processing unit configured to determine the overload risk level of the target vehicle charging power corresponding to the current difference range.

12. Apparatus, according to claim 11, characterized in that the difference intervals comprise a first difference interval, a second difference interval and a third difference interval; a maximum value of the first difference interval is less than a minimum value of the second difference interval; a maximum value of the second difference interval is less than a minimum value of the third difference interval; the second processing unit comprises: a first processing subunit configured to determine that the risk level of overloading the charging power of the target vehicle is high risk when the current difference interval is the first difference interval;a second processing subunit configured to determine that the risk level of overloading the charging power of the target vehicle is low when the current difference interval is the second difference interval; and a third processing subunit configured to determine that the risk level of overloading the charging power of the target vehicle is zero when the current difference interval is the third difference interval.

13. Apparatus, according to claim 12, characterized in that the second processing module comprises: a third processing unit configured to determine that the load power adjustment solution is a solution to reduce the power of a power generation end when the load power overload risk level is high; a fourth processing unit configured to determine that the load power adjustment solution is a solution to increase the power of a power consumption end when the risk level is high. Petition 870250068981, dated 05 / 08 / 2025, p.78 / 87 8 / 11 of charging power overload is low risk; and a fifth processing unit configured to determine that the charging power adjustment solution is a solution to maintain the vehicle's current operating state when the charging power overload risk level is zero.

14. Apparatus, according to claim 13, characterized in that the third processing unit comprises: a fourth processing subunit configured to determine a target adjustment power based on a current value of the difference; a fifth processing subunit configured to determine a rate of decrease of power at the power generation end in each control cycle based on the target adjustment power; and a sixth processing subunit configured to obtain a solution for reducing the power at the power generation end based on the rate of decrease of power at the power generation end in each control cycle.

15. Apparatus according to claim 13, characterized in that the fourth processing unit comprises: a seventh processing subunit configured to determine a target adjustment power based on a current difference value; an eighth processing subunit configured to determine a power increase rate of the power consumption end in each control cycle based on the target adjustment power; and a ninth processing subunit configured to obtain a solution for increasing the power of the power consumption end based on the power increase rate of the power consumption end in each control cycle. Petition 870250068981, dated 05 / 08 / 2025, pp. 79 / 87 9 / 11 16. Apparatus, according to claim 14 or 15, characterized in that the third processing module comprises: a sixth processing unit configured to reduce the power from the power generation end of the target vehicle in a current control cycle based on a rate of decrease of power from the power generation end in each control cycle, or to increase the power from the power consumption end of the target vehicle in a current control cycle based on a rate of increase of power from the power consumption end in each control cycle; and a seventh processing unit configured to call the first acquisition module to operate repeatedly until the difference is greater than a predefined threshold.

17. Apparatus, according to claim 16, characterized in that the sixth processing unit comprises: a tenth processing subunit configured to increase the power of an air conditioning compressor, or the cabin heating power, or the heating or cooling power of the onboard battery, or the power of a low-power onboard electrical device of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle.

18. Apparatus, according to claim 17, characterized in that the tenth processing subunit comprises: a first acquisition submodule configured to acquire current temperature and target temperature inside the target vehicle; a first processing submodule configured to increase the air conditioning compressor power of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle when the current temperature is greater than the target temperature; a second processing submodule configured to increase the cabin heating power of the target vehicle in the current control cycle based on the power increase rate of the power consumption end in each control cycle when the current temperature is less than the target temperature;A third processing submodule is configured to: when the current temperature equals the target temperature, if the actual temperature of the onboard battery is inconsistent with the optimal operating temperature, increase the heating or cooling power of the target vehicle's onboard battery in the current control cycle based on the rate of increase of power at the consumption end in each control cycle; and a fourth processing submodule is configured to: if the actual temperature of the onboard battery is consistent with the optimal operating temperature, increase the power of the target vehicle's onboard low-power electrical device in the current control cycle based on the rate of increase of power at the power consumption end in each control cycle.

19. A vehicle, characterized in that it comprises: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, computer instructions are stored in the memory, and the processor is configured to execute the method defined in any of claims 1 to 9 when executing the computer instructions.

20. Computer-readable storage medium, characterized in that the computer-readable storage medium has computer instructions stored thereon, and the computer instructions are configured to enable a computer to execute the method defined in any of claims 1 to 9.

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