Battery charging methods and vehicles

Abstract

This invention discloses a method for charging a battery in a vehicle and a vehicle. The method includes: in response to the battery being connected to a charging gun, acquiring the battery state, wherein the charging gun is used to transfer electrical energy to the battery; in response to the battery state being in a normal charging state, determining a charging request current and a charging cutoff voltage for the battery based on the type of charging gun and the historical behavior of the driver in the vehicle; and in response to the battery voltage not exceeding the charging cutoff voltage, charging the battery based on the charging request current. This invention solves the technical problem of poor battery charging safety.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a method for charging a battery in a vehicle and a vehicle. Background Technology

[0002] As vehicles become increasingly common, safety issues during charging are also on the rise. Currently, charging control strategies typically determine the permissible charging current based on battery temperature and individual cell voltage, stopping charging when the individual cell voltage or the battery's state of charge (SOC) reaches a target threshold. However, as batteries age, continuing to use a fixed lookup table for charging can easily lead to overcharging and other safety hazards, resulting in poor battery charging safety.

[0003] There is currently no effective solution to the aforementioned problem of poor battery charging safety. Summary of the Invention

[0004] This invention provides a method for charging a battery in a vehicle and a vehicle in general, in order to at least solve the technical problem of poor battery charging safety.

[0005] According to one aspect of the present invention, a method for charging a battery in a vehicle is provided. The method may include: in response to the battery being connected to a charging gun, acquiring the battery state, wherein the charging gun is used to transfer electrical energy to the battery; in response to the battery state being a normal charging state, determining a charging request current and a charging cut-off voltage for the battery based on the type of charging gun and the historical behavior state of a driving object in the vehicle; and in response to the battery voltage not being greater than the charging cut-off voltage, charging the battery based on the charging request current.

[0006] Optionally, the method further includes determining the historical behavioral state of the driving object based on the number of AC charging cycles, initial charge, average cumulative charge and discharge energy, and battery temperature under vehicle usage conditions.

[0007] Optionally, based on the number of charging events, initial charge, average cumulative charge / discharge energy, and battery temperature under vehicle usage conditions, the historical behavior state of the driving object is determined, including: determining the historical behavior state as normal in response to all of the following conditions being met; or determining the historical behavior state as abnormal in response to at least one of the following conditions not being met; wherein the conditions include: the proportion of AC charging events in the total number of charging events is greater than a percentage threshold; the proportion of charging events performed when the initial charge is greater than a charge threshold in the total number of charging events is greater than a charge number threshold; the average cumulative charge / discharge energy is less than an energy threshold; and the battery temperature under vehicle usage conditions is within the allowable charging range.

[0008] Optionally, in response to the battery state being a normal charging state, the charging request current and / or charging cut-off voltage of the battery are determined based on the type of charging gun and the historical behavior of the driving object in the vehicle, including: in response to the battery state being a normal charging state, determining the type of charging gun; in response to the type of charging gun being a DC charging gun, determining a current coefficient and a charging cut-off voltage curve based on the historical behavior of the driving object; determining the charging request current based on the current coefficient, and determining the charging cut-off voltage based on the charging cut-off voltage curve.

[0009] Optionally, in response to the charging gun being a DC charging gun, the current coefficient is determined based on the historical behavior state of the driving object, including: in response to the charging gun being a DC charging gun, determining the historical behavior state of the driving object; in response to the historical behavior state being a normal state, determining the current coefficient as a relative capacity coefficient, wherein the relative capacity coefficient is determined through a relative capacity coefficient table; in response to the historical behavior state being an abnormal state, determining the current coefficient as the difference between the relative capacity coefficient and the calibrated current value; and based on the current coefficient, determining the charging request current, including: multiplying the current coefficient by the battery's allowable charging current to determine the charging request current, wherein the allowable charging current is determined through the battery's cell charging hash table, which is used to characterize the allowable charging current corresponding to different temperature ranges.

[0010] Optionally, determining the charging cutoff voltage curve based on the historical behavior state of the driving object includes: determining the linear relationship between the battery's accumulated charge / discharge energy and the charging cutoff voltage based on the historical behavior state to obtain the charging cutoff voltage curve; determining the charging cutoff voltage based on the charging cutoff voltage curve includes: in response to the accumulated charge / discharge energy not reaching the first accumulated charge / discharge energy, charging the battery according to the first charging cutoff voltage corresponding to the first curve in the charging cutoff voltage curve, and determining the charging cutoff voltage as the first charging cutoff voltage; in response to the accumulated charge / discharge energy being greater than the first accumulated charge / discharge energy, determining a second curve during the charging process based on the historical behavior state, and charging the vehicle based on the second charging cutoff voltage corresponding to the second curve, and determining the charging cutoff voltage as the second charging cutoff voltage, wherein the first charging cutoff voltage is greater than the second charging cutoff voltage; wherein the first curve is charged according to the linear difference of the second curve.

[0011] Optionally, in response to the battery state being a normal charging state, the charging request current and / or charging cut-off voltage of the battery are determined based on the charging gun type and the historical behavior of the driving object in the vehicle, including: in response to the battery state being a normal charging state, determining the type of charging gun; in response to the charging gun type being an AC charging gun type, determining the charging cut-off voltage of the battery based on the historical behavior of the driving object, and determining the charging request current based on the maximum output current of the on-board charger in the vehicle.

[0012] Optionally, the charging request current is determined based on the maximum output current of the on-board charger in the vehicle, including: determining the allowable charging current based on the battery cell charging hash table; determining the charging request current as the maximum output current in response to the allowable charging current being greater than the maximum output current; or determining the charging request current as the allowable charging current in response to the allowable charging current not being greater than the maximum output current.

[0013] Optionally, the method further includes: controlling the battery to stop charging and enter a dormant state in response to the battery voltage being greater than the charging cutoff voltage.

[0014] According to another aspect of the present invention, a charging device for a battery in a vehicle is also provided. The device may include: an acquisition unit, configured to acquire the battery state in response to the battery being connected to a charging gun, wherein the charging gun is used to transfer electrical energy to the battery; a first determination unit, configured to determine a charging request current and a charging cutoff voltage for the battery based on the type of charging gun and the historical behavior of the driving object in the vehicle, in response to the battery state being a normal charging state; and a second determination unit, configured to charge the battery based on the charging request current in response to the battery voltage not exceeding the charging cutoff voltage.

[0015] According to another aspect of the present invention, a vehicle is also provided. This vehicle is used to perform the battery charging method of the present invention.

[0016] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the battery charging method in a vehicle according to the embodiments of the present invention.

[0017] In this embodiment of the invention, in response to the battery in the vehicle being connected to a charging gun, the battery state is acquired, wherein the charging gun is used to transfer electrical energy to the battery; in response to the battery state being in a normal charging state, the charging request current and charging cut-off voltage of the battery are determined based on the type of charging gun and the historical behavior of the driver in the vehicle; in response to the battery voltage not exceeding the charging cut-off voltage, the battery is charged based on the charging request current. That is, this embodiment of the invention acquires the battery state, and when the battery state is in a normal charging state, determines the charging request current and charging cut-off voltage based on the type of charging gun and the historical behavior of the driver in the vehicle; when the battery voltage is not exceeding the determined charging cut-off voltage, the battery is charged based on the charging request current, thereby achieving the technical effect of improving battery charging safety and solving the technical problem of poor battery charging safety. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0019] Figure 1 This is a flowchart of a method for charging a battery in a vehicle according to an embodiment of the present invention;

[0020] Figure 2 This is a flowchart of another method for charging a battery in a vehicle according to an embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of a charging cutoff voltage curve according to an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of a battery charging device in a vehicle according to an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of a battery charging device in a vehicle according to an embodiment of the present invention. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first," "second," etc., in the specification and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus. Example

[0026] According to an embodiment of the present invention, an embodiment of a method for charging a battery in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Figure 1 This is a flowchart of a battery charging method in a vehicle according to an embodiment of the present invention, such as... Figure 1 As shown, the method may include the following steps:

[0028] Step S102: In response to the battery in the vehicle being connected to the charging gun, the battery status of the battery is obtained, wherein the charging gun is used to transfer electrical energy to the battery.

[0029] In the technical solution provided in step S102 of the present invention, when the battery in the vehicle needs to be charged, it can be charged using a charging gun. When the charging gun is detected to be connected to the battery in the vehicle, the battery status can be obtained in response to the connection. The charging gun can be used to transfer electrical energy to the battery. The battery status can represent the charging state of the battery, such as normal charging state, abnormal charging state, etc. This is merely an example and does not impose specific limitations on the type of battery status.

[0030] In step S104, in response to the battery state being in a normal charging state, the charging request current and charging cut-off voltage of the battery are determined based on the type of charging gun and the historical behavior state of the driving object in the vehicle.

[0031] In the technical solution provided by step S104 of the present invention, when the acquired battery state is in a normal charging state, in response to the battery state being in a normal charging state, the type of charging gun and the historical behavior state of the driver in the vehicle can be determined. Based on the type of charging gun and the historical behavior state of the driver in the vehicle, the charging request current and charging cut-off voltage of the battery can be determined. The type of charging gun can include at least DC charging guns and AC charging guns. The historical behavior state can be used to represent the driver's historical charging habits, including whether the driver frequently uses DC or AC charging, and whether the driver charges the battery promptly. It should be noted that this is only an example and does not impose specific limitations on the content of the historical behavior state. The charging request current can be the amount of current requested by the charging gun from the battery, which can be represented by I. The charging cut-off voltage can be the voltage at which charging stops when the battery voltage reaches a certain value.

[0032] Optionally, when the battery in the vehicle is detected to be connected to a charging gun, the battery management module will determine the type of charging gun. If the charging gun is a DC charging gun, the battery enters the DC charging process. If the charging gun is an AC charging gun, the battery enters the AC charging process.

[0033] For example, when the battery is in a normal charging state, the charging gun type can be determined to be an AC charging gun. The user's historical behavior includes the fact that the user frequently charges the battery with AC power and that the user charges the battery promptly. Based on the determined charging gun type and the user's historical behavior, the battery's charging request current and charging cutoff voltage can be determined.

[0034] Step S106: In response to the battery voltage not being greater than the charging cutoff voltage, the battery is charged based on the charging request current.

[0035] In the technical solution provided by step S106 of the present invention, it is determined whether the battery voltage is not greater than the charging cutoff voltage. When the battery voltage is not greater than the charging cutoff voltage, the battery can be charged based on the charging request current in response to the battery voltage not being greater than the charging cutoff voltage.

[0036] Optionally, when the charging gun is a DC charging gun, the battery management module can be controlled to interact with the DC charger. If the handshake fails or the parameters do not match, the battery can be controlled to exit charging. If the handshake succeeds and the parameters match, a charging request current can be sent to the DC charging pile according to the DC charging strategy. In response to the battery voltage not being greater than the charging cutoff voltage, the battery can be charged based on the charging request current.

[0037] Optionally, when the charging gun is an AC charging gun, the battery management module can be controlled to interact with the on-board AC charger. If the handshake fails or the parameters do not match, the battery can be controlled to exit charging. If the handshake is successful and the parameters match, a charging request current can be sent to the AC charging pile according to the AC charging strategy. In response to the battery voltage not being greater than the charging cutoff voltage, the battery can be charged based on the charging request current.

[0038] Optionally, when the battery voltage is not greater than the charging cutoff voltage, the battery can be charged based on the charging request current. When the battery voltage is greater than the charging cutoff voltage, the charger can be controlled to stop outputting power, stopping charging the battery, and the battery will exit charging and enter a dormant state, thereby avoiding overvoltage problems caused by overcharging.

[0039] In steps S102 to S106 of this invention, in response to the battery being connected to a charging gun in a vehicle, the battery state is obtained, wherein the charging gun is used to transfer electrical energy to the battery; in response to the battery state being in a normal charging state, the charging request current and charging cut-off voltage of the battery are determined based on the type of charging gun and the historical behavior state of the driver in the vehicle; in response to the battery voltage not exceeding the charging cut-off voltage, the battery is charged based on the charging request current. In other words, this embodiment of the invention obtains the battery state, and when the battery state is in a normal charging state, determines the charging request current and charging cut-off voltage based on the type of charging gun and the historical behavior state of the driver in the vehicle; when the battery voltage is not exceeding the determined charging cut-off voltage, the battery is charged based on the charging request current, thereby achieving the technical effect of improving battery charging safety and solving the technical problem of poor battery charging safety.

[0040] The method described in this embodiment will be further described below.

[0041] As an optional embodiment, the method further includes: determining the historical behavioral state of the driving object based on the number of AC charging cycles, initial charge, average cumulative charge and discharge energy, and battery temperature under vehicle usage conditions.

[0042] In this embodiment, the number of AC charging cycles, initial charge, average cumulative charge / discharge energy, and battery temperature under vehicle usage conditions are determined. Based on these parameters, the driver's historical behavior can be determined. The number of AC charging cycles can represent the number of times the driver AC-charges the battery, for example, 10 times. This is merely an example and no specific limitation is made. The initial charge (SOC) can represent the battery's initial charge state before use, such as the initial battery capacity, for example, 20%. This is merely an example and no specific limitation is made. The average cumulative charge / discharge energy can be the average energy accumulated by the battery during charging and discharging. The battery temperature can be the internal or external temperature of the battery, for example, 25 degrees Celsius (ºC). This is merely an example and no specific limitation is made.

[0043] Optionally, when charging the battery in the vehicle, a combination of DC charging and AC charging can be used. DC charging may include charging using a low-power device to convert the charge to DC. The number of AC charging cycles can be determined by identifying the type of charging gun. When the charging gun is an AC charging gun, after the battery starts charging, the AC charging is considered valid until the charging current stabilizes and remains stable for a certain period, and the number of AC charging cycles is accumulated. If charging stops within the specified time, the AC charging is considered invalid, and the number of AC charging cycles is not accumulated. When the charging gun is a DC charging gun, DC charging may include AC charging converted to DC charging. After the battery starts charging, the charging power can be calculated after the charging current stabilizes and remains stable for a certain period. When the charging power is less than a specified threshold, the charging is considered AC charging and valid, and the number of AC charging cycles is accumulated. The specified threshold can be a threshold pre-set based on the power of the on-board charger, for example, 60 kilowatts (kW). This is only an example and does not impose specific limitations on the content of the specified threshold. When the charging power is greater than the specified threshold, the charging is considered DC charging and valid, and the number of DC charging cycles is accumulated. If charging stops within the specified time, the charging session can be considered invalid, and the number of charging attempts will not be accumulated.

[0044] Optionally, by statistically analyzing the initial SOC of the battery when the driver starts charging, it can be determined whether the user charges in a timely manner, and thus whether the user's driving habits are good.

[0045] Optionally, the cumulative charge and discharge energy of the battery can be calculated by statistically analyzing the vehicle's charging and discharging activity and the number of days it has been used. Dividing the calculated cumulative charge and discharge energy by the number of days used yields the average cumulative charge and discharge energy. When calculating the cumulative charge and discharge energy of the battery, vehicle mileage is not used as a criterion to avoid issues such as inaccurate vehicle odometer readings, failure to receive mileage signals, battery module replacements, battery modules not being properly integrated with the vehicle in battery-swapping models, and power consumption affecting high-voltage components of the air conditioning system.

[0046] Optionally, by statistically analyzing the battery temperature during vehicle use, it is possible to determine the user's driving environment and, consequently, whether the user's driving habits are good.

[0047] This embodiment can upload data such as the number of AC charging cycles, initial charge, average cumulative charge and discharge energy, and battery temperature under vehicle usage conditions to the cloud. After receiving the data, the cloud can analyze the user's driving habits through cloud computing to further determine the historical behavior status, thereby solving the technical problem of high computational load on the battery management module and achieving the technical effect of reducing the computational load on the battery management module.

[0048] As an optional embodiment, the historical behavior state of the driving object is determined based on the number of charging cycles, initial charge, average cumulative charge / discharge energy, and battery temperature under vehicle usage conditions. This includes: determining the historical behavior state as normal in response to all of the following conditions being met; or determining the historical behavior state as abnormal in response to at least one of the following conditions not being met. The conditions include: the proportion of AC charging cycles in the total number of charging cycles being greater than a cycle proportion threshold; the proportion of charging cycles performed when the initial charge was greater than a charge threshold being greater than a charge cycle number ...

[0049] In this embodiment, the historical behavior state can be determined to be normal when the proportion of AC charging times to the total number of charging times is greater than a threshold, the proportion of charging times performed when the initial charging charge is greater than a threshold is greater than a threshold for the number of charging charges, the average cumulative charge-discharge energy is less than a threshold, and the battery temperature under vehicle use is within the allowable charging range. When at least one of the above conditions is not met, the historical behavior state can be determined to be abnormal. The total number of charging times can be the total number of DC and AC charging operations performed by the user, for example, 100 times. This is merely an example and no specific limitation is made on the total number of charging times. The proportion threshold can be a threshold set by the user based on actual conditions, for example, 80%. This is merely an example and no specific limitation is made on the proportion threshold. The charge threshold can be a threshold set by the user based on actual conditions, for example, 90%. This is merely an example and no specific limitation is made on the charge threshold. The charging charge number threshold can be a threshold set by the user based on actual conditions, for example, 80 times. This is merely an example and no specific limitation is made on the charging charge number threshold. The energy threshold can be set by the user according to the actual situation. For example, it can be 30 kilowatt-hours (kWh). This is just an example and does not impose any specific restrictions on the content of the energy threshold.

[0050] Optionally, when the proportion of AC charging times in the total number of charging times is greater than a threshold, the user's first driving habit can be judged to be good. The number of times charging was performed when the initial charge was greater than a charge threshold can be determined; when the proportion of these determined charging times in the total number of charging times is greater than a charge count threshold, the user's second driving habit can be judged to be good. When the average cumulative charge / discharge energy is less than an energy threshold, the user's third driving habit can be judged to be good. When the battery temperature during vehicle use is within the allowable charging range, it can be determined that the user's driving climate conditions are good or that they have a garage, thus the user's fourth driving habit can be judged to be good. When the user's first, second, third, and fourth driving habits are all good, the historical behavior of the driving subject can be determined to be normal; otherwise, the historical behavior of the driving subject can be determined to be abnormal.

[0051] For example, chargers typically have power ratings of 3kW and 6kW. An AC charging percentage threshold can be set to 90%. When the number of AC charging cycles exceeds 90%, it indicates the user primarily uses AC charging and occasionally DC charging. Since the proportion of AC charging cycles in the total number of charges exceeds this threshold, the user's primary driving habits are considered good. Conversely, a charging start-up SOC threshold of 10% and a charging percentage threshold below 10% of SOC of 80% can be set. When this threshold exceeds 80%, it indicates the user frequently charges when the vehicle's battery is very low. Since the number of times charging with an initial charge exceeding the charge threshold does not exceed this charge count threshold in the total number of charges, the user's secondary driving habits are considered poor. An average cumulative charge / discharge energy threshold can be set to 100 kWh / day. When the average cumulative charge / discharge energy is not less than the energy threshold, it can be determined that the user's third-party vehicle usage habits are good. When the average cumulative charge / discharge energy is greater than the energy threshold, it can be determined that the user uses the vehicle for extended periods, such as for commercial purposes. Therefore, if the average cumulative charge / discharge energy is not less than the energy threshold, it can be determined that the user's third-party vehicle usage habits are not good. A temperature range of -10℃ to 40℃ can be set. When the battery temperature is within the specified temperature range, it can be determined that the user's vehicle usage climate is good or that they have access to a garage. Therefore, if the battery temperature under usage conditions is within the allowable charging range, it can be determined that the user's fourth-party vehicle usage habits are good. When the user's first, second, third, and fourth-party vehicle usage habits are all good, the historical behavior of the driving subject can be determined to be normal. Otherwise, the historical behavior of the driving subject can be determined to be abnormal.

[0052] This embodiment determines whether a user's driving habits are good by judging whether the number of charging cycles, initial charge, average cumulative charge / discharge energy, and battery temperature under vehicle usage conditions meet specified thresholds. Based on the user's driving habits, the charging request current and charging cutoff voltage can be further determined. When the battery voltage is not greater than the determined charging cutoff voltage, the battery is charged based on the charging request current, thereby improving battery charging safety and solving the technical problem of poor battery charging safety.

[0053] As an optional embodiment, step S104, in response to the battery state being in a normal charging state, determines the battery charging request current and / or charging cut-off voltage based on the type of charging gun and the historical behavior of the driving object in the vehicle, including: in response to the battery state being in a normal charging state, determining the type of charging gun; in response to the type of charging gun being a DC charging gun, determining a current coefficient and a charging cut-off voltage curve based on the historical behavior of the driving object; determining the charging request current based on the current coefficient, and determining the charging cut-off voltage based on the charging cut-off voltage curve.

[0054] In this embodiment, when the battery is in a normal charging state, the type of charging gun can be determined in response to this state. When the charging gun is a DC charging gun, the current coefficient and charging cut-off voltage curve can be determined based on the historical behavior of the driving object. Based on the determined current coefficient, the charging request current can be determined, and based on the charging cut-off voltage curve, the charging cut-off voltage can be determined. The current coefficient can be the ratio of the current magnitude to the voltage, and can be represented by K. The charging cut-off voltage curve is the voltage curve at which charging stops when the battery voltage reaches a certain value during the charging process.

[0055] Optionally, battery aging data can be obtained through battery testing under different operating conditions. Based on the obtained battery aging data, combined with warranty life requirements, vehicle requirements, and user usage habits, a charging cut-off voltage curve corresponding to the accumulated charging and discharging energy can be obtained. Based on the obtained charging cut-off voltage curve, the charging cut-off voltage can be determined.

[0056] As an optional embodiment, in response to the charging gun being a DC charging gun, a current coefficient is determined based on the historical behavior state of the driving object, including: in response to the charging gun being a DC charging gun, determining the historical behavior state of the driving object; in response to the historical behavior state being a normal state, determining the current coefficient as a relative capacity coefficient, wherein the relative capacity coefficient is determined through a relative capacity coefficient table; in response to the historical behavior state being an abnormal state, determining the current coefficient as the difference between the relative capacity coefficient and the calibrated current value; and based on the current coefficient, determining the charging request current, including: multiplying the current coefficient by the battery's allowable charging current to determine the charging request current, wherein the allowable charging current is determined through the battery's cell charging hash table, which is used to characterize the allowable charging current corresponding to different temperature ranges.

[0057] In this embodiment, when the charging gun type is a DC charging gun, the historical behavior state of the driving object can be determined in response to the charging gun type being a DC charging gun. When the historical behavior state is a normal state, the current coefficient can be determined as a relative capacity coefficient in response to the historical behavior state being a normal state. When the historical behavior state is an abnormal state, the current coefficient can be determined as the difference between the relative capacity coefficient and the calibrated current value in response to the historical behavior state being an abnormal state. Based on the determined current coefficient, the product between the current coefficient and the battery's allowable charging current can be determined as the charging request current. The relative capacity coefficient can be determined through a relative capacity coefficient table, which can be the ratio between the battery's actual capacity and nominal capacity under different discharge conditions, and can be represented by H. The calibrated current value can be the current value used to calibrate the current measuring device and determine the relationship between its displayed current value and the actual current value. It can be used to ensure the accuracy of current measurement and to calibrate and verify current sensors or instruments, and can be represented by A, for example, 5A. This is only an example and does not impose specific limitations on the content of the calibrated current value. The permissible charging current can be determined by the cell charging hash table of the battery, and can be represented by Imap. The cell charging hash (map) table can be used to characterize the permissible charging current corresponding to different temperature ranges, and can also be called a charging map table.

[0058] Optionally, when the charging gun is a DC charging gun, the allowable charging current Imap can be obtained by looking up a charging map table. The charging map table should at least include temperature ranges, individual cell voltages corresponding to different SOCs, the corresponding allowable charging current Imap, and the full-charge cutoff voltage. Based on the obtained allowable charging current Imap and current coefficient, the product of the current coefficient K and the battery's allowable charging current Imap can be determined as the charging request current I, i.e., I = Imap * K.

[0059] Optionally, a relative capacity coefficient table of battery cycle count, cumulative charging capacity, and battery capacity can be obtained through experiments. Based on the relative capacity coefficient table, the relative capacity coefficient H can be determined. An energy threshold of 1 can be preset for accumulated charging and discharging energy. Before the accumulated charging and discharging energy reaches the energy threshold of 1, the current coefficient K can be determined to be 1, and the charging request current is I = Imap. When the accumulated charging and discharging energy reaches the energy threshold of 1, if the historical behavior state is normal, the current coefficient can be determined to be the relative capacity coefficient, i.e., K = H, and the charging request current is I = Imap * H. If the historical behavior state is abnormal, the current coefficient can be determined to be the difference between the relative capacity coefficient and the rated current value, i.e., K = HA, and the charging request current is I = Imap * (HA).

[0060] For example, within the SOC range of 0-100%, a cyclic charge-discharge test is conducted using a current 0.5 times the battery capacity (0.5C) to obtain a table showing the relationship between the number of battery cycles, cumulative charging capacity, and battery capacity, thus yielding the relative capacity coefficient H. Before the accumulated charge-discharge energy reaches the specified energy threshold of 1, the current coefficient K can be determined to be 1, and the charging request current is I = Imap. When the accumulated charge-discharge energy reaches the energy threshold of 1, the user's driving habits can be assessed, and the charging request current can be determined based on these habits. When the user's driving habits are good, the historical behavior state can be determined to be normal, and the current coefficient can be determined to be the relative capacity coefficient, i.e., K = H, and the charging request current is I = Imap * H. When the user's driving habits are bad, the historical behavior state can be determined to be abnormal, and the current coefficient can be determined to be the difference between the relative capacity coefficient and the rated current value, i.e., K = HA, and the charging request current is I = Imap * (HA).

[0061] As an optional embodiment, determining the charging cutoff voltage curve based on the historical behavior of the driving object includes: determining the linear relationship between the battery's accumulated charge / discharge energy and the charging cutoff voltage based on the historical behavior, thus obtaining the charging cutoff voltage curve; determining the charging cutoff voltage based on the charging cutoff voltage curve includes: in response to the accumulated charge / discharge energy not reaching a first accumulated charge / discharge energy, charging the battery according to the first charging cutoff voltage corresponding to the first curve in the charging cutoff voltage curve, and determining the charging cutoff voltage as the first charging cutoff voltage; in response to the accumulated charge / discharge energy being greater than the first accumulated charge / discharge energy, determining a second curve during the charging process based on the historical behavior, and charging the vehicle based on the second charging cutoff voltage corresponding to the second curve, and determining the charging cutoff voltage as the second charging cutoff voltage, wherein the first charging cutoff voltage is greater than the second charging cutoff voltage; wherein the first curve is charged according to the linear difference of the second curve.

[0062] In this embodiment, based on the determined historical behavior state, the linear relationship between the battery's accumulated charge / discharge energy and the charging cutoff voltage can be determined, resulting in a charging cutoff voltage curve. Based on the determined charging cutoff voltage curve, when the accumulated charge / discharge energy has not reached the first accumulated charge / discharge energy, in response to this, the battery can be charged according to the first charging cutoff voltage corresponding to the first curve in the charging cutoff voltage curve, and the charging cutoff voltage can be determined as the first charging cutoff voltage. When the accumulated charge / discharge energy is greater than the first accumulated charge / discharge energy, in response to this, a second curve can be determined based on the historical behavior state, and the vehicle can be charged based on the second charging cutoff voltage corresponding to the second curve, and the charging cutoff voltage can be determined as the second charging cutoff voltage. The first charging cutoff voltage is greater than the second charging cutoff voltage. The first curve can be charged according to the linear difference between the second and third curves. The first accumulated charge / discharge energy can be the energy before reaching an energy threshold. The first curve can be the curve corresponding to the accumulated charge / discharge energy not reaching the first accumulated charge / discharge energy. The first charging cutoff voltage can be the charging cutoff voltage corresponding to the first curve. The second curve can be the curve corresponding to the point where the accumulated energy during charging and discharging is greater than the accumulated energy during the first charging and discharging. The second charging cutoff voltage can be the charging cutoff voltage corresponding to the second curve.

[0063] Optionally, a threshold value of 1 for accumulated charge and discharge energy can be preset. Before the accumulated charge and discharge energy reaches the threshold value of 1, and before the first accumulated charge and discharge energy is reached, the battery can be charged according to the first charging cutoff voltage corresponding to the first curve. The charging cutoff voltage can be determined as the first charging cutoff voltage, which is the full charge cutoff voltage in the charging map table. When the accumulated charge and discharge energy reaches the threshold value of 1, the accumulated charge and discharge energy is greater than the first accumulated charge and discharge energy. When the historical behavior state is normal, a second curve can be determined, and the battery can be charged according to the second charging cutoff voltage corresponding to the second curve. The charging cutoff voltage can be determined as the second charging cutoff voltage, which is the full charge cutoff voltage in the charging map table. When the historical behavior state is abnormal, to prevent the charging cutoff voltage from dropping directly and causing a poor user driving experience, linear interpolation can be performed between the first curve and the second curve to reduce the charging cutoff voltage for a transition.

[0064] For example, before the accumulated energy from charging and discharging reaches energy threshold 1, the battery can be charged according to the first charging cutoff voltage corresponding to the first curve. When the accumulated energy from charging and discharging reaches energy threshold 1, the user's driving habits can be determined. If the user's driving habits are good, the historical behavior state can be determined to be normal, and the battery can be charged according to the second charging cutoff voltage corresponding to the second curve. If the user's driving habits are bad, the historical behavior state can be determined to be abnormal, and the battery can be charged according to the new first charging cutoff voltage corresponding to the new first curve. To prevent the charging cutoff voltage from dropping directly and causing a poor user driving experience, a linear interpolation can be performed between the first curve and the second curve to reduce the charging cutoff voltage for a transition.

[0065] As an optional embodiment, step S104, in response to the battery state being in a normal charging state, determines the battery charging request current and / or charging cut-off voltage based on the charging gun type and the historical behavior state of the driving object in the vehicle, including: in response to the battery state being in a normal charging state, determining the type of charging gun; in response to the charging gun type being an AC charging gun type, determining the battery charging cut-off voltage based on the historical behavior state of the driving object, and determining the charging request current based on the maximum output current of the on-board charger in the vehicle.

[0066] In this embodiment, when the battery is in a normal charging state, the type of charging gun can be determined in response to this state. When the charging gun is an AC charging gun, the charging cut-off voltage of the battery can be determined based on the historical behavior of the driver, and the charging request current can be determined based on the maximum output current of the on-board charger in the vehicle. The maximum output current can be a current value determined according to a cell charging hash table.

[0067] As an optional embodiment, determining the charging request current based on the maximum output current of the on-board charger in the vehicle includes: determining the allowable charging current based on the battery cell charging hash table; determining the charging request current as the maximum output current in response to the allowable charging current being greater than the maximum output current; or determining the charging request current as the allowable charging current in response to the allowable charging current not being greater than the maximum output current.

[0068] In this embodiment, the allowable charging current can be determined based on the battery cell charging hash table. When the allowable charging current is greater than the maximum output current, the charging request current can be determined to be the maximum output current. When the allowable charging current is not greater than the maximum output current, the charging request current can be determined to be the allowable charging current.

[0069] Optionally, the allowable charging current and maximum output current can be determined based on the battery's cell charging hash table. When the allowable charging current is greater than the maximum output current, the charging request current can be determined as the maximum output current. When the allowable charging current is not greater than the maximum output current, the charging request current can be determined as the allowable charging current, i.e., I = Imap.

[0070] As an optional embodiment, the method further includes: controlling the battery to stop charging and enter a dormant state in response to the battery voltage being greater than the charging cutoff voltage.

[0071] In this embodiment, when the battery voltage is greater than the charging cutoff voltage, the battery can be controlled to stop charging and enter a dormant state in response to the battery voltage exceeding the charging cutoff voltage. The dormant state can be a low-power state in which the battery does not perform normal charging and discharging activities, thus extending battery life.

[0072] Optionally, the system can determine if the battery has a charging failure, such as an insulation failure, overvoltage failure, overtemperature failure, or contactor failure. If a charging failure occurs, the system can control the battery to stop charging and enter a sleep state. If no charging failure occurs, the system can further determine if charging is required. If the battery voltage is greater than the charging cutoff voltage, charging is not required, and the system can control the battery to stop charging and enter a sleep state. If the battery voltage is not greater than the charging cutoff voltage, charging is required, and a charging request signal is sent to the vehicle control module. The system can then determine if the vehicle control module sends a charging permission signal. If the vehicle control module sends a charging prohibition command, the system can control the battery to stop charging and enter a sleep state. If the vehicle control module sends a charging permission command, the system can further determine if the battery voltage is greater than the charging cutoff voltage. If the battery voltage is greater than the charging cutoff voltage, the system can control the charger to stop outputting, exit charging, and enter a sleep state. When the battery voltage is not greater than the charging cutoff voltage, it can be further determined whether a charging failure fault exists. If a charging failure fault exists, a Binary Security Token (BST) message is sent to control the charger to stop outputting power, exit charging, and enter a sleep state. If no charging failure fault exists, it can be further determined whether a charging prohibition command has been received from the vehicle control module. If a charging prohibition command is received, a BST message is sent to control the charger to stop outputting power, exit charging, and enter a sleep state. If no charging prohibition command is received, charging continues.

[0073] This embodiment obtains the battery state in response to the battery being connected to a charging gun in the vehicle, where the charging gun is used to transfer electrical energy to the battery. If the battery state is in a normal charging state, the charging request current and charging cut-off voltage are determined based on the type of charging gun and the historical behavior of the driver in the vehicle. If the battery voltage is not greater than the charging cut-off voltage, the battery is charged based on the charging request current. In other words, this embodiment obtains the battery state, determines the charging request current and charging cut-off voltage based on the type of charging gun and the historical behavior of the driver in the vehicle when the battery state is in a normal charging state, and charges the battery based on the charging request current when the battery voltage is not greater than the determined charging cut-off voltage. This improves battery charging safety and solves the technical problem of poor battery charging safety. Example

[0074] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0075] Currently, with the increasing prevalence of vehicle use, safety issues during vehicle charging are also on the rise. Current charging control strategies typically rely on a lookup table to determine the allowable charging current based on battery temperature and individual cell voltage, stopping charging when the cell voltage or battery state of charge (SOC) reaches a target threshold. However, as batteries age, continuing to use a fixed lookup table can easily lead to overcharging and other problems, resulting in safety hazards and poor battery charging safety.

[0076] As an alternative example, a thermal runaway control method and system based on a Battery Management System (BMS) are proposed. This method sets a battery fault threshold parameter, obtains battery operating parameters, and performs thermal runaway fault detection through the Battery Management System (BMS) based on the battery operating parameters and fault threshold parameter to generate fault detection early warning results. The early warning module can be used to implement pressure early warning, temperature early warning, and insulation resistance value early warning based on the fault detection early warning results. Based on the fault detection early warning results, corresponding fault handling strategies are executed. This method can effectively reduce false alarms of thermal failure and improve the efficiency of judging battery thermal failure faults, but this method has limitations.

[0077] As another alternative example, a multi-sensor information fusion method for early warning of thermal runaway in power batteries is proposed. This method calculates the abnormal deviation of the lowest cell voltage from the average voltage and the abnormal deviation of the highest cell temperature from the average temperature using real-time monitoring data of cell voltage and temperature. Simultaneously, it monitors combustible gas concentration and pressure in real time to determine whether the gas concentration reaches a threshold and the pressure reaches a threshold value. By comprehensively considering these parameters, a thermal runaway early warning method can be implemented. This method can detect thermal runaway before it occurs, thus significantly reducing the hazards caused by thermal runaway. It can help improve the reliability of power battery safety management and reduce the occurrence of lithium-ion power battery safety accidents. However, this method suffers from poor battery charging safety.

[0078] As another alternative example, a battery monitoring method is proposed. In this method, when the battery management module is in a dormant state, the pressure monitoring module collects the internal pressure value of the closed environment in which the battery module is located at a predetermined sampling frequency and analyzes the internal pressure value. When the analysis shows that the internal pressure value meets the preset pressure anomaly conditions, the pressure monitoring module sends a wake-up signal to the battery management module to wake it up and perform a thermal runaway early warning operation. This method can effectively monitor the battery when the battery management module is in a dormant state, but this method has the problem of poor battery charging safety.

[0079] As another alternative example, a battery thermal runaway early warning system and method are proposed. The system includes a thermal runaway data diagnostic center, a thermal runaway early warning device, a signal monitoring unit, pressure detection devices installed at both ends of the battery module to be monitored, and a charging switch installed in the charging circuit of the module to be monitored. The thermal runaway early warning device includes a controller and an alarm. The pressure detection devices are connected to the signal monitoring unit, the signal monitoring unit is connected to the controller, and the controller is connected to the alarm, the thermal runaway data diagnostic center, and the charging switch, respectively. This method can effectively realize early warning of thermal runaway of the battery module and help improve the safety of the battery module charging process. However, this method has the problem of poor battery charging safety.

[0080] As another alternative example, a cloud-edge collaborative thermal runaway early warning verification method is proposed. This method is not based on a single system for thermal runaway early warning, but improves the accuracy of thermal runaway early warning. It adopts a dual pressure sensor design to verify the pressure change values ​​and pressure change rates of the two sensors respectively, thereby improving the reliability of the pressure signal. It also adds pressure value verification after the pressure sensor is detected in the system's silent monitoring mode, further improving the reliability of the pressure signal. The method uses pressure signals and thermal runaway characteristic signals, including changes in cell voltage, battery temperature, and insulation resistance, for verification, thereby reducing the false alarm rate of thermal runaway early warning. However, this method has the problem of poor battery charging safety.

[0081] This embodiment proposes a battery charging method for vehicles. This method analyzes user driving habits and assesses battery status to dynamically adjust the battery charging request current and charging cutoff strategy, thereby reducing battery charging safety risks. The method acquires vehicle charging and discharging data, including voltage, temperature, and current, and analyzes user driving habits, the ratio of AC to DC charging, average cumulative charging and discharging energy, battery operating temperature, and low SOC charging percentage to determine battery status. By acquiring relevant battery parameters in real time and calculating the cumulative charging and discharging energy, this method estimates battery health status more reliably than conventional vehicle mileage estimation. The method uploads charging and discharging data and battery parameter data to the cloud, using cloud computing to analyze user habits and address the computational load issue of the battery management module. By dynamically adjusting the battery charging strategy based on user driving habits and battery status, this method solves the charging safety problem of fixed lookup tables, thus improving battery charging safety and resolving the technical issue of poor battery charging safety.

[0082] Figure 2 This is a flowchart of another method for charging a battery in a vehicle according to an embodiment of the present invention, such as... Figure 2 As shown, the charging method for the battery in this vehicle may include the following steps:

[0083] Step S201: Connect the charging gun.

[0084] In step S201 above, when the battery in the vehicle needs to be charged, the battery in the vehicle can be connected to a charging gun.

[0085] Step S202: Determine whether the charging gun type is a DC charging gun.

[0086] In step S202 above, when the charging gun type is a DC charging gun, proceed to step S203; when the charging gun type is an AC charging gun, proceed to step S204.

[0087] Step S203, DC charging gun.

[0088] In step S203 above, the type of charging gun connected to the battery is a DC charging gun.

[0089] Step S204, AC charging gun.

[0090] In step S204 above, the type of charging gun connected to the battery is an AC charging gun.

[0091] Step S205: Determine if the battery has a fault that prevents it from charging.

[0092] In step S205 above, if the battery has a failure to charge, proceed to step S206; otherwise, proceed to step S207.

[0093] Step S206: Charging is complete and the device enters sleep mode.

[0094] In step S206 above, when the battery has a failure to charge, the battery charging ends and enters a dormant state.

[0095] Step S207: Determine whether the battery needs to be charged.

[0096] In step S207 above, if there is a battery charging failure, it is further determined whether the battery needs to be charged. If the battery needs to be charged, proceed to step S209; otherwise, proceed to step S208.

[0097] Step S208: Charging is complete and the device enters sleep mode.

[0098] In step S208 above, when the battery does not need to be charged, the battery charging ends and enters a dormant state.

[0099] Step S209: Send a charging request.

[0100] In step S209 above, when the battery needs to be charged, a charging request signal is sent to the vehicle control module.

[0101] Step S210: Determine whether a charging permission command has been received.

[0102] In step S210 above, after the vehicle control module receives the charging request signal, it further determines whether it has received a charging permission command from the vehicle control module. If a charging permission command from the vehicle control module is received, proceed to step S212; otherwise, proceed to step S211.

[0103] Step S211: Charging is complete and the device enters sleep mode.

[0104] In step S211 above, when no charging permission command is received from the vehicle control module, the battery charging ends and enters a sleep state.

[0105] Step S212: Exchange information with the DC charger.

[0106] In step S212 above, when a charging permission command is received from the vehicle control module, the battery management module interacts with the DC charger.

[0107] Step S213: Send the charging request current and charging request voltage.

[0108] In step S213 above, if the battery management module fails to handshake with the DC charger or the parameters do not match, charging is terminated. If the battery management module successfully hands with the DC charger and the parameters match, the allowed charging current is obtained by looking up the charging map table, and the charging request current and charging request voltage are sent to the DC charging pile according to the charging strategy.

[0109] Step S214: Determine whether the battery voltage is greater than the charging cutoff voltage.

[0110] In step S214 above, if the battery voltage is greater than the charging cutoff voltage, proceed to step S215; otherwise, proceed to step S216.

[0111] Step S215: Charging stops and the device enters sleep mode.

[0112] In step S215 above, when the battery voltage is greater than the charging cutoff voltage, the battery charging stops and enters a dormant state.

[0113] Step S216: Determine if the battery is faulty.

[0114] In step S216 above, if the battery voltage is not greater than the charging cutoff voltage, it is further determined whether the battery is faulty. If the battery is faulty, proceed to step S217; otherwise, proceed to step S218.

[0115] Step S217: Charging stops and the device enters sleep mode.

[0116] In step S217 above, when the battery malfunctions, battery charging stops and the battery enters a dormant state.

[0117] Step S218: Determine whether a charging prohibition command has been received.

[0118] In step S218 above, it is determined whether a charging prohibition command is received from the vehicle control module. If a charging prohibition command is received from the vehicle control module, proceed to step S219; otherwise, return to step S213.

[0119] Step S219: Charging stops and the device enters sleep mode.

[0120] In step S219 above, when a charging prohibition command is received from the vehicle control module, battery charging stops and the battery enters a sleep state.

[0121] Step S220: Determine if the battery has a fault that prevents it from charging.

[0122] In step S220 above, if the battery has a failure to charge, proceed to step S221; otherwise, proceed to step S222.

[0123] Step S221: Charging is complete and the device enters sleep mode.

[0124] In step S221 above, when the battery has a failure to charge, the battery charging ends and enters a dormant state.

[0125] Step S222: Determine whether the battery needs to be charged.

[0126] In step S222 above, if there is a battery charging failure, it is further determined whether the battery needs to be charged. If the battery needs to be charged, proceed to step S224; otherwise, proceed to step S223.

[0127] Step S223: Charging is complete and the device enters sleep mode.

[0128] In step S223 above, when the battery does not need to be charged, the battery charging ends and enters a dormant state.

[0129] Step S224: Send a charging request.

[0130] In step S224 above, when the battery needs to be charged, a charging request signal is sent to the vehicle control module.

[0131] Step S225: Determine whether a charging permission command has been received.

[0132] In step S225 above, after the vehicle control module receives the charging request signal, it further determines whether it has received a charging permission command from the vehicle control module. If a charging permission command from the vehicle control module is received, proceed to step S227; otherwise, proceed to step S226.

[0133] Step S226: Charging ends and the device enters sleep mode.

[0134] In step S226 above, when no charging permission command is received from the vehicle control module, the battery charging ends and enters a sleep state.

[0135] Step S227: Exchange information with the on-board AC charger.

[0136] In step S227 above, when a charging permission command is received from the vehicle control module, the battery management module interacts with the on-board AC charger.

[0137] Step S228: Send the charging request current and the maximum output current.

[0138] In step S228 above, the allowable charging current and the maximum output current of the on-board charger are obtained by looking up the charging map table.

[0139] Step S229: Determine whether the battery voltage is greater than the charging cutoff voltage.

[0140] In step S2209 above, if the battery voltage is greater than the charging cutoff voltage, proceed to step S230; otherwise, proceed to step S231.

[0141] Step S230: Charging stops and the device enters sleep mode.

[0142] In step S230 above, when the battery voltage is greater than the charging cutoff voltage, the battery charging stops and enters a dormant state.

[0143] Step S231: Determine if the battery is faulty.

[0144] In step S231 above, if the battery voltage is not greater than the charging cutoff voltage, it is further determined whether the battery is faulty. If the battery is faulty, proceed to step S232; otherwise, proceed to step S233.

[0145] Step S232: Charging stops and the device enters sleep mode.

[0146] In step S232 above, when the battery malfunctions, battery charging stops and the battery enters a dormant state.

[0147] Step S233: Determine whether a charging prohibition command has been received.

[0148] In step S233 above, it is determined whether a charging prohibition command is received from the vehicle control module. If a charging prohibition command is received from the vehicle control module, proceed to step S234; otherwise, return to step S228.

[0149] Step S234: Charging stops and the device enters sleep mode.

[0150] In step S234 above, when a charging prohibition command is received from the vehicle control module, battery charging stops and the battery enters a sleep state.

[0151] In this embodiment of the invention, the number of AC charging cycles can be determined by judging the type of charging gun. When the charging gun is an AC charging gun, after the battery starts charging, the AC charging is considered valid until the charging current stabilizes and remains stable for a certain period of time, and the number of AC charging cycles is accumulated. If charging stops within the judgment time, the AC charging is considered invalid, and the number of AC charging cycles is not accumulated. When the charging gun is a DC charging gun, DC charging may include AC charging to DC charging. After the battery starts charging, the charging power is calculated after the charging current stabilizes and remains stable for a certain period of time. When the charging power is less than a specified threshold, the charging is considered AC charging and valid, and the number of AC charging cycles is accumulated. When the charging power is greater than the specified threshold, the charging is considered DC charging and valid, and the number of DC charging cycles is accumulated. If charging stops within the judgment time, the charging is considered invalid, and the number of charging cycles is not accumulated.

[0152] By analyzing the initial State of Charge (SOC) of the vehicle, it's possible to determine whether the user has charged the battery in a timely manner, thus assessing the quality of their driving habits. The cumulative energy of the battery's charge and discharge cycles can be calculated by tracking the vehicle's charging and discharging activity and the number of days used. Dividing this cumulative energy by the number of days yields the average cumulative energy. When calculating the cumulative energy, vehicle mileage is not used as a criterion to avoid issues such as inaccurate odometer readings, failure to receive mileage signals, battery module replacements, incompatible battery modules in battery-swapping vehicles, and power consumption affecting high-voltage components like the air conditioning system. Furthermore, by analyzing the battery temperature during vehicle use, the user's driving environment can be assessed, further revealing the quality of their driving habits.

[0153] When the percentage of AC charging times in the total number of charging times is greater than a threshold, the user's first driving habit can be considered good. The number of times charging was performed when the initial charge was greater than a threshold can be determined; when the percentage of these determined charging times in the total number of charging times is greater than a threshold for the number of charge charges, the user's second driving habit can be considered good. When the average cumulative charge / discharge energy is less than a threshold, the user's third driving habit can be considered good. When the battery temperature during vehicle use is within the allowable charging range, it can be determined that the user's driving climate conditions or specific garage conditions are good, and the user's fourth driving habit can be considered good. When all four driving habits are good, the user's historical behavior is considered normal; otherwise, the user's historical behavior is considered abnormal.

[0154] For example, chargers typically have power ratings of 3kW and 6kW. An AC charging percentage threshold can be set to 90%. When the number of AC charging cycles exceeds 90%, it indicates the user primarily uses AC charging and occasionally DC charging. Since the proportion of AC charging cycles in the total number of charges exceeds this threshold, the user's primary driving habits are considered good. Conversely, a charging start-up SOC threshold of 10% and a charging percentage threshold below 10% of the SOC can be set to 80%. When this threshold exceeds 80%, it indicates the user consistently charges only when the vehicle's battery is very low. Since the number of times charging with an initial charge exceeding the charge threshold does not exceed this charge count threshold in the total number of charges, the user's secondary driving habits are considered poor. An average cumulative charge / discharge energy threshold can be set to 100 kWh / day. When the average cumulative charge / discharge energy is less than this threshold, it indicates good user habits. Conversely, when the average cumulative charge / discharge energy is greater than the threshold, it indicates long-term vehicle use (e.g., commercial use), suggesting poor user habits. A temperature range of -10°C to 40°C can also be set. When the battery temperature is within this range, it indicates good weather conditions or access to a garage, indicating the battery temperature is within the allowable charging range, suggesting good user habits. When all four user habits (primary, secondary, tertiary, and tertiary) are good, the driving history is considered normal; otherwise, it is considered abnormal.

[0155] When the charging gun is a DC charging gun, Table 1 is a charging map table according to an embodiment of the present invention. As shown in Table 1, the allowable charging current Imap can be obtained by looking up the charging map table. The charging map table may include at least temperature ranges, cell voltages corresponding to different SOCs, corresponding allowable charging currents Imap, and full-charge cutoff voltages. Based on the obtained allowable charging current Imap and current coefficient, the product of the current coefficient K and the battery's allowable charging current Imap can be determined as the charging request current I, i.e., I = Imap * K.

[0156] Table 1 Battery Cell Charging Map

[0157]

[0158] Table 2 is a relative capacity coefficient table according to an embodiment of the present invention. As shown in Table 2, within the SOC range of 0-100%, a cyclic charge-discharge test using a current 0.5 times the battery capacity can yield a relative capacity coefficient table of battery cycle count, cumulative charging capacity, and battery capacity. Based on the relative capacity coefficient table, the relative capacity coefficient H can be determined. The energy threshold for accumulated charge-discharge energy can be preset to 1. Before the accumulated charge-discharge energy reaches the energy threshold 1, the current coefficient K can be determined to be 1, and the charging request current is I = Imap. When the accumulated charge-discharge energy reaches the energy threshold 1, if the historical behavior state is normal, the current coefficient can be determined to be the relative capacity coefficient, i.e., K = H, and the charging request current is I = Imap * H. If the historical behavior state is abnormal, the current coefficient can be determined to be the difference between the relative capacity coefficient and the rated current value, i.e., K = HA, and the charging request current is I = Imap * (HA).

[0159] Table 2 Relative Capacity Coefficient Table

[0160]

[0161] Battery aging data can be obtained through battery testing under different operating conditions. Based on this aging data, and considering warranty life requirements, vehicle requirements, and user usage habits, a charging cut-off voltage curve corresponding to the accumulated charging and discharging energy can be derived. Based on this charging cut-off voltage curve, the charging cut-off voltage can be determined. Figure 3 This is a schematic diagram of a charging cutoff voltage curve according to an embodiment of the present invention, such as... Figure 3 As shown, the energy threshold for accumulated charge and discharge energy can be preset to 1. Before the accumulated charge and discharge energy reaches the energy threshold 1, the battery is charged according to the first charging cutoff voltage corresponding to curve 1. The charging cutoff voltage V1 is the full charge cutoff voltage in the charging map table. When the accumulated charge and discharge energy reaches the energy threshold 1, if the historical behavior state is normal, the battery is charged according to the charging cutoff voltage V1 corresponding to curve 2. The charging cutoff voltage V1 is the full charge cutoff voltage in the charging map table. If the historical behavior state is abnormal, in order to prevent the charging cutoff voltage from dropping directly to V2, resulting in a poor user driving experience, linear interpolation is performed between the first threshold and the second threshold to reduce the charging cutoff voltage for a transition.

[0162] When the accumulated charging and discharging energy reaches the third threshold, the user's driving habits are assessed again. If the historical behavior is normal, the user's driving habits are good, and curve 2 charges according to curve 4, linearly interpolating to the sixth threshold, with the charging cutoff voltage reaching V4. If the historical behavior is abnormal, the user's driving habits are poor, and curve 2 charges according to curve 5, linearly interpolating to the charging cutoff voltage V3 between the third and fifth thresholds, and then linearly interpolating to the charging cutoff voltage V4 between the fifth and sixth thresholds. If the historical behavior is normal, the user's driving habits are good, and curve 3 charges according to curve 6, linearly interpolating to the charging cutoff voltage V3 between the third and fifth thresholds, and then linearly interpolating to the charging cutoff voltage V4 between the fifth and sixth thresholds. If the historical behavior is abnormal, the user's driving habits are poor, and curve 3 charges according to curve 7, linearly interpolating to the charging cutoff voltage V4 between the third and fourth thresholds, maintaining the charging cutoff voltage V4 between the fourth and fifth thresholds, and linearly interpolating to the charging cutoff voltage V5 between the fifth and sixth thresholds.

[0163] When the charging gun is an AC charging gun, the battery's charging cut-off voltage can be determined based on the historical behavior of the driving object. Furthermore, the allowable charging current and maximum output current can be determined based on the battery's cell charging hash table. When the allowable charging current is greater than the maximum output current, the charging request current can be determined to be the maximum output current. When the allowable charging current is not greater than the maximum output current, the charging request current can be determined to be the allowable charging current, i.e., I = Imap.

[0164] Figure 4 This is a schematic diagram of a battery charging device in a vehicle according to an embodiment of the present invention, as shown below. Figure 4As shown, the battery charging device in this vehicle may include a battery management module 401, a power battery module 402, a data acquisition module 403, a sensor module 404, a vehicle control module 405, an off-board charging module 406, an on-board charging module 407, an on-board data transmission module 408, and a big data module 409. The battery management module 401 can determine whether the battery needs charging and whether there are any faults affecting charging after the user connects the charging gun. When charging is not needed or a fault exists affecting charging, it does not send a DC charging or AC charging request signal to the vehicle control module 405. When charging is needed and there is no fault, it sends a DC charging or AC charging request signal. When the vehicle control module 405 responds with a DC charging or AC charging permission command, the DC or AC charging process begins, controlling the corresponding contactor to close and exchanging information with the off-board charging module 406 or the on-board charging module 407 to perform charging. When the vehicle control module 405 issues a command to prohibit DC charging or AC charging, the charging process stops. The battery management module 401 sends information such as battery temperature, voltage, and current to the vehicle data transmission module 408. The battery management module 401 sends the initial state of charge (SOC) to the vehicle data transmission module 408, and calculates the accumulated energy of the power battery module 402 during charging and discharging.

[0165] The power battery module 402 can close the high-voltage circuit to achieve power output and energy storage according to the instructions of the battery management module 401. The power battery module 402 internally houses a data acquisition module 403, a sensor module 404, and the battery management module 401. The data acquisition module 403 can collect the temperature and individual cell voltage information of the power battery module 402 in real time and transmit it to the battery management module 401. The sensor module 404 can collect the charging and discharging current of the power battery module 402 in real time and transmit it to the battery management module 401. The sensor module 404 has its own fault self-diagnosis function. The vehicle control module 405 can interact with the battery management module 401. After receiving a charging request instruction from the battery management module 401, it determines whether there is a fault in the vehicle affecting charging and sends a charging permission or prohibition instruction to the battery management module 401. The off-board charging module 406 interacts with the battery management module 401 and outputs electrical energy to the power battery module 402 as needed. The on-board charging module 407 can be used to exchange information with the battery management module 401 and the vehicle control module 405, and output electrical energy to the power battery module 402 as needed.

[0166] The vehicle data transmission module 408 can forward information sent by the battery management module 401 to the big data module 409. The big data module 409 can statistically analyze vehicle usage days, the ratio of AC to DC charging, the operating temperature of the power battery module 402, and the percentage of initial charging SOC below the SOC threshold. This data is then sent back to the battery management module 401 via the vehicle data transmission module 408. The big data module 409 determines vehicle usage based on whether the vehicle's charging / discharging current exceeds a certain threshold and remains above it for a certain period, ensuring that multiple uses within the same day are not counted repeatedly. The big data module 409 can use calendar dates for statistical analysis, which is easier than the battery management module 401's method, which uses absolute time and is susceptible to data loss due to power outages. The big data module 409 receives battery parameter data sent by the vehicle data transmission module 408. Based on the effective charging judgment strategy in the user's first driving habit judgment, it judges the number of AC charging times and DC charging times, and counts the charging ratio. When the AC charging ratio is greater than a specified threshold, the user's first driving habit flag is set. At the same time, it counts the charging ratio where the initial SOC is higher than the SOC threshold. When the ratio is higher than the specified threshold, the user's second driving habit flag is set. It filters the battery charging start temperature and discharging start temperature. When the temperature is higher than the specified threshold, the user's fourth driving habit flag is set.

[0167] This embodiment obtains the battery state in response to the battery being connected to a charging gun in the vehicle, where the charging gun is used to transfer electrical energy to the battery. If the battery state is in a normal charging state, the charging request current and charging cut-off voltage are determined based on the type of charging gun and the historical behavior of the driver in the vehicle. If the battery voltage is not greater than the charging cut-off voltage, the battery is charged based on the charging request current. In other words, this embodiment obtains the battery state, determines the charging request current and charging cut-off voltage based on the type of charging gun and the historical behavior of the driver in the vehicle when the battery state is in a normal charging state, and charges the battery based on the charging request current when the battery voltage is not greater than the determined charging cut-off voltage. This improves battery charging safety and solves the technical problem of poor battery charging safety. Example

[0168] According to an embodiment of the present invention, a charging device for a battery in a vehicle is also provided. It should be noted that this charging device for a battery in a vehicle can be used to perform the charging method for a battery in a vehicle described in Embodiment 1.

[0169] Figure 5 This is a schematic diagram of a battery charging device in a vehicle according to an embodiment of the present invention, such as... Figure 5As shown, the battery charging device 500 in the vehicle may include: an acquisition unit 502, a first determination unit 504, and a second determination unit 506.

[0170] The acquisition unit 502 is used to acquire the battery status in response to the battery being connected to a charging gun in the vehicle, wherein the charging gun is used to transfer electrical energy to the battery.

[0171] The first determining unit 504 is used to determine the charging request current and charging cut-off voltage of the battery in response to the battery state being in a normal charging state, based on the type of charging gun and the historical behavior state of the driving object in the vehicle.

[0172] The second determining unit 506 is used to charge the battery based on the charging request current in response to the battery voltage not being greater than the charging cutoff voltage.

[0173] Optionally, the device further includes a third determining unit for determining the historical behavior state of the driving object based on the number of AC charging cycles, initial charging charge, average cumulative charging and discharging energy, and battery temperature under vehicle usage conditions.

[0174] Optionally, the third determining unit includes: a first determining module, configured to determine the historical behavior state as normal in response to all of the following conditions being met; and a second determining module, configured to determine the historical behavior state as abnormal in response to at least one of the following conditions not being met; wherein the conditions include: the proportion of AC charging times in the total number of charging times is greater than a percentage threshold; the proportion of charging times performed when the initial charging charge is greater than a charge threshold in the total number of charging times is greater than a charge number threshold; the average cumulative charge and discharge energy is less than an energy threshold; and the battery temperature under vehicle use conditions is within the allowable charging range.

[0175] Optionally, the first determining unit 504 includes: a first determining module, configured to determine the type of charging gun in response to the battery state being a normal charging state; a second determining module, configured to determine a current coefficient and a charging cutoff voltage curve based on the historical behavior state of the driving object in response to the charging gun type being a DC charging gun type; and a third determining module, configured to determine the charging request current based on the current coefficient and determine the charging cutoff voltage based on the charging cutoff voltage curve.

[0176] Optionally, the second determining module includes: a first determining submodule, used to determine the historical behavior state of the driving object in response to the charging gun type being a DC charging gun; a second determining submodule, used to determine the current coefficient as a relative capacity coefficient in response to the historical behavior state being a normal state, wherein the relative capacity coefficient is determined through a relative capacity coefficient table; a third determining submodule, used to determine the current coefficient as the difference between the relative capacity coefficient and the calibrated current value in response to the historical behavior state being an abnormal state; and a fourth determining submodule, used to determine the charging request current based on the current coefficient, including: determining the charging request current as the product of the current coefficient and the battery's allowable charging current, wherein the allowable charging current is determined through the battery's cell charging hash table, which is used to characterize the allowable charging current corresponding to different temperature ranges.

[0177] Optionally, the third determining module includes: a first determining submodule, used to determine the linear relationship between the battery's accumulated charge / discharge energy and the charging cutoff voltage based on historical behavior states, to obtain a charging cutoff voltage curve; a second determining submodule, used to determine the charging cutoff voltage based on the charging cutoff voltage curve, including: in response to the accumulated charge / discharge energy not reaching the first accumulated charge / discharge energy, charging the battery according to the first charging cutoff voltage corresponding to the first curve in the charging cutoff voltage curve, and determining the charging cutoff voltage as the first charging cutoff voltage; a third determining submodule, used to determine the second curve in the charging process based on historical behavior states in response to the accumulated charge / discharge energy being greater than the first accumulated charge / discharge energy, and charging the vehicle based on the second charging cutoff voltage corresponding to the second curve, and determining the charging cutoff voltage as the second charging cutoff voltage, wherein the first charging cutoff voltage is greater than the second charging cutoff voltage; wherein the first curve is charged according to the linear difference of the second curve.

[0178] Optionally, the first determining unit 504 includes: a fourth determining module, used to determine the type of charging gun in response to the battery state being a normal charging state; and a fifth determining module, used to determine the charging cut-off voltage of the battery based on the historical behavior state of the driving object, and to determine the charging request current based on the maximum output current of the on-board charger in the vehicle, in response to the charging gun type being an AC charging gun type.

[0179] Optionally, the fifth determining module includes: a first determining submodule, used to determine the allowable charging current based on the battery cell charging hash table; a second determining submodule, used to determine the charging request current as the maximum output current in response to the allowable charging current being greater than the maximum output current; and a third determining submodule, used to determine the charging request current as the allowable charging current in response to the allowable charging current not being greater than the maximum output current.

[0180] Optionally, the device further includes a control unit for controlling the battery to stop charging and enter a dormant state in response to the battery voltage being greater than the charging cutoff voltage.

[0181] In this embodiment of the invention, the acquisition unit 502 acquires the battery state in response to the battery being connected to a charging gun in the vehicle. The charging gun is used to transfer electrical energy to the battery. The first determining unit 504, in response to the battery state being in a normal charging state, determines the battery's charging request current and charging cut-off voltage based on the type of charging gun and the historical behavior of the driver in the vehicle. The second determining unit 506, in response to the battery voltage not exceeding the charging cut-off voltage, charges the battery based on the charging request current. In other words, this embodiment of the invention acquires the battery state; when the battery state is in a normal charging state, it determines the battery's charging request current and charging cut-off voltage based on the type of charging gun and the historical behavior of the driver in the vehicle; when the battery voltage is not greater than the determined charging cut-off voltage, it charges the battery based on the charging request current. This achieves the technical effect of improving battery charging safety and solves the technical problem of poor battery charging safety. Example

[0182] According to an embodiment of the present invention, a vehicle is also provided for performing the battery charging method in any of the vehicles in Embodiment 1. Example

[0183] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the battery charging method in the vehicle of embodiment 1.

[0184] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0185] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0186] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0187] The units defined as separate components may or may not be physically separate. Similarly, the components displayed as units may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0188] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0189] If the integrated unit is implemented as a software functional unit and determined to be an independent product for sale or use, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0190] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for charging a battery in a vehicle, characterized in that, include: In response to the battery being connected to a charging gun in the vehicle, the battery status of the battery is obtained, wherein the charging gun is used to transfer electrical energy to the battery; In response to the battery state being in a normal charging state, the charging request current and charging cut-off voltage of the battery are determined based on the type of the charging gun and the historical behavior of the driving object in the vehicle. In response to the battery voltage not being greater than the charging cutoff voltage, the battery is charged based on the charging request current; Specifically, in response to the battery state being in a normal charging state, determining the charging cut-off voltage of the battery based on the type of the charging gun and the historical behavior state of the driving object in the vehicle includes: determining the type of the charging gun in response to the battery state being in a normal charging state; determining a charging cut-off voltage curve based on the historical behavior state of the driving object in response to the type of the charging gun being a DC charging gun; and determining the charging cut-off voltage based on the charging cut-off voltage curve. Determining the charging cutoff voltage curve based on the historical behavior state of the driving object includes: determining the linear relationship between the cumulative charging and discharging energy of the battery and the charging cutoff voltage based on the historical behavior state, thereby obtaining the charging cutoff voltage curve; Determining the charging cutoff voltage based on the charging cutoff voltage curve includes: in response to the cumulative charging and discharging energy not reaching a first cumulative charging and discharging energy, charging the battery according to a first charging cutoff voltage corresponding to a first curve in the charging cutoff voltage curve, and determining the charging cutoff voltage as the first charging cutoff voltage; in response to the cumulative charging and discharging energy being greater than the first cumulative charging and discharging energy, determining a second curve in the charging process based on the historical behavior state, and charging the vehicle based on a second charging cutoff voltage corresponding to the second curve, and determining the charging cutoff voltage as the second charging cutoff voltage, wherein the first charging cutoff voltage is greater than the second charging cutoff voltage; wherein the first curve is charged according to the linear difference of the second curve.

2. The method according to claim 1, characterized in that, The method further includes: The historical behavior state of the driving object is determined based on the number of AC charging cycles, initial charge, average cumulative charge and discharge energy, and battery temperature of the vehicle under use.

3. The method according to claim 2, characterized in that, Based on the number of charging cycles, the initial charge, the average cumulative charge / discharge energy, and the battery temperature under vehicle usage conditions, the historical behavior state of the driving object is determined, including: The historical behavior state is determined to be a normal state in response to all of the following conditions being met; or In response to the failure to meet at least one of the following conditions, the historical behavior state is determined to be an abnormal state; The situations mentioned include: The proportion of AC charging times in the total number of charging times is greater than the threshold for the proportion of times; The percentage of the number of times charging is performed when the initial charging charge is greater than the charge threshold in the total number of charging times is greater than the charging charge number threshold. The average cumulative charge-discharge energy is less than the energy threshold. The battery temperature of the vehicle under operating conditions is within the allowable charging range.

4. The method according to claim 1, characterized in that, In response to the battery state being a normal charging state, the charging request current of the battery is determined based on the type of the charging gun and the historical behavior state of the driving object in the vehicle, including: In response to the battery state being a normal charging state, the type of the charging gun is determined; In response to the fact that the charging gun is a DC charging gun, the current coefficient is determined based on the historical behavior state of the driving object; The charging request current is determined based on the current coefficient.

5. The method according to claim 4, characterized in that, In response to the charging gun being of the DC charging gun type, the current coefficient is determined based on the historical behavior state of the driving object, including: In response to the fact that the charging gun type is the DC charging gun, the historical behavior state of the driving object is determined; In response to the historical behavior state being a normal state, the current coefficient is determined to be a relative capacity coefficient, wherein the relative capacity coefficient is determined by a relative capacity coefficient table; In response to the historical behavior state being an abnormal state, the current coefficient is determined to be the difference between the relative capacity coefficient and the calibrated current value; Determining the charging request current based on the current coefficient includes: multiplying the current coefficient by the allowable charging current of the battery to obtain the charging request current, wherein the allowable charging current is determined by the battery cell charging hash table, which is used to characterize the allowable charging current corresponding to different temperature ranges.

6. The method according to claim 1, characterized in that, In response to the battery state being a normal charging state, based on the charging gun type and the historical behavior state of the driving object in the vehicle, the charging request current and / or the charging cutoff voltage of the battery are determined, including: In response to the battery state being a normal charging state, the type of the charging gun is determined; In response to the fact that the charging gun is an AC charging gun, the charging cut-off voltage of the battery is determined based on the historical behavior of the driving object, and the charging request current is determined based on the maximum output current of the on-board charger in the vehicle.

7. The method according to claim 6, characterized in that, The charging request current is determined based on the maximum output current of the on-board charger in the vehicle, including: The allowable charging current is determined based on the cell charging hash table of the battery. In response to the allowable charging current being greater than the maximum output current, the charging request current is determined to be the maximum output current; or In response to the fact that the allowed charging current is not greater than the maximum output current, the charging request current is determined to be the allowed charging current.

8. The method according to claim 1, characterized in that, The method further includes: In response to the battery voltage being greater than the charging cutoff voltage, the battery is controlled to stop charging and enter a dormant state.

9. A vehicle, characterized in that, A method for charging a battery in a vehicle according to any one of claims 1 to 8.

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