Method and device for preventing overcharging of battery in vehicle, vehicle and storage medium

Abstract

The present invention discloses a method, device, vehicle, and storage medium for preventing overcharging of a battery in a vehicle. Among them, the method includes: obtaining the overcharging power of the battery in the vehicle, where the overcharging power is used to characterize the degree of overcharging of the battery; in response to the overcharging power being less than the overcharging power threshold and the overcharging coefficient of the battery being greater than the overcharging coefficient threshold, controlling the battery to supply power to high-voltage accessories in the vehicle, where the overcharging coefficient is used to characterize the ability of the battery to continue charging after reaching the full charge state; in response to the overcharging power being greater than the overcharging power threshold, reducing the required power of the generator in the vehicle, where the required power is used to characterize the degree of the generator's demand for charging the battery. The present invention solves the technical problem of overcharging of the battery during the driving process of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a method, apparatus, vehicle, and storage medium for preventing overcharging of batteries in a vehicle. Background Technology

[0002] Currently, when a vehicle's battery charging capacity is low, overcharging can occur when the vehicle is decelerating at high speeds by releasing the accelerator. The lower the battery's charging capacity, the greater the load on the vehicle during high-speed driving, and the greater the degree of overcharging when decelerating by releasing the accelerator, which poses a significant threat to battery life and safety.

[0003] Existing solutions aim to indirectly mitigate battery overcharging by limiting the load generated during acceleration when the battery's charging capacity is low, and by calibrating the engine's torque reduction rate. However, these methods have limited effectiveness, only providing temporary relief. When the battery's charging capacity is low, the degree of overcharging remains significant, resulting in overcharging during vehicle operation.

[0004] There is currently no effective solution to the problem of battery overcharging during vehicle operation. Summary of the Invention

[0005] This invention provides a method, apparatus, vehicle, and storage medium for preventing overcharging of batteries in a vehicle, to at least solve the technical problem of battery overcharging during vehicle operation.

[0006] According to one aspect of the present invention, a method for preventing overcharging of a battery in a vehicle is provided. The method may include: acquiring the overcharge power of the battery in the vehicle, wherein the overcharge power is used to characterize the degree of overcharging of the battery; controlling the battery to supply power to high-voltage accessories in the vehicle in response to the overcharge power being less than an overcharge power threshold and the battery's overcharge coefficient being greater than an overcharge coefficient threshold, wherein the overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state; and reducing the demand power of the generator in the vehicle in response to the overcharge power being greater than the overcharge power threshold, wherein the demand power is used to characterize the degree of demand for the generator to charge the battery.

[0007] Optionally, the method further includes: obtaining the operating duration of the high-voltage accessory, wherein the operating duration is used to represent the duration of normal operation of the high-voltage accessory; and controlling the battery to stop supplying power to the high-voltage accessory in response to the operating duration exceeding an operating duration threshold.

[0008] Optionally, the method further includes: obtaining the power consumption of the high-voltage accessory, wherein the power consumption is used to characterize the degree to which the high-voltage accessory consumes the battery's electrical energy; and controlling the battery to stop supplying power to the high-voltage accessory in response to a working time less than a working time threshold and the difference between the battery's overcharge power and the high-voltage accessory's power consumption being less than the battery's overcharge threshold power, wherein the overcharge threshold power is used to characterize the power at which charging to the battery is stopped.

[0009] Optionally, the method further includes: obtaining the response duration of the high-voltage accessory, wherein the response duration is used to represent the time required for the high-voltage accessory to start normal operation; determining that the response duration is less than a working duration threshold, so as to control the battery to supply power to the high-voltage accessory in the vehicle.

[0010] Optionally, in response to an overcharge power exceeding an overcharge power threshold, reducing the power demand of the generator in the vehicle includes: in response to an overcharge power exceeding an overcharge power threshold, controlling the engine in the vehicle to stop operating, thereby reducing the power demand of the generator in the vehicle.

[0011] Optionally, the method further includes: controlling the engine to resume operation in response to the overcharge coefficient being equal to zero.

[0012] Optionally, the method further includes: in response to the engine stopping, sloping the demand torque of the generator to prevent over-discharge of the drive motor in the vehicle; and in response to the engine resuming operation, sloping the demand torque of the engine to prevent over-discharge of the engine.

[0013] According to another aspect of the present invention, an overcharge protection device for a battery in a vehicle is also provided. The device may include: an acquisition unit for acquiring the overcharge power of the battery in the vehicle, wherein the overcharge power characterizes the degree of overcharge of the battery; a first control unit for controlling the battery to supply power to high-voltage accessories in the vehicle in response to the overcharge power being less than an overcharge power threshold and the battery's overcharge coefficient being greater than an overcharge coefficient threshold, wherein the overcharge coefficient characterizes the battery's ability to continue charging after reaching a fully charged state; and a second control unit for reducing the demand power of the generator in the vehicle in response to the overcharge power being greater than the overcharge power threshold, wherein the demand power characterizes the degree of demand for the generator to charge the battery.

[0014] According to another aspect of the present invention, a vehicle is also provided. This vehicle is used to perform the overcharge prevention method for a battery in a vehicle according to the embodiments of the present invention.

[0015] 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 overcharge prevention method for a battery in a vehicle according to the embodiments of the present invention.

[0016] In this embodiment of the invention, the overcharge power of the battery in the vehicle is obtained, wherein the overcharge power is used to characterize the degree of overcharging of the battery; in response to the overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, the battery is controlled to supply power to the high-voltage accessories in the vehicle, wherein the overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state; in response to the overcharge power being greater than the overcharge power threshold, the power demand of the generator in the vehicle is reduced, wherein the power demand is used to represent the degree of demand of the generator to charge the battery. In other words, this embodiment of the invention, by obtaining the battery's overcharge power, and in response to the obtained overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, controls the battery to supply power to the high-voltage accessories in the vehicle, and in response to the obtained overcharge power being greater than the overcharge power threshold, reduces the power demand of the generator in the vehicle, thereby achieving the technical effect of preventing battery overcharging during vehicle driving and solving the technical problem of battery overcharging during vehicle driving. Attached Figure Description

[0017] 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:

[0018] Figure 1 This is a flowchart of a method for preventing overcharging of a battery in a vehicle according to an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of an overcharge protection device for a battery in a vehicle according to an embodiment of the present invention;

[0020] Figure 3(a) is a schematic diagram of the accelerator pedal opening changing from 100% to 0% over time according to an embodiment of the present invention;

[0021] Figure 3(b) is a schematic diagram of the actual torque and engine demand torque of an engine changing over time according to an embodiment of the present invention;

[0022] Figure 3(c) is a schematic diagram of the actual torque and the required torque of a generator changing over time according to an embodiment of the present invention;

[0023] Figure 3(d) is a schematic diagram of the change of the allowable charging power and actual power of a battery over time according to an embodiment of the present invention;

[0024] Figure 3(e) is a schematic diagram of the change of the required power of the drive motor and the actual power of the drive motor over time according to an embodiment of the present invention;

[0025] Figure 4(a) is a schematic diagram of the accelerator pedal opening changing from 100% to 0% over time when the engine fuel is cut off according to an embodiment of the present invention;

[0026] Figure 4(b) is a schematic diagram of the changes in actual engine torque and engine required torque over time when the engine fuel is cut off according to an embodiment of the present invention;

[0027] Figure 4(c) is a schematic diagram of the changes in the actual torque of the generator and the generator's required torque over time when the engine fuel is cut off, according to an embodiment of the present invention.

[0028] Figure 4(d) is a schematic diagram of the change of the allowable charging power and actual power of the battery over time when the engine fuel is cut off according to an embodiment of the present invention.

[0029] Figure 4(e) is a schematic diagram of the change of the required power of the drive motor and the actual power of the drive motor over time when the engine fuel is cut off according to an embodiment of the present invention.

[0030] Figure 5 This is a schematic diagram of an overcharge protection device for a battery in a vehicle according to an embodiment of the present invention. Detailed Implementation

[0031] 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.

[0032] 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.

[0033] Example 1

[0034] According to an embodiment of the present invention, an embodiment of a method for preventing overcharging of 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.

[0035] Figure 1 This is a flowchart of a method for preventing overcharging of a battery in a vehicle according to an embodiment of the present invention, as shown below. Figure 1 As shown, the method may include the following steps:

[0036] Step S102: Obtain the overcharge power of the battery in the vehicle, wherein the overcharge power is used to characterize the degree of overcharging of the battery.

[0037] In the technical solution provided by step S102 of the present invention, the overcharge power of the battery in the vehicle can be obtained. The overcharge power can be used to characterize the degree of overcharging of the battery; a smaller overcharge power indicates a smaller degree of overcharging, and a larger overcharge power indicates a larger degree of overcharging. The overcharge power can be the power required for the battery to continuously supply power after reaching a fully charged state. For example, the overcharge power can be 5 kilowatts. This is only an example and does not impose specific limitations on the magnitude and representation of the overcharge power.

[0038] Step S104: In response to the overcharge power being less than the overcharge power threshold and the battery overcharge coefficient being greater than the overcharge coefficient threshold, control the battery to supply power to the high-voltage accessories in the vehicle. The overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state.

[0039] In the technical solution provided in step S104 of the present invention, the overcharge coefficient of the battery can be obtained, and an overcharge power threshold and an overcharge coefficient threshold can be preset. By obtaining the battery's overcharge power and overcharge coefficient, the obtained overcharge power can be compared with the preset overcharge power threshold, and the obtained overcharge coefficient can also be compared with the preset overcharge coefficient threshold. When the obtained overcharge power is less than the preset overcharge power threshold and the obtained overcharge coefficient is greater than the preset overcharge coefficient threshold, in response to the overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, the battery can be controlled to supply power to the high-voltage accessories in the vehicle. The overcharge coefficient can be used to characterize the battery's ability to continue charging after reaching a fully charged state, and can be represented by μ. The overcharge power threshold can be a preset overcharge power value based on actual conditions; for example, the overcharge power threshold can be 10 kilowatts. This is only an example and does not impose specific limitations on the size and representation of the overcharge power threshold. The overcharge coefficient threshold can be a pre-set overcharge coefficient value based on the actual situation, which can be represented by μ1. The overcharge coefficient threshold must be greater than 0. For example, the overcharge coefficient threshold can be 0.5. This is just an example and no specific restrictions are placed on the size and representation of the overcharge coefficient threshold.

[0040] Optionally, the high-voltage accessory can be an engine-related device in the vehicle, including but not limited to the following: ignition coil, engine control module, intake manifold, fuel injector, oxygen sensor, high-pressure pump, air conditioning compressor, and positive temperature coefficient thermistor (PTC).

[0041] Optionally, when the overcharge coefficient μ = 0, it indicates that the battery is not overcharged; when the overcharge coefficient μ = 1, it indicates that the battery has reached its overcharge capability. The battery's overcharge capability can be defined as the extent and duration by which the actual charging current exceeds the allowable charging current threshold, or as the extent and duration by which the actual charging power exceeds the allowable charging power threshold.

[0042] Optionally, when the acquired overcharge power is less than a preset overcharge power threshold and the acquired overcharge coefficient is greater than a preset overcharge coefficient threshold, in response to the overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, a high-voltage accessory can be used to dissipate the battery's overcharge power. When both the vehicle's cooling and heating systems are functioning correctly, the air conditioning compressor and the water-cooled PTC (Power Transmission Control Unit) can be used for temporary power dissipation during battery overcharging. The air conditioning compressor needs to monitor the evaporator and surrounding area for frost in real time. The water-cooled PTC needs to be kept constantly on and its temperature, as well as the temperature around the PTC and water circuit, needs to be monitored in real time to prevent overheating.

[0043] For example, the overcharge power threshold is preset to 10 kW, and the overcharge coefficient threshold μ1 is 0.5. If the battery's overcharge power is found to be 5 kW and the battery's overcharge coefficient μ is 0.6, it can be determined that the overcharge power of 5 kW is less than the overcharge power threshold of 10 kW, and the overcharge coefficient μ of 0.6 is greater than the overcharge coefficient threshold μ1 of 0.5. In response to the overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, the battery can be controlled to supply power to the vehicle's air conditioning compressor and water heating PTC (Power Transmission Control Unit), two high-voltage accessories.

[0044] Step S106: In response to the overcharge power being greater than the overcharge power threshold, the demand power of the generator in the vehicle is reduced, wherein the demand power is used to characterize the degree of demand of the generator to charge the battery.

[0045] In the technical solution provided in step S106 of the present invention, the obtained overcharge power of the battery can be compared with a preset overcharge power threshold. When the obtained overcharge power is greater than the preset overcharge power threshold, in response to the overcharge power being greater than the overcharge power threshold, the power demand of the generator in the vehicle can be reduced. The power demand can characterize the degree of demand for the generator to charge the battery, can represent the energy consumed by the generator to output to the load after absorbing energy from the input and incurring losses during operation, and can be the power required for the generator to output electrical energy. For example, the power demand can be 3 kilowatts; this is merely an example and no specific limitation is made on the magnitude and representation of the power demand.

[0046] Optionally, when the overcharge power exceeds the overcharge power threshold, the Vehicle Control Unit (VCU) can send a fuel cut-off request to the Engine Management System (EMS). Upon receiving the fuel cut-off request from the VCU, the EMS controls the engine to immediately stop fuel injection. After the engine fuel is cut off, the generator's required power decreases from the sum of the engine's power before fuel cut-off and the generator's speed regulation power to the sum of the engine's power after fuel cut-off and the generator's speed regulation power. The generator's speed regulation power can be a pre-set reserved power, for example, 1 kilowatt. This is only an example and no specific limitations are placed on the magnitude or representation of the speed regulation power.

[0047] For example, if the overcharge power threshold is preset to 10 kW, the battery overcharge power can be obtained as 12 kW. It can be determined that the overcharge power of 12 kW is greater than the overcharge power threshold of 10 kW. In response to the overcharge power being greater than the overcharge power threshold, the power demand of the generator in the vehicle can be reduced.

[0048] In steps S102 to S106 of the present invention, the overcharge power of the battery in the vehicle is obtained, wherein the overcharge power is used to characterize the degree of overcharging of the battery; in response to the overcharge power being less than the overcharge power threshold and the overcharge coefficient of the battery being greater than the overcharge coefficient threshold, the battery is controlled to supply power to the high-voltage accessories in the vehicle, wherein the overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state; in response to the overcharge power being greater than the overcharge power threshold, the power demand of the generator in the vehicle is reduced, wherein the power demand is used to characterize the degree of demand of the generator to charge the battery. In other words, by obtaining the battery's overcharge power, and in response to the obtained overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, the battery is controlled to supply power to the high-voltage accessories in the vehicle; and in response to the obtained overcharge power being greater than the overcharge power threshold, the power demand of the generator in the vehicle is reduced, thereby achieving the technical effect of preventing battery overcharging during vehicle driving and solving the technical problem of battery overcharging during vehicle driving.

[0049] The method described in this embodiment will be further described below.

[0050] As an optional embodiment, the method further includes: obtaining the operating duration of the high-voltage accessory, wherein the operating duration is used to represent the duration of normal operation of the high-voltage accessory; and controlling the battery to stop supplying power to the high-voltage accessory in response to the operating duration exceeding an operating duration threshold.

[0051] In this embodiment, the operating time of the high-voltage accessory can be acquired, and a pre-set operating time threshold can be configured. The acquired operating time of the high-voltage accessory can be compared with the pre-set operating time threshold. When the acquired operating time exceeds the pre-set operating time threshold, the battery can be controlled to stop supplying power to the high-voltage accessory. The operating time can represent the duration of normal operation of the high-voltage accessory, and can be represented by T. For example, the operating time can be 1 second; this is merely an example and no specific limitation is made on the magnitude or representation of the operating time. The operating time threshold can be a pre-set operating time value based on actual conditions, and can be represented by T1. For example, the operating time threshold can be 0.5 seconds; this is merely an example and no specific limitation is made on the magnitude or representation of the operating time threshold.

[0052] Optionally, the preset operating time threshold T1 needs to be greater than the time of the engine torque delay drop segment, and less than the time limit for the air conditioning compressor or water heating PTC to be briefly turned on.

[0053] For example, when the engine torque delay period is 0.35 seconds and the air conditioning compressor or water heating PTC is allowed to be turned on briefly for 1 second, the preset working duration threshold T1 needs to be greater than 0.35 seconds and less than 1 second. The preset working duration threshold T1 can be 0.5 seconds.

[0054] For another example, if the working time threshold T1 is preset to 0.5 seconds, the working time T of the high-voltage accessory can be obtained as 1 second. By obtaining the working time T as 1 second, it can be determined that the working time T is greater than the working time threshold T1. In response to the working time T being greater than the working time threshold T1, the battery is controlled to stop supplying power to the high-voltage accessory, which requires turning off the air conditioning compressor and the water heating PTC.

[0055] As an optional embodiment, the method further includes: obtaining the power consumption of the high-voltage accessory, wherein the power consumption is used to characterize the degree to which the high-voltage accessory consumes the battery's electrical energy; and controlling the battery to stop supplying power to the high-voltage accessory in response to a working time less than a working time threshold and the difference between the battery's overcharge power and the high-voltage accessory's power consumption being less than the battery's overcharge threshold power, wherein the overcharge threshold power is used to characterize the power at which charging the battery is stopped.

[0056] In this embodiment, the power consumption of the high-voltage accessory and the overcharge threshold power of the battery can be obtained. The obtained operating time of the high-voltage accessory can be compared with a preset operating time threshold. The difference between the obtained battery overcharge power and the high-voltage accessory's power consumption, and the obtained battery overcharge threshold power, can be compared with the obtained battery overcharge threshold power, based on the obtained battery overcharge power, the power consumption of the high-voltage accessory, and the battery overcharge threshold power. When the obtained operating time of the high-voltage accessory is less than the preset operating time threshold, and the difference between the obtained battery overcharge power and the high-voltage accessory's power consumption is less than the battery overcharge threshold power, in response to the operating time being less than the operating time threshold and the difference between the battery overcharge power and the high-voltage accessory's power consumption being less than the battery overcharge threshold power, the battery can be controlled to stop supplying power to the high-voltage accessory. The power consumption can be used to characterize the degree to which the high-voltage accessory consumes the battery's electrical energy. For example, the power consumption can be 6 kW, and the range of power consumption can be between 5 kW and 10 kW. This is only an example and no specific limitation is made on the magnitude and representation of the power consumption. The overcharge threshold power can be used to characterize the power at which charging to the battery stops. For example, the overcharge threshold power can be 2 kilowatts. This is just an example and does not impose any specific restrictions on the size and representation of the overcharge threshold power.

[0057] Optionally, a delay time threshold, denoted as T2, can be preset based on the delay caused by fluctuations in the battery's overcharge power and the high-voltage accessory's power consumption. This delay time threshold T2 must be greater than 0 and less than the operating time threshold T1. When the operating time T is less than the operating time threshold T1 and greater than the delay time threshold T2, if the overcharge coefficient μ = 0, and the difference between the battery's overcharge power and the high-voltage accessory's power consumption is less than the difference between the battery's overcharge threshold power and the slack power, then the battery can be controlled to stop supplying power to the high-voltage accessory. The slack power can be a preset power level to prevent the battery's overcharge power from exceeding the battery's overcharge threshold power. For example, the slack power could be 0.5 kW; this is merely an example, and no specific limitations are placed on the magnitude or representation of the slack power.

[0058] For example, a preset working duration threshold T1 is set to 0.5 seconds, and a delayed working duration threshold T2 is set to 0.3 seconds. The working duration T of the high-voltage accessory can be obtained as 0.4 seconds. Based on this, it can be determined that the working duration T is less than the working duration threshold T1 and greater than the delayed working duration threshold T2. When the working duration T is less than the working duration threshold T1 and greater than the delayed working duration threshold T2, if the overcharge coefficient μ = 0, and the difference between the battery's overcharge power and the high-voltage accessory's power consumption is less than the difference between the battery's overcharge threshold power and the hysteresis power, then the air conditioning compressor and the water heating PTC can be shut off before the working duration threshold T1 reaches 0.5 seconds.

[0059] As an optional embodiment, the method further includes: obtaining the response duration of the high-voltage accessory, wherein the response duration is used to represent the duration required for the high-voltage accessory to begin normal operation; determining that the response duration is less than a working duration threshold, so as to control the battery to supply power to the high-voltage accessory in the vehicle.

[0060] In this embodiment, the response time of the high-voltage accessory can be obtained. By determining the response time of the high-voltage accessory, it can be determined that the obtained response time is less than the working time threshold, thereby achieving the purpose of controlling the battery to supply power to the high-voltage accessory in the vehicle. The response time can be used to represent the time required for the high-voltage accessory to start normal operation; for example, the response time can be 40 milliseconds. This is only an example and no specific limitations are made on the size and representation of the response time.

[0061] Optionally, the battery overcharge condition can be the condition of decelerating at high speed and under heavy load when the battery has a low charging capacity. Under the battery overcharge condition, there is a delay in the reduction of engine torque; for example, this delay can be 0.3 seconds to 0.35 seconds. This is only an example and does not impose a specific limit on the range of the delay. Because of this delay in engine torque reduction, the response time of the high-voltage accessories needs to be very short, typically an order of magnitude smaller than the operating time threshold; for example, the response time can be 40 milliseconds.

[0062] For example, if the operating time threshold T1 is preset to 0.5 seconds and the response time of the high-voltage accessory is 40 milliseconds, it can be determined that the response time of the acquired high-voltage accessory is less than the operating time threshold T1. When the response time of the acquired high-voltage accessory is less than the operating time threshold T1, the purpose of using the high-voltage accessory to consume the overcharge power of the battery can be achieved.

[0063] As an optional embodiment, step S106, in response to the overcharge power being greater than the overcharge power threshold, reduces the power demand of the generator in the vehicle, including: in response to the overcharge power being greater than the overcharge power threshold, controlling the engine in the vehicle to stop running, so as to reduce the power demand of the generator in the vehicle.

[0064] In this embodiment, the acquired overcharge power of the battery can be compared with a preset overcharge power threshold. When the acquired overcharge power exceeds the preset overcharge power threshold, the engine in the vehicle can be controlled to stop running in response to the overcharge power exceeding the threshold, thereby reducing the power demand of the generator in the vehicle.

[0065] Optionally, when the overcharge power exceeds the overcharge power threshold, the VCU sends a fuel cut-off request to the EMS. Upon receiving the fuel cut-off request from the VCU, the EMS can control the engine to immediately stop fuel injection, meaning it can control the engine to stop running. When the engine stops running, the power demand of the generator in the vehicle can be reduced.

[0066] As an optional embodiment, the method further includes: controlling the engine to resume operation in response to the overcharge coefficient being equal to zero.

[0067] In this embodiment, the overcharge coefficient of the battery can be obtained. When the obtained overcharge coefficient is equal to zero, the engine can be controlled to resume operation in response to the overcharge coefficient being equal to zero.

[0068] Optionally, when the obtained overcharge coefficient μ = 0, in response to the overcharge coefficient μ = 0, the engine can be controlled to resume fuel supply, that is, the engine can be controlled to resume operation without the need for time delay confirmation.

[0069] As an alternative embodiment, in response to the engine stopping, the required torque of the generator is sloped to prevent over-discharge of the drive motor in the vehicle; in response to the engine resuming operation, the required torque of the engine is sloped to prevent over-discharge of the engine.

[0070] In this embodiment, when the engine stops, the required torque of the generator can be ramped up to prevent over-discharge of the drive motor in the vehicle. When the engine resumes operation, the required torque of the engine can be ramped up to prevent over-discharge of the engine. Over-discharge of the drive motor can occur when, during vehicle operation, the regenerative braking system causes the battery to continue charging beyond its full charge capacity, leading to battery performance degradation and shortened lifespan. Over-discharge of the engine can occur when the fuel supply to the vehicle or other mechanical equipment exceeds the actual required supply, resulting in increased fuel consumption and emissions.

[0071] Optionally, when the acquired overcharge power exceeds a preset overcharge power threshold, the VCU sends a fuel cut-off request to the EMS. Upon receiving the fuel cut-off request from the VCU, the EMS immediately stops fuel injection. After the engine fuel is cut off, the generator's required power decreases from the sum of the engine's power before fuel cut-off and the generator's speed-regulating power to the sum of the engine's power after fuel cut-off and the generator's speed-regulating power. Simultaneously, the generator's required torque is ramped. The ramp slope is calibrated to match the decrease slope of the drive motor torque after releasing the throttle; that is, the decrease slope of the drive motor torque is obtained through drivability calibration. The purpose of ramp matching is to prevent drive motor over-discharge while addressing battery overcharging. The goal of ramp matching is to control the rate of decrease of the generator's required power and the drive motor's required power, keeping them as consistent as possible without over-discharge.

[0072] Optionally, when the obtained overcharge coefficient μ = 0, the engine can be controlled to resume fuel supply without a time delay confirmation. The engine's required torque after fuel supply resumption needs to be ramped starting from the fuel cut-off torque. For example, the fuel cut-off torque can be 25 Nm. This is just an example and does not impose specific limitations on the magnitude or representation of the fuel cut-off torque. The ramp slope should be as wide as possible while ensuring the engine torque zero-crossing impact, ensuring rapid climb and avoiding power lag and over-release issues when accelerating again after releasing the throttle.

[0073] This embodiment obtains the overcharge power of the battery in the vehicle, where the overcharge power characterizes the degree of overcharging. In response to the overcharge power being less than an overcharge power threshold and the battery's overcharge coefficient being greater than an overcharge coefficient threshold, the battery is controlled to supply power to high-voltage accessories in the vehicle, where the overcharge coefficient characterizes the battery's ability to continue charging after reaching a fully charged state. In response to the overcharge power being greater than an overcharge power threshold, the power demand of the generator in the vehicle is reduced, where the power demand characterizes the degree of need for the generator to charge the battery. In other words, this embodiment of the invention obtains the battery's overcharge power, and in response to the obtained overcharge power being less than an overcharge power threshold and the battery's overcharge coefficient being greater than an overcharge coefficient threshold, controls the battery to supply power to high-voltage accessories in the vehicle; and in response to the obtained overcharge power being greater than an overcharge power threshold, reduces the power demand of the generator in the vehicle, thereby achieving the technical effect of preventing battery overcharging during vehicle operation and solving the technical problem of battery overcharging during vehicle operation.

[0074] Example 2

[0075] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0076] Currently, when a vehicle's battery has a low charging capacity, overcharging can occur during high-speed deceleration under heavy loads. The lower the battery's charging capacity, the greater the load generated during high-speed driving, and the greater the overcharging during deceleration, which poses a significant threat to battery life and safety. Existing solutions include limiting the load generated during acceleration and indirectly mitigating the over-discharge problem under these conditions by calibrating the engine's torque reduction rate. However, these methods have limited effectiveness, only providing temporary relief. When the battery's charging capacity is low, the overcharging degree remains significant, limiting the vehicle's power response and placing high demands on engine torque calibration, thus leading to the problem of battery overcharging during vehicle operation.

[0077] To address the aforementioned issues, a control method, terminal, and medium for preventing battery overcharging in hybrid vehicles at low temperatures are proposed. This method acquires the battery charging power limit, calculates the generator torque limit based on the battery charging power limit, determines the engine torque limit based on the generator torque limit, and sends a corresponding engine torque command to the engine controller based on the engine torque limit. It then acquires the real-time engine torque, determines the generator speed based on the real-time torque, and sends a corresponding generator speed command to the generator controller based on the generator speed to control the real-time generator speed within the determined range. In other words, this method limits the generator's output power by limiting the generator torque, improving the traditional generator speed control mode to a speed control plus torque limiting mode. This ensures that the battery does not overcharge when the driver releases the accelerator pedal, solving the problem of battery overcharging in hybrid vehicles at low temperatures. However, this method has the potential for engine runaway when the accelerator is released.

[0078] A hybrid electric vehicle power generation control method, device, and hybrid electric vehicle are also proposed. This method receives the charging current and charging voltage of the power battery, calculates the actual charging power of the power battery based on the charging current and charging voltage, and shuts off the motor if the actual charging power of the power battery meets preset conditions. In other words, this method safely monitors the actual charging power of the power battery. When the actual charging power of the power battery exceeds the maximum allowable charging power of the power battery, and if the actual charging power of the power battery meets the motor shutdown conditions, the motor is shut off to stop the motor from working. This effectively avoids overcharging of the power battery caused by vehicle controller or motor failure, thereby reducing risk and ensuring driver safety. However, this method only solves overcharging under fault conditions, and therefore cannot solve the overcharging problem caused by low-temperature driving.

[0079] A power balance control method, computer equipment, and storage medium for hybrid electric vehicles are also proposed. This method calculates overcharge power based on the battery's allowable charging power, allowable charging current, and allowable charging voltage. It also calculates the residual overcharge power, the maximum generator capacity, and the generator capacity limit. In other words, this method can balance the power deviation of the power system and meet the requirements of battery overcharging and over-discharging under special operating conditions, extending battery life and improving driving safety. However, when dealing with overcharging caused by releasing the accelerator, the method's overcharging prevention effect is not ideal due to the transmission delay of torque or speed demand.

[0080] This embodiment proposes a method for preventing overcharging of batteries in vehicles. This method reduces the degree of battery overcharging to within the allowable range of the battery while ensuring the power response and driving experience during driving. This achieves the technical effect of preventing battery overcharging during vehicle driving and solves the technical problem of battery overcharging during vehicle driving.

[0081] In this embodiment of the invention, the overcharge capability of the battery can be defined as the extent and duration by which the actual charging current exceeds the allowable charging current threshold, and also as the extent and duration by which the actual charging power exceeds the allowable charging power threshold. When the overcharge coefficient μ = 0, it indicates that the battery is not overcharged; when the overcharge coefficient μ = 1, it indicates that the battery has reached its overcharge capability. The overcharge power of the battery in the vehicle and the overcharge coefficient μ can be obtained, and overcharge power threshold and overcharge coefficient threshold μ1 can be preset. When the obtained overcharge power is less than the preset overcharge power threshold and the obtained overcharge coefficient μ is greater than the preset overcharge coefficient threshold μ1, in response to the overcharge power being less than the overcharge power threshold and the battery overcharge coefficient μ being greater than the overcharge coefficient threshold μ1, the battery can be controlled to supply power to the high-voltage accessories in the vehicle. That is, the high-voltage accessories can be used to consume the battery's overcharge power. When the vehicle's refrigeration and heating systems are both functioning properly, the air conditioning compressor and the water heating PTC (Power Transmission Control Unit) can be used as two high-voltage accessories to temporarily consume power during battery overcharging. The air conditioning compressor needs to monitor the evaporator and surrounding frosting conditions in real time. The PTC in the water heating system needs to be kept on continuously, and the temperature of the PTC itself and the surrounding water circuit needs to be monitored in real time to prevent overheating.

[0082] This embodiment can obtain the operating duration T of the high-voltage accessory and can preset an operating duration threshold T1. The preset operating duration threshold T1 needs to be greater than the time of the engine torque delay drop segment and less than the time limit for the brief operation of the air conditioning compressor or water heating PTC. When the obtained operating duration T is greater than the preset operating duration threshold T1, in response to the operating duration T being greater than the operating duration threshold T1, the battery can be controlled to stop supplying power to the high-voltage accessory, and the air conditioning compressor and water heating PTC can be turned off.

[0083] This embodiment can obtain the power consumption of the high-voltage accessory, which can range from 5 kW to 10 kW. A delay operating time threshold T2 can be set in advance based on the delay to prevent overcharging of the battery and fluctuations in the power consumption of the high-voltage accessory. The delay operating time threshold T2 needs to be greater than 0 and less than the operating time threshold T1. When the operating time T is less than the operating time threshold T1 and greater than the delay operating time threshold T2, if the overcharge coefficient μ = 0, and the difference between the battery's overcharge power and the high-voltage accessory's power consumption is less than the difference between the battery's overcharge threshold power and the hysteresis power, then the air conditioning compressor and the water heating PTC can be shut down before the operating time threshold T1.

[0084] The battery overcharge condition can be defined as the situation when the battery has a low charging capacity and the vehicle is decelerating at high speed and under heavy load. Under this condition, there is a delay in the reduction of engine torque, requiring a very short response time for the high-voltage accessories. The response time is typically an order of magnitude smaller than the operating time threshold T1. Based on calibration experience, a response time of less than 50 milliseconds is acceptable, and 40 milliseconds is a reasonable estimate. Due to the brief and rapid activation of the high-voltage accessories, the inrush current required to consume power from the accessories must meet design specifications.

[0085] When the acquired overcharge power exceeds a preset overcharge power threshold, the VCU sends a fuel cut-off request to the EMS. Upon receiving the request, the EMS immediately stops fuel injection. After fuel cut-off, the generator's power demand decreases from the sum of the engine's power before fuel cut-off and the generator's speed-regulating power to the sum of the engine's power after fuel cut-off and the generator's speed-regulating power. Simultaneously, the generator's torque demand is ramped. The ramp rate is calibrated to match the rate of decrease in drive motor torque after releasing the throttle; that is, the rate of decrease in drive motor torque is obtained through drivability calibration. The purpose of ramp matching is to prevent drive motor over-discharge while addressing battery overcharging. The goal of ramp matching is to control the rate of decrease in generator power demand and drive motor power demand, keeping them as consistent as possible without over-discharge.

[0086] When the obtained overcharge coefficient μ = 0, the engine can be controlled to resume fuel supply without any time delay confirmation. The engine's required torque after fuel supply resumption needs to be ramped up from the fuel cut-off torque. For example, the fuel cut-off torque can be 25 Nm. This is just an example and does not impose specific limitations on the magnitude or representation of the fuel cut-off torque. The ramp slope should be as wide as possible while ensuring the engine torque reaches zero impact, ensuring rapid climb and avoiding power lag and over-release issues when accelerating again after releasing the throttle.

[0087] Figure 2 This is a schematic diagram of an overcharge protection device for a vehicle battery according to an embodiment of the present invention, as shown below. Figure 2As shown, the overcharge protection device for the vehicle's battery includes a clutch 201, an engine 202, a generator 203, a power battery 204, a drive motor 205, and a coupler 206. The clutch allows for smooth engagement or temporary disengagement of the power from the engine 202 with the transmission, facilitating driver operations such as starting, stopping, and shifting gears. The engine 202 is connected to the generator 203, which in turn is connected to the power battery 204. When the engine 202 is not running, the power battery 204 supplies power to the vehicle's electrical equipment. When the engine 202 is running, the generator 203 supplies power to the vehicle's electrical equipment and simultaneously charges the power battery 204, replenishing its energy. The power battery 204 is connected to the drive motor 205, which drives the movement of equipment within the vehicle and draws power from the power battery 204 via a high-voltage cable. The coupler 206 may include a clutch 201, which can be used to connect the vehicle's power output to the engine 202, enabling the vehicle to start smoothly and reducing impact.

[0088] Figure 3(a) is a schematic diagram of the accelerator pedal opening changing from 100% to 0% over time according to an embodiment of the present invention. Figure 3(b) is a schematic diagram of the actual engine torque and the engine demand torque changing over time according to an embodiment of the present invention, wherein the curve of the actual engine torque changing over time is represented by a solid line, and the curve of the engine demand torque changing over time is represented by a dashed line. Figure 3(c) is a schematic diagram of the actual generator torque and the generator demand torque changing over time according to an embodiment of the present invention, wherein the curve of the actual generator torque changing over time is represented by a solid line, and the curve of the generator demand torque changing over time is represented by a dashed line. Figure 3(d) is a schematic diagram of the allowable battery charging power and the actual battery power changing over time according to an embodiment of the present invention, wherein the curve of the allowable battery charging power changing over time is represented by a dashed line, and the curve of the actual battery power changing over time is represented by a solid line. Figure 3(e) is a schematic diagram of the demand power of a drive motor and the actual power of a drive motor changing over time according to an embodiment of the present invention, wherein the curves of the demand power of the drive motor changing over time and the curves of the actual power of the drive motor changing over time coincide.

[0089] Figure 4(a) is a schematic diagram showing the change of accelerator pedal opening from 100% to 0% over time when the engine fuel is cut off, according to an embodiment of the present invention. Figure 4(b) is a schematic diagram showing the changes of actual engine torque and engine required torque over time when the engine fuel is cut off, according to an embodiment of the present invention, wherein the curve of actual engine torque changing over time is represented by a solid line, and the curve of engine required torque changing over time is represented by a dashed line. Figure 4(c) is a schematic diagram showing the changes of actual generator torque and generator required torque over time when the engine fuel is cut off, according to an embodiment of the present invention, wherein the curve of actual generator torque changing over time is represented by a solid line, and the curve of generator required torque changing over time is represented by a dashed line. Figure 4(d) is a schematic diagram showing the changes of allowable battery charging power and actual battery power over time when the engine fuel is cut off, according to an embodiment of the present invention, wherein the curve of allowable battery charging power changing over time is represented by a dashed line, and the curve of actual battery power changing over time is represented by a solid line. Figure 4(e) is a schematic diagram of the changes in the required power of the drive motor and the actual power of the drive motor over time when the engine fuel is cut off according to an embodiment of the present invention, wherein the curves of the required power of the drive motor over time and the curves of the actual power of the drive motor over time coincide.

[0090] This embodiment obtains the overcharge power of the battery in the vehicle, where the overcharge power characterizes the degree of overcharging. In response to the overcharge power being less than an overcharge power threshold and the battery's overcharge coefficient being greater than an overcharge coefficient threshold, the battery is controlled to supply power to high-voltage accessories in the vehicle, where the overcharge coefficient characterizes the battery's ability to continue charging after reaching a fully charged state. In response to the overcharge power being greater than an overcharge power threshold, the power demand of the generator in the vehicle is reduced, where the power demand characterizes the degree of need for the generator to charge the battery. In other words, this embodiment of the invention obtains the battery's overcharge power, and in response to the obtained overcharge power being less than an overcharge power threshold and the battery's overcharge coefficient being greater than an overcharge coefficient threshold, controls the battery to supply power to high-voltage accessories in the vehicle; and in response to the obtained overcharge power being greater than an overcharge power threshold, reduces the power demand of the generator in the vehicle, thereby achieving the technical effect of preventing battery overcharging during vehicle operation and solving the technical problem of battery overcharging during vehicle operation.

[0091] Example 3

[0092] According to an embodiment of the present invention, an overcharge protection device for a battery in a vehicle is also provided. It should be noted that this overcharge protection device for a battery in a vehicle can be used to execute the overcharge protection method for a battery in a vehicle described in Embodiment 1.

[0093] Figure 5 This is a schematic diagram of an overcharge protection device for a battery in a vehicle according to an embodiment of the present invention, as shown below. Figure 5As shown, the overcharge protection device 500 for the battery in the vehicle may include: an acquisition unit 502, a first control unit 504, and a second control unit 506.

[0094] The acquisition unit 502 is used to acquire the overcharge power of the battery in the vehicle, wherein the overcharge power is used to characterize the degree of overcharging of the battery.

[0095] The first control unit 504 is used to control the battery to supply power to the high-voltage accessories in the vehicle in response to the overcharge power being less than the overcharge power threshold and the battery overcharge coefficient being greater than the overcharge coefficient threshold. The overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state.

[0096] The second control unit 506 is used to reduce the demand power of the generator in the vehicle in response to the overcharge power being greater than the overcharge power threshold, wherein the demand power is used to characterize the degree of demand of the generator to charge the battery.

[0097] Optionally, the device further includes: a first acquisition unit for acquiring the operating time of the high-voltage accessory, wherein the operating time is used to represent the duration of normal operation of the high-voltage accessory; and a third control unit for controlling the battery to stop supplying power to the high-voltage accessory in response to the operating time exceeding a working time threshold.

[0098] Optionally, the device further includes: a second acquisition unit for acquiring the power consumption of the high-voltage accessory, wherein the power consumption is used to characterize the degree to which the high-voltage accessory consumes the battery's electrical energy; and a fourth control unit for controlling the battery to stop supplying power to the high-voltage accessory in response to a working time less than a working time threshold and the difference between the battery's overcharge power and the high-voltage accessory's power consumption being less than the battery's overcharge threshold power, wherein the overcharge threshold power is used to characterize the power at which charging the battery is stopped.

[0099] Optionally, the device further includes: a third acquisition unit for acquiring the response duration of the high-voltage accessory, wherein the response duration is used to represent the duration required for the high-voltage accessory to begin normal operation; and a determination unit for determining that the response duration is less than a working duration threshold, so as to control the battery to supply power to the high-voltage accessory in the vehicle.

[0100] Optionally, the second control unit 506 includes a control module for controlling the engine in the vehicle to stop operating in response to an overcharge power exceeding an overcharge power threshold, thereby reducing the power demand of the generator in the vehicle.

[0101] Optionally, the device further includes a fifth control unit for controlling the engine to resume operation in response to an overcharge coefficient of zero.

[0102] Optionally, the device further includes: a first processing unit for slope processing of the generator's required torque in response to the engine stopping to prevent over-discharge of the drive motor in the vehicle; and a second processing unit for slope processing of the engine's required torque in response to the engine resuming operation to prevent over-discharge of the engine.

[0103] In this embodiment of the invention, the overcharge power of the battery in the vehicle is acquired by the acquisition unit 502, wherein the overcharge power is used to characterize the degree of overcharging of the battery. The first control unit 504, in response to the overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, controls the battery to supply power to the high-voltage accessories in the vehicle. The overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state. The second control unit 506, in response to the overcharge power being greater than the overcharge power threshold, reduces the power demand of the generator in the vehicle. The power demand is used to characterize the degree of demand of the generator to charge the battery. In other words, this embodiment of the invention, by acquiring the battery's overcharge power, controlling the battery to supply power to the high-voltage accessories in the vehicle in response to the acquired overcharge power being less than the overcharge power threshold and the battery's overcharge coefficient being greater than the overcharge coefficient threshold, and reducing the power demand of the generator in the vehicle in response to the acquired overcharge power being greater than the overcharge power threshold, achieves the technical effect of preventing battery overcharging during vehicle operation and solves the technical problem of battery overcharging during vehicle operation.

[0104] Example 4

[0105] According to an embodiment of the present invention, a vehicle is also provided for performing the overcharge protection method for the battery in any of the vehicles in Embodiment 1.

[0106] Example 5

[0107] 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 overcharge prevention method for a battery in a vehicle as described in Embodiment 1.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, 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.

[0114] 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 preventing overcharging of a battery in a vehicle, characterized in that, include: The overcharge power of the battery in the vehicle is obtained, wherein the overcharge power is used to characterize the degree of overcharging of the battery; In response to the overcharge power being less than the overcharge power threshold and the overcharge coefficient of the battery being greater than the overcharge coefficient threshold, the battery is controlled to supply power to the high-voltage accessories in the vehicle, wherein the overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state; In response to the overcharge power exceeding the overcharge power threshold, the required power of the generator in the vehicle is reduced, wherein the required power is used to characterize the degree of need for the generator to charge the battery; Wherein, in response to the overcharge power being greater than the overcharge power threshold, reducing the power demand of the generator in the vehicle includes: in response to the overcharge power being greater than the overcharge power threshold, controlling the engine in the vehicle to stop running, so as to reduce the power demand of the generator in the vehicle; The method further includes: in response to the engine stopping, sloping the required torque of the generator to prevent over-discharge of the drive motor in the vehicle; and in response to the engine resuming operation, sloping the required torque of the engine to prevent over-discharge of the engine.

2. The method according to claim 1, characterized in that, The method further includes: The working time of the high-voltage accessory is obtained, wherein the working time is used to represent the duration of normal operation of the high-voltage accessory; In response to the operating time exceeding the operating time threshold, the battery is controlled to stop supplying power to the high-voltage accessory.

3. The method according to claim 2, characterized in that, The method further includes: The power consumption of the high-voltage accessory is obtained, wherein the power consumption is used to characterize the extent to which the high-voltage accessory consumes the electrical energy of the battery; In response to the working time being less than the working time threshold, and the difference between the overcharge power of the battery and the power consumed by the high-voltage accessory being less than the overcharge threshold power of the battery, the battery is controlled to stop supplying power to the high-voltage accessory, wherein the overcharge threshold power is used to characterize the power at which charging of the battery is stopped.

4. The method according to claim 2, characterized in that, The method further includes: The response time of the high-voltage accessory is obtained, wherein the response time is used to represent the time required for the high-voltage accessory to start normal operation; The response time is determined to be less than the operating time threshold in order to control the battery to supply power to the high-voltage accessories in the vehicle.

5. The method according to claim 1, characterized in that, The method further includes: In response to the overcharge coefficient being equal to zero, the engine is controlled to resume operation.

6. An overcharge protection device for a vehicle battery, characterized in that, include: An acquisition unit is used to acquire the overcharge power of the battery in the vehicle, wherein the overcharge power is used to characterize the degree of overcharging of the battery; A first control unit is configured to control the battery to supply power to the high-voltage accessories in the vehicle in response to the overcharge power being less than an overcharge power threshold and the overcharge coefficient of the battery being greater than an overcharge coefficient threshold, wherein the overcharge coefficient is used to characterize the battery's ability to continue charging after reaching a fully charged state. The second control unit is configured to reduce the demand power of the generator in the vehicle in response to the overcharge power being greater than the overcharge power threshold, wherein the demand power is used to characterize the degree of demand of the generator to charge the battery; The second control unit is also configured to control the engine in the vehicle to stop operating in response to the overcharge power being greater than the overcharge power threshold, so as to reduce the power demand of the generator in the vehicle; The second control unit is further configured to, in response to the engine stopping, perform slope processing on the demand torque of the generator to prevent over-discharge of the drive motor in the vehicle; and in response to the engine resuming operation, perform slope processing on the demand torque of the engine to prevent over-discharge of the engine.

7. A vehicle, characterized in that, The method for preventing overcharging of a battery in a vehicle as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program executes the overcharge prevention method for a battery in a vehicle according to any one of claims 1 to 5.

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