Vehicle battery state-of-charge correction method, device and equipment and storage medium

Abstract

The invention discloses a method, a device and equipment for correcting the state of charge of a vehicle battery, and a storage medium. The method comprises the following steps: acquiring the number of vehicle charging and discharging cycles accumulated from the last SOC correction to the current time period of the vehicle battery; in response to the fact that the vehicle charge-discharge cycle number is larger than a cycle number threshold value, the actual voltage of a vehicle battery is obtained; and in response to the fact that the actual voltage is smaller than the full-charge cut-off voltage, starting an engine and a generator to charge a vehicle battery, and ending charging until the actual voltage of the vehicle battery reaches the full-charge cut-off voltage. According to the method, under the state of not depending on external equipment, when the vehicle charging and discharging cycle index is larger than the cycle index threshold value and the actual voltage of the vehicle battery is smaller than the full-charge cutoff voltage, the transmitter and the generator are started to charge the vehicle battery, the battery voltage leaves the platform area, and full-charge correction is completed; and the whole vehicle anchoring risk caused by the SOC deviation of the battery is effectively reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a method, device, equipment and storage medium for correcting the state of charge of a vehicle battery. Background Art

[0002] Battery SOC (State of Charge) is a key indicator for measuring the remaining capacity of the battery and plays a vital role in the field of new energy electric vehicles. It is directly related to the vehicle's mileage that users can know, thus providing an important basis for users to make scientific and reasonable trip planning. Therefore, ensuring accurate and efficient correction of battery SOC is of great significance in preventing the risk of vehicle power breakdown during driving due to incorrect power estimation.

[0003] Currently, there are two main methods commonly used in the industry to correct the SOC of vehicle batteries: one is based on the open circuit voltage (OCV) method, and the other is correction through the full charging process. However, both methods have certain limitations in practical applications. Especially for lithium iron phosphate batteries, due to their unique platform area characteristics, it is relatively difficult to trigger the SOC correction condition. This means that during long-term use, the SOC estimation error may gradually accumulate, eventually causing the vehicle to break down due to insufficient power during driving.

[0004] To address this problem, a strategy commonly adopted by vehicle manufacturers is to remind users to fully charge their vehicles regularly in order to correct the SOC estimation through a complete charging process. However, this method is not only limited by user driving habits and charging conditions, but also highly dependent on the availability of external charging piles. Users may not be able to fully charge in time for various reasons, or may not be able to complete the correction process smoothly due to problems such as uneven distribution of charging piles and low charging efficiency.

[0005] Therefore, how to fully meet the accuracy and real-time requirements of SOC correction for new energy electric vehicles is a technical problem that urgently needs to be solved. Summary of the invention

[0006] In view of the above problems, the present invention is proposed to provide a method, device, equipment and storage medium for correcting the state of charge of a vehicle battery that overcomes the above problems or at least partially solves the above problems. Without relying on external equipment, when the number of vehicle charge and discharge cycles is greater than the cycle number threshold and the actual voltage of the vehicle battery is less than the full charge cut-off voltage, the transmitter and generator are started to charge the vehicle battery, so that the battery voltage leaves the platform area to complete the full charge correction, thereby effectively reducing the risk of vehicle breakdown caused by battery SOC deviation.

[0007] In a first aspect, a method for correcting the state of charge of a vehicle battery is provided, wherein the vehicle includes an engine and a generator, and the method for correcting the state of charge includes:

[0008] Obtain the cumulative number of vehicle charge and discharge cycles of the vehicle battery from the last charge state correction to the current time period;

[0009] In response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold, obtaining an actual voltage of a battery of the vehicle;

[0010] In response to the actual voltage being less than the full-charge cut-off voltage, the engine and the generator are started to charge the vehicle battery until the actual voltage of the vehicle battery reaches the full-charge cut-off voltage, thereby terminating the charging.

[0011] In some implementations, charging the vehicle battery includes:

[0012] During the vehicle battery charging process, a current closed-loop control strategy is adopted. In each control cycle, the actual charging current of the vehicle battery is adjusted based on the target demand current corresponding to each control cycle.

[0013] In some implementations, the current closed-loop control strategy is used to adjust the actual charging current of the vehicle battery based on the target demand current corresponding to each control cycle in each control cycle, including:

[0014] Acquire the maximum temperature, minimum temperature, current state of charge and actual charging current of the vehicle battery within a target control cycle, wherein the target control cycle is any control cycle during the charging process of the vehicle battery;

[0015] Determining a target demand current corresponding to the target control period based on the maximum temperature, the minimum temperature and the current state of charge;

[0016] The actual charging current within the target control period is adjusted based on the target demand current.

[0017] In some implementations, adjusting the actual charging current within the target control period based on the target demand current includes:

[0018] Determining a current difference between the actual charging current and the target required current within the target control period;

[0019] When the current difference is greater than a preset difference threshold, the rotation speed of the engine is adjusted so that the current difference is less than or equal to the difference threshold.

[0020] In some implementations, determining the target demand current corresponding to the target control period based on the maximum temperature, the minimum temperature, and the current state of charge includes:

[0021] determining a first demand current based on the maximum temperature and the current state of charge, and determining a second demand current based on the minimum temperature and the current state of charge;

[0022] A smaller value of the first demand current and the second demand current is determined as the target demand current.

[0023] In some implementations, determining the first required current based on the maximum temperature and the current state of charge, and determining the second required current based on the minimum temperature and the current state of charge, includes:

[0024] Obtaining a charging request current table, wherein the charging request table includes predetermined demand currents corresponding to different temperatures and different states of charge;

[0025] By querying the charging request current table, the first demand current corresponding to the maximum temperature and the current state of charge, and the second demand current corresponding to the minimum temperature and the current state of charge are respectively determined.

[0026] In some implementations, before obtaining the actual voltage of the vehicle battery in response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold, the state of charge correction method further includes:

[0027] The cycle number threshold calibrated by the charge and discharge cycle number test is obtained, wherein when the vehicle charge and discharge cycle number is greater than the cycle number threshold, the difference between the actual state of charge and the displayed state of charge of the corresponding vehicle battery is greater than a preset state of charge difference threshold.

[0028] In a second aspect, a charge state correction device for a vehicle battery is provided, wherein the vehicle includes an engine and a generator, and the charge state correction device includes:

[0029] The first acquisition module is used to obtain the cumulative number of vehicle charge and discharge cycles of the vehicle battery from the last charge state correction to the current time period;

[0030] A second acquisition module, configured to acquire an actual voltage of a battery of the vehicle in response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold;

[0031] The full charge correction module is used to start the engine and the generator in response to the actual voltage being less than the full charge cut-off voltage, and to charge the vehicle battery until the actual voltage of the vehicle battery reaches the full charge cut-off voltage, thereby terminating the charging.

[0032] In a third aspect, an electronic device is provided, comprising: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the charge state correction method as described in the first aspect by executing the computer instructions.

[0033] In a fourth aspect, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the charge state correction method as described in the first aspect.

[0034] The technical solution provided in the embodiments of the present invention has at least the following technical effects or advantages:

[0035] The embodiment of the present invention provides a method, device, equipment and storage medium for correcting the state of charge of a vehicle battery. By comprehensively considering the number of charge and discharge cycles and the actual voltage of the vehicle battery, the vehicle itself can automatically and accurately correct the SOC. On the one hand, as the number of charge and discharge cycles increases, chemical reactions and material losses will occur inside the battery, causing the battery capacity to gradually decrease. This capacity decay will directly affect the accuracy of SOC estimation. Therefore, this application sets a threshold for the number of charge and discharge cycles. When the number of charge and discharge cycles reaches or exceeds this threshold, it may be necessary to consider full charge correction of the battery SOC. On the other hand, by obtaining the actual voltage of the vehicle battery, it is determined whether the vehicle battery voltage reaches the full charge cut-off voltage. If the full charge cut-off voltage is not reached, it means that the battery has not reached the maximum charging capacitance, that is, the vehicle has not fully charged the battery SOC by plugging in the gun. At this time, the method in this application can be used. The user does not need to go to the external charging pile. The vehicle battery can be charged by starting the engine and the generator until the full charge cut-off voltage is reached to complete the SOC correction, avoiding the risk of vehicle power supply breakdown during driving due to power estimation errors, and providing users with a more convenient and flexible SOC correction method. At the same time, users do not need to worry about driving problems caused by inaccurate SOC estimation. They can plan their trips more scientifically and reasonably, providing strong support for vehicle energy management, fault diagnosis and other aspects.

[0036] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0038] Figure 1 is a flow chart of a method for correcting the SOC of a vehicle battery provided by an embodiment of the present invention;

[0039] Figure 2 It is a structural block diagram of a SOC correction device for a vehicle battery provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0040] In order to better understand the above-mentioned technical scheme, the above-mentioned technical scheme will be described in detail below in combination with the accompanying drawings and specific implementation methods of the specification. It should be understood that the embodiments of the present disclosure and the specific features in the embodiments are detailed descriptions of the technical scheme of the present application, rather than limitations on the technical scheme of the present application. In the absence of conflict, the embodiments of the present application and the technical features in the embodiments can be combined with each other.

[0041] In the prior art, two methods are usually used to correct the SOC of the vehicle. One is to estimate the SOC of the power battery by the open circuit voltage method. However, the lithium iron phosphate power battery has a large voltage platform range due to its own characteristics. In this voltage platform range, the voltage of the power battery loses its linear characteristics with the remaining power, and one voltage value can correspond to multiple power values. Therefore, when the voltage of the lithium iron phosphate power battery is always maintained in the voltage platform range, the vehicle cannot accurately determine the SOC of the power battery through the open circuit voltage, resulting in the vehicle not being able to truly display the actual SOC of the power battery, which is easy to cause the problem of inaccurate vehicle endurance, and when the error between the actual SOC and the displayed SOC is too large, it may even cause driving danger; the second is to remind the user to go to the charging pile regularly to fully charge the vehicle, in order to correct the SOC estimation value through the complete charging process, but for users who do not like to fully charge the vehicle, or are restricted by the conditions of the charging pile, users often cannot fully charge in time to complete the full charge correction of the SOC.

[0042] Based on the above problems, the present embodiment provides a method, device, equipment and storage medium for correcting the state of charge of a vehicle battery. Without relying on external equipment, when the number of vehicle charge and discharge cycles is greater than the cycle number threshold and the actual voltage of the vehicle battery is less than the full charge cut-off voltage, the transmitter and generator are started to charge the vehicle battery, so that the battery voltage leaves the platform area to complete the full charge correction, thereby effectively reducing the risk of vehicle breakdown caused by battery SOC deviation.

[0043] Figure 1: is a flow chart of a method for correcting the SOC of a vehicle battery provided by an embodiment of the present invention, such as Figure 1 As shown, the execution subject of the SOC correction method may be a vehicle controller, and the SOC correction method includes:

[0044] Step S110: Obtain the cumulative number of vehicle charge and discharge cycles of the vehicle battery from the last SOC correction to the current time period.

[0045] Among them, the number of vehicle charge and discharge cycles refers to the number of complete processes in which the vehicle battery is discharged from a fully charged state to an empty state (or charged from an empty state to a fully charged state), which is one of the important indicators for measuring battery life. The number of charge and discharge cycles is usually recorded by the vehicle's battery management system (BMS). BMS is the core component of the battery system, which can monitor the battery's voltage, current, temperature and other state parameters in real time, and process and analyze these data. During the battery charging and discharging process, BMS will record the number of battery charge and discharge times, as well as detailed information such as the amount of charge and time for each charge and discharge. The vehicle controller is connected to the BMS to obtain the number of vehicle charge and discharge cycles required for step S110 through the BMS.

[0046] In some implementations, the last SOC correction of the vehicle battery can be the last SOC full charge correction of the vehicle battery by starting the engine and generator using the correction method in this application; or, it can be the SOC full charge correction of the vehicle battery by the user using the charging pile and plugging in the charging gun. After each SOC correction, the BMS can reset the previously accumulated vehicle charge and discharge cycle times, and restart the accumulation of vehicle charge and discharge cycle times after the SOC correction is completed.

[0047] Step S120: In response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold, obtaining an actual voltage of the vehicle battery.

[0048] In one implementation, before executing step S120, the method may further include:

[0049] A cycle number threshold calibrated by a charge and discharge cycle number test is obtained, wherein when the vehicle charge and discharge cycle number is greater than the cycle number threshold, the difference between the actual state of charge and the displayed state of charge of the corresponding vehicle battery is greater than a preset state of charge difference threshold.

[0050] In one implementation, the charge and discharge cycle number test may include:

[0051] After the vehicle battery is corrected for SOC, each time the number of charge and discharge cycles increases, the actual SOC and displayed SOC of the corresponding vehicle battery at the current number of charge and discharge cycles are obtained; the SOC difference between the actual SOC and displayed SOC of the corresponding vehicle battery at the current number of charge and discharge cycles is determined; when the SOC difference is greater than the preset SOC difference threshold, the current number of charge and discharge cycles is calibrated as the cycle number threshold. The actual SOC of the vehicle battery can be obtained by measurement or calculation. Common methods include: a combination of one or more methods of the open circuit voltage method, the coulomb counting method, the equivalent circuit model method, and the Kalman filter method, which are not described in detail in this embodiment; the displayed SOC is the power status displayed to the user by the battery management system (BMS).

[0052] It is understandable that in this embodiment, the above-mentioned charge and discharge cycle number test can be performed multiple times to calibrate multiple cycle number thresholds. If the calibrated multiple cycle number thresholds are different, the average value or median of the multiple cycle number thresholds can be taken to improve the accuracy of the cycle number threshold finally determined. At the same time, in order to ensure the accuracy of the calibrated cycle number threshold, the above-mentioned charge and discharge cycle number test can be performed separately for batteries of different models or capacities to obtain the cycle number thresholds corresponding to different models or capacities.

[0053] In step S120, after the vehicle controller obtains the pre-calibrated cycle number threshold, it can compare the vehicle charge and discharge cycle number obtained in step S110 with the cycle number threshold. When the vehicle charge and discharge cycle number is greater than the cycle number threshold, the actual voltage of the vehicle battery can be obtained through the BMS.

[0054] Step S130: In response to the actual voltage being less than the full-charge cut-off voltage, the engine and the generator are started to charge the vehicle battery until the actual voltage of the vehicle battery reaches the full-charge cut-off voltage, thereby terminating the charging.

[0055] Among them, the vehicle controller can control the start of the engine and generator, the engine can drive the generator to work, and the generator can charge the vehicle battery. During the charging process of the vehicle battery, the vehicle controller can also monitor the actual voltage of the vehicle battery through the BMS to determine in real time whether the actual voltage of the vehicle battery has reached the full charge cut-off voltage.

[0056] In some implementations, charging a vehicle battery includes:

[0057] During the vehicle battery charging process, a current closed-loop control strategy is adopted. In each control cycle, the actual charging current of the vehicle battery is adjusted based on the target demand current corresponding to each control cycle.

[0058] By using a current closed-loop control strategy to adjust the actual charging current of the vehicle battery to keep it consistent with the target demand current, it can ensure that the battery obtains the required amount of electricity during the charging process, avoiding insufficient or overcharging problems caused by excessive or insufficient current, thereby improving the accuracy and stability of charging and ensuring the service life of the battery. At the same time, when the battery is close to being fully charged, the closed-loop control strategy will automatically reduce the charging current to prevent battery damage caused by overcharging. This protection mechanism helps to ensure the safety and reliability of the battery and reduce the vehicle failure rate caused by battery failure. And by accurately controlling the charging current, the charging time can also be optimized, so that the battery can be fully charged in a shorter time.

[0059] In some implementations, a current closed-loop control strategy is used to adjust the actual charging current of the vehicle battery in each control cycle based on the target demand current corresponding to each control cycle, including:

[0060] Step 1: Obtain the maximum temperature, minimum temperature, current SOC and actual charging current of the vehicle battery within the target control cycle. The target control cycle is any control cycle during the vehicle battery charging process.

[0061] Among them, the vehicle controller can obtain the maximum temperature, minimum temperature and actual charging current of the battery monitored by the BMS. The current SOC can be estimated in real time by combining one or more methods including the open circuit voltage method, the coulomb counting method, the equivalent circuit model method, and the Kalman filter method. This is a conventional technology and will not be described here.

[0062] Step 2: Determine the target demand current corresponding to the target control cycle based on the maximum temperature, the minimum temperature and the current state of charge;

[0063] In one implementation, the second step may include:

[0064] The first demand current is determined based on the maximum temperature and the current state of charge, and the second demand current is determined based on the minimum temperature and the current state of charge; the smaller value of the first demand current and the second demand current is determined as the target demand current. By selecting the smaller value of the first demand current and the second demand current as the target demand current, the safety of the battery can be ensured, the battery performance can be optimized, and the system stability can be guaranteed.

[0065] In some implementations, determining the first demand current based on the maximum temperature and the current state of charge, and determining the second demand current based on the minimum temperature and the current state of charge, includes:

[0066] Obtain a charging request current table, which includes predetermined demand currents corresponding to different temperatures and different states of charge; by querying the charging request current table, determine a first demand current corresponding to the highest temperature and the current state of charge, and a second demand current corresponding to the lowest temperature and the current state of charge.

[0067] In the above implementation, the charging request current meter can be provided by the battery manufacturer, or it can be pre-calibrated by relevant staff through tests before the vehicle leaves the factory. In specific implementation, the battery can be charged and discharged at different temperatures, and the battery parameters such as voltage, current and internal resistance can be recorded. The trend of these parameters changing with temperature can be analyzed to determine the battery demand current at different temperatures; the battery can be charged and discharged at different SOCs, and the battery parameters such as voltage, current and internal resistance can be recorded. The trend of these parameters changing with SOC can be analyzed to determine the battery demand current at different SOCs; finally, a comprehensive test can be conducted in combination with the influence of temperature and SOC to determine the battery demand current at different temperature and SOC combinations.

[0068] The third step is to adjust the actual charging current within the target control cycle based on the target demand current.

[0069] In some implementations, the third step may include:

[0070] Determine the current difference between the actual charging current and the target demand current within the target control period; when the current difference is greater than a preset difference threshold, adjust the engine speed so that the current difference is less than or equal to the difference threshold.

[0071] Exemplarily, when the actual charging current is greater than the target demand current and the current difference is greater than a preset difference threshold, the engine speed is reduced until the current difference is less than or equal to the difference threshold; when the actual charging current is less than the target demand current and the current difference is greater than the preset difference threshold, the engine speed is increased until the current difference is less than or equal to the difference threshold.

[0072] Based on the same inventive concept, an embodiment of the present invention further provides a state of charge correction device for a vehicle battery, which is used to realize SOC correction of the vehicle battery. Figure 2 is a structural block diagram of a SOC correction device for a vehicle battery provided by an embodiment of the present invention, such as Figure 2 As shown, the SOC correction device 200 includes:

[0073] The first acquisition module 210 is used to obtain the cumulative number of vehicle charge and discharge cycles of the vehicle battery from the last charge state correction to the current time period;

[0074] A second acquisition module 220, configured to acquire an actual voltage of a battery of the vehicle in response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold;

[0075] The full charge correction module 230 is used to start the engine and the generator to charge the vehicle battery in response to the actual voltage being less than the full charge cut-off voltage, until the actual voltage of the vehicle battery reaches the full charge cut-off voltage, thereby terminating the charging.

[0076] In some implementations, the full charge correction module 230 includes:

[0077] The current control unit is used to adopt a current closed-loop control strategy during the vehicle battery charging process, and adjust the actual charging current of the vehicle battery based on the target demand current corresponding to each control cycle in each control cycle.

[0078] In some implementations, the current control unit is further configured to:

[0079] During a target control cycle, the maximum temperature, minimum temperature, current state of charge and actual charging current of the vehicle battery are obtained. The target control cycle is any control cycle during the charging process of the vehicle battery. Based on the maximum temperature, minimum temperature and current state of charge, the target demand current corresponding to the target control cycle is determined. Based on the target demand current, the actual charging current within the target control cycle is adjusted.

[0080] In some implementations, the current control unit is further configured to:

[0081] Determine the current difference between the actual charging current and the target demand current within the target control period; when the current difference is greater than a preset difference threshold, adjust the engine speed so that the current difference is less than or equal to the difference threshold.

[0082] In some implementations, the current control unit is further configured to:

[0083] determining a first demand current based on the maximum temperature and the current state of charge, and determining a second demand current based on the minimum temperature and the current state of charge;

[0084] A smaller value of the first demand current and the second demand current is determined as a target demand current.

[0085] In some implementations, the current control unit is further configured to:

[0086] Obtaining a charging request current table, the charging request table including predetermined demand currents corresponding to different temperatures and different states of charge;

[0087] By querying the charging request current table, a first demand current corresponding to the highest temperature and the current state of charge and a second demand current corresponding to the lowest temperature and the current state of charge are determined respectively.

[0088] In some implementations, the SOC correction device 200 further includes:

[0089] The third acquisition module is used to obtain a cycle number threshold calibrated by a charge and discharge cycle number test, wherein when the vehicle charge and discharge cycle number is greater than the cycle number threshold, the difference between the actual state of charge and the displayed state of charge of the corresponding vehicle battery is greater than a preset state of charge difference threshold.

[0090] The specific details of the SOC correction method used in the above-mentioned SOC correction device can be understood by corresponding to the relevant descriptions and effects in the above-mentioned SOC correction method embodiment, and will not be repeated here.

[0091] Based on the same inventive concept as the above-mentioned SOC correction method, the present invention also provides an electronic device, which may include a processor and a memory, wherein the processor and the memory may be connected to each other through a bus or other means. The processor may be a central processing unit (CPU). The processor may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components and other chips, or a combination of the above-mentioned various types of chips. The memory, as a non-transient computer-readable storage medium, may be used to store non-transient software programs, non-transient computer executable programs and modules, such as program instructions / modules corresponding to the state of charge correction method in the embodiment of the present invention. The processor executes various functional applications and data processing of the processor by running the non-transient software programs, instructions and modules stored in the memory, that is, to realize the state of charge correction in the above-mentioned method embodiment.

[0092] The memory may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application required by at least one function; the data storage area may store data created by the processor, etc. In addition, the memory may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. The one or more modules are stored in the memory, and when executed by the processor, the execution is as follows: Figure 1 The state of charge correction method in the illustrated embodiment.

[0093] For details of the above electronic equipment, please refer to Figure 1 The corresponding related descriptions and effects in the illustrated embodiments can be understood and will not be repeated here.

[0094] Based on the same inventive concept as the state of charge correction method, the present invention also provides a computer-readable storage medium, on which computer instructions are stored, and the computer program instructions are used to enable a computer to execute the state of charge correction method in the above embodiment.

[0095] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium, and when the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium can be a read-only memory (ROM), a random access memory (RAM), a flash memory, a hard disk drive (HDD) or a solid-state drive (SSD), etc.; the storage medium can also include a combination of the above-mentioned types of memory.

[0096] The technical solutions provided in the above embodiments of the present application have at least the following technical effects or advantages:

[0097] The embodiment of the present invention provides a method, device, equipment and storage medium for correcting the state of charge of a vehicle battery. By comprehensively considering the number of charge and discharge cycles and the actual voltage of the vehicle battery, the vehicle itself can automatically and accurately correct the SOC. On the one hand, as the number of charge and discharge cycles increases, chemical reactions and material losses will occur inside the battery, causing the battery capacity to gradually decrease. This capacity decay will directly affect the accuracy of SOC estimation. Therefore, this application sets a threshold for the number of charge and discharge cycles. When the number of charge and discharge cycles reaches or exceeds this threshold, it may be necessary to consider full charge correction of the battery SOC. On the other hand, by obtaining the actual voltage of the vehicle battery, it is determined whether the vehicle battery voltage reaches the full charge cut-off voltage. If the full charge cut-off voltage is not reached, it means that the battery has not reached the maximum charging capacitance, that is, the vehicle has not fully charged the battery SOC by plugging in the gun. At this time, the method in this application can be used. The user does not need to go to the external charging pile. The vehicle battery can be charged by starting the engine and the generator until the full charge cut-off voltage is reached to complete the SOC correction, avoiding the risk of vehicle power supply breakdown during driving due to power estimation errors, and providing users with a more convenient and flexible SOC correction method. At the same time, users do not need to worry about driving problems caused by inaccurate SOC estimation. They can plan their trips more scientifically and reasonably, providing strong support for vehicle energy management, fault diagnosis and other aspects.

[0098] In the description provided herein, a large number of specific details are described. However, it is understood that embodiments of the present invention can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0099] Similarly, it should be understood that in order to streamline the present disclosure and aid in understanding one or more of the various inventive aspects, in the above description of exemplary embodiments of the present invention, various features of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. However, this disclosed method should not be interpreted as reflecting the intention that the claimed invention requires more features than those explicitly recited in each claim. More specifically, as reflected in the claims below, inventive aspects lie in less than all the features of the individual embodiments disclosed above. Therefore, the claims that follow the specific embodiment are hereby expressly incorporated into the specific embodiment, with each claim itself serving as a separate embodiment of the present invention.

[0100] It should be noted that the above-mentioned embodiments illustrate rather than limit the invention and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims.

Claims

1. A method for correcting the state of charge of a vehicle battery, wherein the vehicle comprises an engine and a generator, characterized in that: The state of charge correction method comprises: Obtain the cumulative number of vehicle charge and discharge cycles of the vehicle battery from the last charge state correction to the current time period; In response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold, obtaining an actual voltage of a battery of the vehicle; In response to the actual voltage being less than the full-charge cut-off voltage, the engine and the generator are started to charge the vehicle battery until the actual voltage of the vehicle battery reaches the full-charge cut-off voltage, thereby terminating the charging.

2. The method for correcting the state of charge according to claim 1, characterized in that: The charging of the vehicle battery comprises: During the vehicle battery charging process, a current closed-loop control strategy is adopted. In each control cycle, the actual charging current of the vehicle battery is adjusted based on the target demand current corresponding to each control cycle.

3. The method for correcting the state of charge according to claim 2, characterized in that: The current closed-loop control strategy is adopted to adjust the actual charging current of the vehicle battery in each control cycle based on the target demand current corresponding to each control cycle, including: Acquire the maximum temperature, minimum temperature, current state of charge and actual charging current of the vehicle battery within a target control cycle, wherein the target control cycle is any control cycle during the charging process of the vehicle battery; Determining a target demand current corresponding to the target control period based on the maximum temperature, the minimum temperature and the current state of charge; The actual charging current within the target control period is adjusted based on the target demand current.

4. The method for correcting the state of charge according to claim 3, characterized in that: The adjusting the actual charging current within the target control period based on the target demand current includes: Determining a current difference between the actual charging current and the target required current within the target control period; When the current difference is greater than a preset difference threshold, the rotation speed of the engine is adjusted so that the current difference is less than or equal to the difference threshold.

5. The method for correcting the state of charge according to claim 3, characterized in that: The determining, based on the maximum temperature, the minimum temperature and the current state of charge, the target demand current corresponding to the target control period includes: determining a first demand current based on the maximum temperature and the current state of charge, and determining a second demand current based on the minimum temperature and the current state of charge; A smaller value of the first demand current and the second demand current is determined as the target demand current.

6. The method for correcting the state of charge according to claim 5, characterized in that: The determining of the first demand current based on the maximum temperature and the current state of charge, and the determining of the second demand current based on the minimum temperature and the current state of charge, comprises: Obtaining a charging request current table, wherein the charging request table includes predetermined demand currents corresponding to different temperatures and different states of charge; By querying the charging request current table, the first demand current corresponding to the maximum temperature and the current state of charge, and the second demand current corresponding to the minimum temperature and the current state of charge are respectively determined.

7. The method for correcting the state of charge according to claim 1, characterized in that: Before obtaining the actual voltage of the vehicle battery in response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold, the state of charge correction method further includes: A cycle number threshold calibrated by a charge and discharge cycle number test is obtained, wherein when the vehicle charge and discharge cycle number is greater than the cycle number threshold, the difference between the actual state of charge and the displayed state of charge of the corresponding vehicle battery is greater than a preset state of charge difference threshold.

8. A charge state correction device for a vehicle battery, wherein the vehicle comprises an engine and a generator, characterized in that: The state of charge correction device comprises: The first acquisition module is used to obtain the cumulative number of vehicle charge and discharge cycles of the vehicle battery from the last charge state correction to the current time period; A second acquisition module, configured to acquire an actual voltage of a battery of the vehicle in response to the number of charge and discharge cycles of the vehicle being greater than a cycle number threshold; The full charge correction module is used to start the engine and the generator in response to the actual voltage being less than the full charge cut-off voltage, and to charge the vehicle battery until the actual voltage of the vehicle battery reaches the full charge cut-off voltage, thereby terminating the charging.

9. An electronic device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the charge state correction method as described in any one of claims 1 to 7 by executing the computer instructions.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the charge state correction method according to any one of claims 1 to 7.

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