Control method and device for vehicle battery

Abstract

The application discloses a kind of control method, device of vehicle battery, it is related to automobile technical field, the method comprises the following steps: acquisition battery state information, battery state information includes the battery state of the first battery of first vehicle, and the first battery is used to provide the electric energy when starting first vehicle;First battery loss risk result is obtained based on battery state information;Determine battery control strategy based on loss risk result, and battery control strategy includes at least one in control second battery to first battery power compensation, control first battery enters lock electricity state, and second battery is used to provide the electric energy when driving first vehicle;In the case where loss risk result indicates that first battery meets preset lock electricity requirement, first battery is in lock electricity state based on battery control strategy.Control can be carried out in time power compensation or lock electricity in the case where battery exists loss risk, avoid battery and influence vehicle normal start due to loss of power.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a method and apparatus for controlling a vehicle battery. Background Technology

[0002] Electric vehicles typically have two sets of batteries: a high-voltage power battery and a low-voltage storage battery. The high-voltage power battery powers the vehicle and supplies power to the high-voltage electrical equipment inside the vehicle; the low-voltage storage battery powers the vehicle's starting and low-voltage electrical equipment inside the vehicle, and supplies power to the vehicle's control modules when the vehicle is parked.

[0003] When a vehicle is parked for an extended period, phenomena such as static current and battery self-discharge can cause the low-voltage battery to become depleted, affecting the normal operation of the entire vehicle. Related technologies typically use a high-voltage power battery to replenish the low-voltage battery. Electric vehicles convert the electrical energy stored in the high-voltage power battery using a DC-DC converter (DCDC) to charge the low-voltage battery, preventing the battery from running out of power and thus ensuring the vehicle can start normally.

[0004] However, high-voltage power batteries are susceptible to environmental interference when being recharged. When the DC-DC converter or vehicle circuit malfunctions, the recharge will fail and the battery will continue to lose power. Summary of the Invention

[0005] This application provides a method and apparatus for controlling a vehicle battery, which can promptly replenish or lock the battery when it is at risk of being depleted, preventing the battery from affecting the normal starting of the vehicle. The technical solution is as follows:

[0006] On the one hand, a method for controlling a vehicle battery is provided, the method comprising:

[0007] Collect battery status information, including the battery status of the first battery of the first vehicle, which is used to provide electrical energy when starting the first vehicle;

[0008] The battery status information is used to obtain the power depletion risk result of the first battery, and the power depletion risk result is used to indicate the degree of risk of the first battery having a power depletion risk.

[0009] Based on the power loss risk result, a battery control strategy is determined. The battery control strategy includes at least one of controlling the second battery to replenish the first battery and controlling the first battery to enter a power-locked state. The second battery is used to provide electrical energy to drive the first vehicle.

[0010] If the power loss risk result indicates that the first battery meets the preset power-locking requirements, the first battery is controlled to be in the power-locking state based on the battery control strategy, wherein the first battery stops supplying power when it is in the power-locking state.

[0011] On the other hand, a control device for a vehicle battery is provided, the device comprising:

[0012] The acquisition module is used to acquire battery status information, including the battery status of the first battery of the first vehicle, which is used to provide electrical energy when starting the first vehicle.

[0013] The acquisition module is used to acquire the power depletion risk result of the first battery based on the battery status information, and the power depletion risk result is used to indicate the degree of risk of the first battery having a power depletion risk.

[0014] The strategy determination module is used to determine a battery control strategy based on the battery depletion risk result. The battery control strategy includes at least one of controlling the second battery to replenish the first battery and controlling the first battery to enter a power-locked state. The second battery is used to provide electrical energy to drive the first vehicle.

[0015] The control module is configured to control the first battery to be in the power-locked state based on the battery control strategy when the power loss risk result indicates that the first battery meets the preset power-locking requirements, wherein the first battery stops supplying power when it is in the power-locked state.

[0016] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least one program, the code set or instruction set being loaded and executed by the processor to implement the vehicle battery control method as described in any of the above embodiments of this application.

[0017] On the other hand, a computer-readable storage medium is provided, wherein at least one instruction, at least one program, code set, or instruction set is stored therein, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the vehicle battery control method as described in any of the embodiments of this application above.

[0018] On the other hand, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle battery control method described in any of the above embodiments.

[0019] The beneficial effects of the technical solutions provided in this application include at least the following:

[0020] By collecting vehicle battery status information, analyzing the presence and severity of battery depletion risks, and obtaining corresponding battery control strategies, it is possible to promptly replenish or lock the battery level of batteries at risk of depletion. This ensures that the battery stores sufficient charge to start the primary vehicle, preventing it from being depleted and affecting the normal operation of the primary vehicle. Timely locking of the battery based on the depletion risk analysis results, meeting the locking requirements, provides an alternative solution in case of failed battery replenishment, improving the effectiveness of battery depletion prevention. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of a vehicle battery control system provided in an exemplary embodiment of this application;

[0023] Figure 2 This is a schematic diagram of a jump-start circuit provided in an exemplary embodiment of this application;

[0024] Figure 3 This is a flowchart of a vehicle battery control method provided in an exemplary embodiment of this application;

[0025] Figure 4 This is a flowchart of an exemplary embodiment of the present application, illustrating the execution method of a vehicle battery intelligent charging and power-locking strategy.

[0026] Figure 5 This is a structural block diagram of a vehicle battery control device provided in another exemplary embodiment of this application;

[0027] Figure 6 This is a structural block diagram of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0029] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0030] It should be noted that all information and data involved in this application are authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0031] First, a brief introduction to the terms used in the embodiments of this application:

[0032] Vehicle batteries: The vehicle batteries of electric vehicles include high-voltage power batteries and low-voltage storage batteries.

[0033] High-voltage batteries primarily power the drive motors of electric vehicles, serving as the energy source for vehicle operation. They output high voltage and high current, providing sufficient power for acceleration, driving, and hill climbing. High-voltage batteries also power some high-voltage accessories in vehicles, such as the high-voltage components of the air conditioning compressor and the high-voltage parts of the electric power steering system. The voltage of high-voltage batteries typically ranges from 300V to 1000V.

[0034] The low-voltage battery is responsible for providing stable low-voltage power to the vehicle's starting system, lighting system, audio system, navigation system, electronic control unit, sensors, and various on-board electronic devices. Before the high-voltage power battery starts, it is responsible for controlling the activation of the high-voltage system and waking up the high-voltage power battery.

[0035] The high-voltage power battery and the low-voltage storage battery work together to ensure the normal operation of the vehicle. The low-voltage storage battery provides the necessary power support for the starting and control of the high-voltage power battery, while the high-voltage power battery charges the low-voltage storage battery through a DC-DC converter. The voltage of the low-voltage storage battery is typically 12V or 24V.

[0036] In this application, the first battery refers to a low-voltage storage battery, and the second battery refers to a high-voltage power battery.

[0037] A DC-DC converter (DCDC) is an electronic device that converts direct current (DC) from one voltage level to another. For example, in electric vehicles, a DC-DC converter can be used to convert the high-voltage DC power from the high-voltage battery into a lower-voltage DC power supply to power the low-voltage battery.

[0038] Zone Control Unit (ZCU): This is a zone-level control unit in the vehicle's electronic and electrical architecture, responsible for managing and controlling specific areas or functional zones within the vehicle. For example, the seat control ZCU is responsible for functions such as seat adjustment, heating, and ventilation. Its advantages include saving wiring harnesses and interfaces, shortening signal transmission speed, and improving computing power.

[0039] Vehicle Control Unit (VCU): This is the core electronic control unit that makes decisions for overall vehicle control. Its main functions include collecting driver input signals to determine driving intentions, managing vehicle power distribution, monitoring communication networks, assisting instrument panel drives, performing fault diagnosis and handling, and online configuration and maintenance.

[0040] Central Electric Module (CEM): This is typically a module in an automotive electronic system responsible for the centralized control and management of key electrical functions. It centrally manages and controls the vehicle's power distribution, circuit protection, and signal processing, coordinating the operation of different electrical devices to ensure the stable operation of the vehicle's electrical system.

[0041] Motor Control Unit (MCU): This is the core power electronic unit in new energy vehicles. It is responsible for receiving vehicle driving control commands from the VCU, controlling the motor to output specified torque and speed to drive the vehicle, converting the DC power from the power battery into high-voltage AC power, and having fault diagnosis, protection and storage functions for the motor system.

[0042] Telematics Service Provider (TSP): Provides telematics services for mobile devices such as automobiles. Services include vehicle data management, remote control and monitoring, safety and rescue services, navigation and information services, etc. By connecting vehicles to backend systems, it enables the collection, analysis, transmission, and interaction of vehicle data with users.

[0043] Telematics Box (TBOX): Installed inside the vehicle, it enables communication and data exchange between the vehicle and the outside world. It can collect vehicle data, transmit the data to the TSP platform or other servers via mobile communication networks, receive commands, perform location and tracking, and convert between internal vehicle network protocols and external communication network protocols.

[0044] State of Charge (SOC): This refers to the charging status of a car battery, that is, the percentage of the battery's current remaining charge relative to its total charge, used to indicate the battery's ability to continue operating.

[0045] Battery Management System (BMS): A system in electric vehicles used to manage and monitor the battery pack. Its main functions include battery status monitoring (monitoring battery voltage, battery current, and battery temperature, etc.) and battery safety protection.

[0046] In this embodiment, the battery management system is divided into two parts: a first battery management module for managing the first battery and a second battery management module for managing the second battery.

[0047] Motor Control Unit (MCU): It can convert the DC power output from the second battery into high-voltage AC power, provide the appropriate form of electrical energy for the motor, drive the motor to output mechanical energy, and realize the power output of the vehicle.

[0048] Battery State of Health (SOH): This measures the percentage of a low-voltage battery's performance relative to its brand-new condition, reflecting the battery's aging and health status.

[0049] Electric vehicles typically have two battery packs: a high-voltage power battery and a low-voltage storage battery. The high-voltage power battery primarily supplies power to drive the vehicle and also provides electrical support for high-voltage electrical equipment inside the vehicle. The low-voltage storage battery, on the other hand, functions during vehicle startup, supplying power to low-voltage electrical equipment inside the vehicle, and continuously supplies power to various control modules of the vehicle when it is parked.

[0050] When a vehicle is parked for an extended period of time, the low-voltage battery may become depleted due to static current and battery self-discharge.

[0051] In electric vehicles, quiescent current refers to the current that still exists in the vehicle's electrical system when the vehicle is not in motion, such as when the engine is off or the car is locked. This current is used to maintain the vehicle's basic functions. Although the vehicle is not performing major tasks such as driving or air conditioning operation, some electronic devices and control modules are still in a basic standby state, such as the vehicle's anti-theft system, the wake-up circuit of the electronic control unit, and the clock circuit. The current consumed by these devices and circuits to maintain operation is the quiescent current.

[0052] Battery self-discharge refers to the phenomenon where a battery gradually loses its charge due to its own chemical reactions when it is not connected to the vehicle's electrical equipment or charging equipment and is in a static state.

[0053] A depleted low-voltage battery will adversely affect the normal operation of the vehicle. In related technologies, a high-voltage power battery is usually used to replenish the low-voltage battery. Electric vehicles convert the electrical energy stored in the high-voltage power battery through a DC-DC converter and then charge the low-voltage battery to prevent the low-voltage battery from running out of power and avoid situations where the vehicle cannot start normally.

[0054] However, the high-voltage power battery is susceptible to interference from environmental factors during recharging. When the DC-DC converter or vehicle circuit malfunctions, recharging may fail, causing the low-voltage battery to remain in a depleted state until it is completely discharged.

[0055] Secondly, the control system of the vehicle battery involved in the embodiments of this application will be described, for illustrative purposes only. Please refer to [reference needed]. Figure 1 The system includes a first battery 110, a second battery 120, a first battery management module 111, a second battery management module 121, a vehicle controller 130 (ZCU-VCU), a body domain controller 140 (ZCU-CEM), a DC-DC module 150, and a fault diagnosis module 160 (TBOX).

[0056] The system includes a first battery management module 111 for managing the first battery 110, detecting its battery voltage, current, and remaining state of charge (SOC) to obtain battery status information. A second battery management module 121 manages the second battery 120, monitoring its charging, discharging, and operating parameters. The vehicle controller 130 performs control functions on all controllable components of the vehicle and detects vehicle status information. The body domain controller 140 detects whether the vehicle is in a sleep state. The DC-DC converter 150 converts the high-voltage DC output from the second battery 120 to low-voltage DC, which is then input to the first battery 110 for recharging.

[0057] The first battery management module 111 is connected to the vehicle controller 130 via a CAN bus. It sends the collected battery status information of the first battery 110 to the vehicle controller 130 and the body domain controller 140. The vehicle controller 130 determines whether the vehicle is at risk of running out of power and the corresponding risk level based on the detected vehicle status information and the battery status information of the first battery 110.

[0058] When the vehicle is at risk of battery depletion, the vehicle controller 130 controls the second battery 120 to replenish the first battery 110 based on the risk level corresponding to the battery depletion risk, or controls the second battery 120 to lock its power. Before controlling the second battery 120 to lock its power, the fault diagnosis module 160 sends a power lock warning message to the user, which is used to notify the user that the second battery 120 has entered a power lock state.

[0059] In some embodiments, the system also includes a remote service provider (TSP). After receiving the power lock notification, the TSP forwards it to the user terminal and / or the terminal in the vehicle's offline sales store. The user terminal has an application installed to monitor the vehicle's operating status, through which the user can remotely view the vehicle's status.

[0060] In some embodiments, when the number of times the vehicle controller 130 fails to charge the first battery 110 via the second battery 120 reaches a preset threshold, the fault diagnosis module 160 will send a charging failure prompt message to the user terminal. The charging failure prompt message is used to indicate to the user that the vehicle battery charging is abnormal and there is a fault, so that the user can repair it in time.

[0061] In some embodiments, the system also includes a motor controller (MCU), which transmits signals with the vehicle controller 130 to receive control from the vehicle controller 130 and obtain power from the second battery 120 to drive the vehicle.

[0062] In some embodiments, if a fault in the first battery or the vehicle causes the first battery to fail to lock up, resulting in a complete battery depletion, an external jump start is required to unlock the doors and start the vehicle. (Illustrative example, such as...) Figure 2 As shown, Figure 2 This is a schematic diagram of a jump-start circuit.

[0063] The jump-start circuit 200 includes a negative jump-start terminal 201, a positive jump-start terminal 202, a vehicle ground 203, a relay 204, a fuse 205, and a central electrical box 206.

[0064] The negative jumper terminal 201 and the positive jumper terminal 202 are bundled together with PVC nails and fixed to the jumper port on the front bumper of the vehicle. At this time, the relay 204 is not engaged, and there is no current in the negative jumper terminal 201 and the positive jumper terminal 202.

[0065] The vehicle ground 203 serves as a common reference point for the entire circuit, forming a loop to ensure that electrical equipment can operate normally. When current flows out from the positive ground terminal 202 of the grounding circuit 200, it returns to the negative ground terminal 201 through the vehicle ground 203, thus forming a complete current path.

[0066] Relay 204 is used to control the on and off of current. Through the action of electromagnetic force, the contacts of relay 204 are closed or opened, thereby realizing the control of the power supply circuit 200.

[0067] Fuse 205 is used to prevent damage to electrical equipment caused by excessive current in the circuit. When the current exceeds the rated current, fuse 205 melts due to heat, thereby cutting off the circuit.

[0068] The central electrical box 206 is the core control hub of the electric vehicle's electrical system, used for centralized control and management of the control circuits of various electrical devices in the vehicle.

[0069] When the first battery is depleted, preventing the vehicle from unlocking and starting, the user disconnects the jumper terminals and removes the negative jumper terminal 201 and the positive jumper terminal 202. The positive jumper terminal 202 is connected to the positive terminal of an external 12V power supply, and the negative jumper terminal 201 is connected to the negative terminal. At this point, relay 204 is activated. The rated power of relay 204 is determined based on the vehicle's starting current. The external 12V power supply passes through relay 204 and fuse 205. The rated current of fuse 205 is determined based on the vehicle's starting current, with a certain reserve capacity. The central electrical box 206 supplies power to the entire vehicle. At this point, the user can unlock the doors, enter the driver's compartment to troubleshoot, or start the vehicle.

[0070] Based on the above-described terminology and application scenarios, the vehicle battery control method provided in this application will be described. This method can be executed by an on-board terminal, or by a server and a terminal jointly. In this embodiment, the method is described as being executed by the on-board terminal of a first vehicle. Figure 3 As shown, Figure 3 This is a flowchart of a vehicle battery control method provided in an exemplary embodiment of this application. The method includes the following steps.

[0071] Step 310: Collect battery status information.

[0072] The battery status information includes the battery status of the first battery of the first vehicle.

[0073] The first vehicle includes a first battery and a second battery, which are responsible for supplying power to different devices or systems within the first vehicle. The first battery is a low-voltage storage battery, and the second battery is a high-voltage power battery. The first battery provides electrical energy for starting the first vehicle, and the second battery provides electrical energy for driving the first vehicle.

[0074] Optionally, vehicle status information of the first vehicle is collected, which is used to describe the current working status of the first vehicle.

[0075] Battery status information is collected when the vehicle status information indicates that the first vehicle is in a dormant state.

[0076] The dormant state refers to the state in which the first vehicle is stationary and locked. When the first vehicle is in the dormant state, the first battery will maintain the operation of some basic functions inside the first vehicle.

[0077] For example, even when the first vehicle is in a dormant state, the dormant monitoring circuits of components such as the in-vehicle anti-theft system and the remote key receiver module still need to remain operational. The first battery will power these systems / modules, enabling them to respond to external signals at any time.

[0078] For example, when the owner uses the key to unlock the car, the remote key receiver module can receive the signal in time and react, and the first battery will provide the power required to start the vehicle.

[0079] Therefore, even when the first vehicle is in a dormant state, a small current exists inside the vehicle, which still consumes the first battery's charge. Furthermore, when the first battery is not connected to an external circuit, spontaneous chemical reactions within it also lead to a gradual loss of charge. The electrode materials, electrolyte, and impurities within the first battery can all trigger self-discharge.

[0080] Optionally, the battery status information includes, but is not limited to, the following information:

[0081] (1) The discharge current of the first battery refers to the current flowing in the circuit when the first battery outputs electrical energy to the low-voltage electrical equipment of the electric vehicle (such as headlights, audio, in-vehicle control system, etc.), and the unit is ampere (A) or milliampere (mA).

[0082] (2) The charging current of the first battery refers to the current flowing into the battery from the charging device when the first battery is being charged, and the unit is ampere (A) or milliampere (mA).

[0083] (3) The voltage of the first battery refers to the potential difference between the positive and negative terminals of the first battery, and the unit is volt (V). The voltage of the first battery in common electric vehicles is generally 12V or 24V. In this embodiment, the voltage of the first battery is 12V for example.

[0084] (4) The remaining charge SOC of the first battery is usually expressed as a percentage. For example, when the SOC is 50%, it means that the first battery still has half of its charge remaining.

[0085] (5) The State of Health (SOH) of the first battery is used to measure the percentage of the performance of the first battery relative to its brand new state, reflecting the degree of aging and health of the battery. For example, the SOH of a new first battery is 100%. As the usage time increases and the number of charge and discharge cycles increases, the performance of the first battery gradually declines. When the SOH value drops to 80%, it means that the performance of the first battery has dropped to 80% of its original value, and problems such as reduced capacity and reduced charge and discharge efficiency may occur.

[0086] (6) Fault status information of the first battery, which is used to indicate whether the first battery is faulty;

[0087] (7) The total current of the first vehicle refers to the total current output by the vehicle battery during the operation of the first vehicle. When the first vehicle is in a dormant state, the total current of the vehicle refers to the actual total current output by the battery of the first vehicle in the dormant state.

[0088] (8) The static current of the first vehicle refers to the current generated by the first battery when the first vehicle is in a dormant state.

[0089] Step 320: Obtain the result of the first battery's power depletion risk based on the battery status information.

[0090] Among them, the power loss risk result is used to indicate the degree of risk of the first battery being at risk of power loss.

[0091] Optionally, the risk of the first battery being depleted can be determined based on the vehicle current in the battery status information. The vehicle current refers to the total current output by the vehicle battery when the first vehicle is in a dormant state.

[0092] For example, if the vehicle current is less than a first current threshold, it is determined that the first battery is not at risk of being depleted.

[0093] For example, if the vehicle current is greater than the second current threshold, it is determined that the first battery is at risk of being depleted.

[0094] The first current threshold is less than the second current threshold. The first current threshold and the second current threshold are determined based on the static current of the first vehicle. The static current is the current generated by the first battery when the first vehicle is in a dormant state to maintain the basic functions of the first vehicle.

[0095] Static current is the amount of current required to maintain the basic functions of a vehicle when it is in a dormant state under ideal conditions. In some embodiments, since the actual vehicle state of the first vehicle does not completely match the ideal state, the actual vehicle current of the first vehicle in the dormant state is greater than the static current.

[0096] For example, the static current is X, in mA, where the first current threshold is 1.5 times the static current value and the second current threshold is 2 times the static current value.

[0097] In some embodiments, the vehicle current is between a first current threshold and a second current threshold. In this case, it can be determined whether the first battery is at risk of being depleted based on other battery state information. For example, the presence of a risk of depletion in the first battery can be determined based on the state of charge (SOC) of the first battery. If the SOC of the first battery does not reach a preset risk of depletion threshold, then it is determined that the first battery is at risk of being depleted.

[0098] Optionally, if the first battery is at risk of being discharged, the discharge risk level of the first battery is determined based on the vehicle current and current duration in the battery state information. The discharge risk level describes the severity of the discharge risk of the first battery.

[0099] Among them, the current duration is used to describe the duration for which the vehicle current reaches the preset current threshold. In other words, the current duration is the data obtained after recording the numerical changes of the vehicle current.

[0100] For example, when the vehicle current is greater than the second current threshold and less than the third current threshold, the power loss risk level is determined to be the first level in response to the current duration reaching the first duration threshold.

[0101] The third current threshold is greater than the second current threshold, and the third current threshold is also determined based on the static current of the first vehicle.

[0102] When the vehicle current is between the second current threshold and the third current threshold, the duration for which the vehicle current is maintained within this current threshold range is obtained to obtain the current duration. When the current duration is greater than the first duration threshold, the power loss risk level is determined to be the first level.

[0103] For example, the quiescent current is X, in mA, and the third current threshold is 4 times the quiescent current value.

[0104] For example, when the vehicle current is greater than the third current threshold, the power loss risk level is determined to be the second level in response to the current duration reaching the second duration threshold.

[0105] When the vehicle current is greater than the third current threshold, the duration for which the vehicle current remains within the current threshold range is obtained to obtain the current duration. When the current duration is greater than the second duration threshold, the power loss risk level is determined to be the second level.

[0106] Among them, the risk of power loss corresponding to the first level is higher than that corresponding to the second level.

[0107] In this embodiment, the risk of power depletion corresponding to the second level is greater than that corresponding to the first level. When the power depletion risk level is the second level, it means that the first battery is more likely to be in a state of power depletion than when the power depletion risk level is the first level.

[0108] The first and second duration thresholds are determined based on the vehicle network sleep time, which refers to the time it takes for the vehicle network system to transition from normal operation to low-power sleep state after the vehicle stops running and the power is turned off.

[0109] For example, the first duration threshold and the second duration threshold are the same, the vehicle network sleep time is T, in minutes, and the first duration threshold and the second duration threshold are twice the vehicle network sleep time.

[0110] The first duration threshold and the second duration threshold can be the same or different.

[0111] The result of the first battery's power depletion risk is obtained based on at least one of the following: the first battery has a power depletion risk.

[0112] That is, the possible outcomes of the power depletion risk include the following: (1) There is no power depletion risk in the first battery; (2)

[0113] The first battery has a risk of being depleted and the risk of being depleted is level one; (3) The first battery has a risk of being depleted and the risk of being depleted is level two.

[0114] Step 330: Determine the battery control strategy based on the results of the power loss risk.

[0115] Among them, the battery control strategy refers to the way the vehicle battery of the first vehicle is controlled in order to prevent the first battery from running out of power due to depletion.

[0116] The battery control strategy includes at least one of controlling the second battery to replenish the first battery and controlling the first battery to enter a power-locked state, wherein the second battery is used to provide electrical energy to drive the first vehicle.

[0117] The second battery provides the electrical energy to drive the first vehicle. Compared to the first battery, the second battery can output higher voltage and current to power the high-voltage equipment inside the first vehicle. When the first battery's power is insufficient, the second battery can supply power to it, thus replenishing the first battery's charge. The first vehicle contains a DC-DC converter that can convert the high-voltage DC power from the second battery into low-voltage DC power, which is then transmitted to the first battery.

[0118] The first battery provides the necessary power to maintain basic operation of in-vehicle equipment when the vehicle is in sleep mode. For example, it provides the power to start the vehicle. For instance, in a keyless vehicle, it provides the power needed to open the door. The door handle of the first vehicle contains a sensor capable of detecting human presence. When a person approaches or touches the door handle, the sensor sends an electrical signal to the vehicle's control system, indicating that someone is pulling the door handle. The first battery provides the power required for the sensor to operate.

[0119] Optionally, in response to the indication from the power loss risk result that the first battery does not have a power loss risk, a battery control strategy is determined based on the remaining power of the first battery in the battery state information.

[0120] For example, if the remaining charge of the first battery is less than a first charge threshold, the battery control strategy is determined to control the second battery to replenish the first battery until the remaining charge of the first battery reaches a second charge threshold, which is greater than the first charge threshold.

[0121] For example, the first power threshold is 45%, and the second power threshold is 90%. When the remaining power of the first battery is less than the first power threshold, the ZCU of the first vehicle will wake up the vehicle control unit (VCU), motor controller (MCU), battery management system (BMS), etc. to determine whether the first vehicle meets the high-voltage charging requirements. The high-voltage charging requirements refer to the requirements that each device and system in the first vehicle must meet when the second battery charges the first battery.

[0122] For example, the requirements for high-voltage charging include at least one of the following: (1) The SOC of the second battery is monitored by the BMS and the SOC of the second battery is greater than the preset charging capacity threshold requirement; for example, the charging capacity threshold requirement means that the SOC of the second battery is greater than 40%; (2) The vehicle network communication is normal; the communication between the various control units such as the vehicle control unit (VCU), motor controller (MCU), and battery management system (BMS) is normal, ensuring that they can transmit information to each other and coordinate the charging operation. If a communication failure occurs, the charging operation may be interrupted or cannot be started; (3) The SOH of the second battery is monitored by the BMS. The charging operation is allowed only when the SOH of the second battery is within the normal range, such as higher than 80%, so as to ensure the safety and reliability of the charging process.

[0123] If the first vehicle meets the high-voltage charging requirements, the battery control strategy is determined to be to control the second battery to charge the first battery. When the charge of the first battery reaches a second charge threshold, the charging stops.

[0124] The first and second power thresholds can be determined based on the current SOC of the first and second batteries, or they can be preset values.

[0125] For example, if the remaining charge of the first battery is greater than a first charge threshold, the battery control strategy is determined to maintain the current state of the first battery.

[0126] In other words, at this time, there is no need to control the second battery to replenish the first battery, nor is there any need to perform any additional control operations on the first battery.

[0127] Optionally, in response to the indication that the first battery is at risk of being ...

[0128] When the first battery is at risk of being depleted, at least one control operation, either replenishing or locking the battery, is required based on the severity of the risk.

[0129] For example, in response to a power loss risk level of Level 1 and the remaining power of the first battery being less than a first power threshold, the battery control strategy is determined to be to control the second battery to replenish the first battery until the remaining power of the first battery reaches a second power threshold, where the second power threshold is greater than the first power threshold.

[0130] Specifically, when the first battery's discharge risk level is Level 1, the ZCU determines that some modules or functions of the first vehicle are abnormal. At this time, it uploads fault information to the TSP system via the TBOX, indicating that the first battery may be abnormal. If the TBOX uploads this fault information to the TSP for three consecutive days, it indicates that the first battery is abnormal and needs to be inspected and repaired.

[0131] For example, the first vehicle is an electric vehicle, and a vehicle control client is installed in the user terminal. The vehicle control client is used to remotely control the first vehicle and monitor its operating status. When fault information is uploaded for three consecutive days, indicating an abnormality in the first battery, TBOX will send fault information to the vehicle control client to prompt the user to repair the first battery in a timely manner.

[0132] For example, in response to a low-power risk level of Level 2, if the first battery meets the preset power-locking requirements, the battery control strategy is determined to control the first battery to enter a power-locking state. Specifically, when the first battery is in the power-locking state, it stops supplying power.

[0133] Specifically, when the first battery's discharge risk level reaches Level 2, the ZCU determines that the first vehicle is in an abnormally high power consumption state, indicating a significant risk of battery discharge and necessitating immediate battery locking. The TBOX sends fault information directly to the vehicle control client via the TSP system. This fault information alerts the user that the first vehicle is about to enter a battery lock state. The fault information includes a confirmation control, which is used to obtain the user's consent when requesting battery locking. When the user triggers the confirmation control, the first vehicle immediately enters a battery lock state, meaning the first battery is locked.

[0134] In some embodiments, if the vehicle control client does not receive a trigger operation on the confirmation control within a preset time after receiving a fault message, it directly cuts off the power supply to the first battery, putting the first battery into a power-locked state. At this time, the TBOX directly sends a power-lock message to the vehicle control client. The power-lock message is used to notify the user that the first vehicle has entered a power-locked state, in order to conserve the power needed for the next start of the first vehicle.

[0135] In some embodiments, the battery control strategy instructs that only the first battery be recharged. In order to further reduce the risk of the first battery being depleted, the power supply to some electrical devices may be cut off without affecting the starting process of the first vehicle, so as to reduce the energy consumption of the first battery.

[0136] For example, when the battery control strategy is to control the second battery to replenish the first battery, the information of the electrical equipment corresponding to the first battery is obtained. The information of the electrical equipment includes in-vehicle equipment powered by the first battery when the first vehicle is in a dormant state.

[0137] The first vehicle has some basic functions that require power from the first battery while it is in its current dormant state. The electrical equipment information includes the devices that enable these basic functions, and the electrical equipment information includes at least two types of electrical equipment.

[0138] In response to the fact that the function of the first device and the starting of the first vehicle do not conform to the preset association relationship in the electrical equipment information, the first battery is controlled to stop supplying power to the first device.

[0139] The preset association refers to the relationship between the function of the equipment and the starting of the first vehicle. In other words, there is an association between the electrical equipment involved in starting the first vehicle and the process of starting the first vehicle.

[0140] When the function of the first device is unrelated to starting the first vehicle, the power supply to the first device is cut off to conserve the energy of the first battery. The number and type of the first device can be arbitrary.

[0141] When multiple devices do not have a preset association with starting the first vehicle, the electrical equipment information also includes the power consumption of each device. Among the devices that do not have a pre-defined association with starting the first vehicle, the k devices with the highest power consumption percentage are selected as the first devices and their power supply is cut off. k is a positive integer.

[0142] Step 340: If the result of the power loss risk indicates that the first battery meets the preset power lock requirements, the first battery is controlled to be in a power lock state based on the battery control strategy.

[0143] The first battery stops supplying power when it is in a locked state.

[0144] Optionally, if the battery control strategy indicates that the first battery meets the preset charging requirements, the second battery is controlled to charge the first battery based on the battery control strategy, and charging feedback information is obtained.

[0145] The charging feedback information is used to indicate the charging result detected after the second battery charges the first battery.

[0146] In other words, the charging feedback information is used to indicate whether the first vehicle meets the preset high-voltage charging requirements. If the first vehicle meets the preset high-voltage charging requirements, the second battery is successfully controlled to charge the first battery, and the charging feedback information indicates that the charging is successful; if the first vehicle does not meet the preset high-voltage charging requirements, the second battery is not controlled to charge the first battery, and the charging feedback information indicates that the charging has failed.

[0147] If the power replenishment feedback indicates that the power replenishment has failed, the first battery is locked in a power-locked state in response to the remaining power of the first battery being less than the third power threshold in the battery status information.

[0148] At this point, TBOX directly sends a power-lock message to the vehicle control client to notify the user that the first vehicle has entered a power-lock state.

[0149] Even when the first battery is in a locked state, it still retains some power to detect whether the vehicle's doors are open. The user can press and hold the tailgate open switch of the first vehicle. The first battery management module corresponding to the first battery receives a low-level signal from the door. When the duration of the low-level signal exceeds a preset threshold, the locked state of the first battery ends, and the first battery resumes power to unlock the doors and initiates high-voltage operation. Initiating high-voltage operation refers to using the power of the first battery during the vehicle's startup process to activate the high-voltage systems inside the vehicle that require high-voltage electricity, preparing them for power-on and operation.

[0150] In some embodiments, when the first battery fails to lock and runs out of power due to a malfunction or other reasons, the first vehicle cannot be unlocked or started to connect to high voltage. For keyless vehicles, a jump-start interface is provided at the front bumper of the first vehicle, and a jump-start device is provided inside the first vehicle as described above. Figure 2 The jump-start circuit shown allows users to unlock the doors and start the first vehicle by connecting a 12V external power source through the jump-start interface.

[0151] In summary, the vehicle battery control method provided in this application collects vehicle battery status information, analyzes whether the battery is at risk of depletion and the severity of such risk, and obtains corresponding battery control strategies. This allows for timely replenishment or locking of batteries at risk of depletion, ensuring the battery stores sufficient charge to start the vehicle and preventing the vehicle from being depleted due to low power and affecting its normal operation. Timely locking of the battery based on the depletion risk analysis results, meeting the locking requirements, provides an alternative solution in case of battery replenishment failure, thus improving the effectiveness of preventing battery depletion.

[0152] Figure 4 This is a flowchart of an exemplary embodiment of the present application, illustrating a method for implementing a vehicle battery intelligent charging and locking strategy, which includes the following steps.

[0153] Step 401: The vehicle domain controller determines whether the first vehicle is in a sleep state.

[0154] The vehicle body domain controller (ZCU) detects the vehicle status information of the first vehicle to determine whether the vehicle is in a dormant state.

[0155] Optionally, the vehicle status information includes the vehicle speed information and door lock status information of the first vehicle. The vehicle speed information is used to indicate the current speed of the first vehicle, and the door lock status information is used to indicate the open / closed status of the vehicle door lock switch of the first vehicle.

[0156] When the vehicle status information meets the preset static locking conditions, the first vehicle is determined to be in a dormant state.

[0157] For example, the preset static locking conditions include the vehicle speed of the first vehicle being 0 and the door lock status information indicating that the vehicle door lock is in the closed state.

[0158] Step 402: If the first vehicle is not in a dormant state, the process ends.

[0159] For example, the process ends when at least one of the following conditions exists: (1) the speed of the first vehicle is not 0; (2) the door lock of the vehicle is in the open state.

[0160] Step 403: If the first vehicle is in a dormant state, the battery management system obtains battery status information.

[0161] The battery status information includes the battery status of the first battery of the first vehicle, which is used to provide electrical energy when starting the first vehicle.

[0162] Step 404: The vehicle controller obtains the result of the first battery's low charge risk based on the battery status information.

[0163] The power loss risk result is used to indicate the degree of risk of the first battery being at risk of power loss.

[0164] For example, if the vehicle current of the first vehicle is greater than twice the static current value but less than four times the static current value, and the current in this state is maintained for a duration of 2T (T is the vehicle network sleep time), then some modules or functions of the first vehicle are abnormal, and the first battery is at risk of being depleted, with the depletion risk level being Level 1.

[0165] For example, if the total current of the first vehicle is greater than 4 times the static current value, and the current in this state is maintained for a duration of 2T (T is the vehicle network sleep time), the first vehicle is in an abnormally high power consumption state, and the first battery is at great risk of being depleted, with its depletion risk level being the second level.

[0166] The second level indicates a more severe risk of power loss than the first level.

[0167] For example, if the total current of the first vehicle is less than 1.5 times the static current value, then the first vehicle is not abnormal and the first battery is not at risk of being depleted.

[0168] Step 405: If the result of the power loss risk indicates that the first battery does not have a power loss risk, proceed with steps 4051, 4052, 40521 to 40526.

[0169] When the first battery is not at risk of running out of power, the second battery can be controlled to intelligently replenish the first battery to further prevent the first battery from running out of power.

[0170] Step 406: If the power loss risk result indicates that the first battery has a power loss risk and the power loss risk level is Level 1, TBOX uploads the fault information to the TSP system and executes steps 4051, 4052, 40521 to 40526.

[0171] The fault information indicates that there may be an abnormality in the first battery, prompting the user to check the first battery for faults and repair it in a timely manner.

[0172] Step 407: If the power loss risk result indicates that the first battery is at risk of power loss and the power loss risk level is Level 2, TBOX sends fault information to the vehicle control client through the TSP system and executes steps 40523 to 40526.

[0173] At this point, the first battery is at high risk of running out of power, and it is necessary to quickly put the first battery into a power-locked state.

[0174] Step 4051: The battery management system collects the remaining power of the first battery.

[0175] In some embodiments, the battery status information includes the remaining power of the first battery. In order to prevent the remaining power of the first battery from changing in a short period of time when it is in a depleted state, step 4051 collects the remaining power of the first battery in real time.

[0176] Step 4052: If the remaining power of the first battery is less than the first power threshold, the second battery replenishes the power of the first battery and obtains replenishment feedback information.

[0177] The charging feedback information is used to indicate the charging result detected after the second battery charges the first battery.

[0178] In other words, the charging feedback information can reflect whether the first vehicle meets the requirements for high-voltage charging and determine whether the second battery can successfully charge the first battery.

[0179] Step 40521: When the remaining power of the first battery reaches the second power threshold, the second battery stops charging.

[0180] The first battery level threshold is less than the second battery level threshold. The second battery level threshold and the first battery level threshold can be any preset value. For example, the first battery level threshold and the second battery level threshold can be determined based on the vehicle's starting battery level and emergency avoidance battery level.

[0181] For example, the vehicle starting power refers to the power required to start the first vehicle, while the emergency avoidance power refers to the power required for emergency avoidance during the first vehicle's operation. A first power threshold is determined based on the sum of the vehicle starting power and the emergency avoidance power to ensure that the first battery always has sufficient power to start the first vehicle and perform emergency avoidance functions, thus protecting the safety of the vehicle occupants.

[0182] The second power threshold is k times the first power threshold, where k is a positive integer greater than 1.

[0183] Step 40522: If the power replenishment feedback information indicates that the second battery has failed to replenish the first battery and the number of failures has reached a preset threshold, the TBOX sends fault information to the vehicle control client.

[0184] The vehicle control client is installed on the user terminal device used by the vehicle owner. The vehicle control client is used to control the primary vehicle. When the vehicle control client receives fault information, it will prompt the user in a prominent way, such as playing a prompt audio or displaying the fault information on the terminal screen.

[0185] At this point, the second battery fails to replenish the first battery continuously, indicating that the first battery is faulty. The fault information is used to remind the user that the first battery needs to be detected and repaired in a timely manner.

[0186] Step 40523: The battery management system controls the first battery to be in a locked state and sends the locked information to the vehicle control client via TBOX.

[0187] The battery lock message sent by TBOX is used to remind the user to put the first vehicle into a battery lock state. The battery lock message contains a triggerable control. If the user triggers the control, it means that the user agrees to put the first vehicle into a battery lock state. The battery management system cuts off the circuit switch of the first battery (the circuit refers to the circuit through which the current is transmitted when the first battery supplies power to the in-vehicle equipment or system), directly putting the first battery into a battery lock state. If the user does not trigger the control within a preset time, the battery management system directly cuts off the circuit switch of the first battery, putting the first battery into a battery lock state.

[0188] Once the power is locked, the first battery stops supplying power to the outside world in order to reserve the power required for the next start of the first vehicle.

[0189] Step 40524: When the door switch of the first vehicle is activated, the battery management system wakes up the first battery from the power-locked state.

[0190] The first battery has resumed power supply.

[0191] Step 40525: The vehicle controller unlocks the doors of the first vehicle.

[0192] The fact that the car door is unlocked indicates that the first vehicle has started successfully.

[0193] Step 40526: If the door of the first vehicle fails to unlock, in response to the connection of the jump-start interface of the first vehicle to an external power source, the vehicle controller controls the door of the first vehicle to unlock using the power supplied by the external power source.

[0194] When the first battery fails to lock due to an internal malfunction or other reasons, the battery will run out of power and will not be able to provide enough power to unlock the doors of the first vehicle. In this case, the first vehicle can be started by obtaining power from an external power source through the jump-start interface installed at the front bumper of the first vehicle.

[0195] In summary, the vehicle battery control method provided in this application collects vehicle battery status information, analyzes whether the battery is at risk of depletion and the severity of such risk, and obtains corresponding battery control strategies. This allows for timely replenishment or locking of batteries at risk of depletion, ensuring the battery stores sufficient charge to start the vehicle and preventing the vehicle from being depleted due to low power and affecting its normal operation. Timely locking of the battery based on the depletion risk analysis results, meeting the locking requirements, provides an alternative solution in case of battery replenishment failure, thus improving the effectiveness of preventing battery depletion.

[0196] Figure 5 This is a structural block diagram of a vehicle battery control device provided in an exemplary embodiment of this application, such as... Figure 5 As shown, the device includes the following parts.

[0197] The acquisition module 510 is used to acquire battery status information, including the battery status of the first battery of the first vehicle, which is used to provide electrical energy when starting the first vehicle.

[0198] The acquisition module 520 is used to acquire the power depletion risk result of the first battery based on the battery status information, and the power depletion risk result is used to indicate the degree of risk of the first battery having a power depletion risk.

[0199] The strategy determination module 530 is used to determine a battery control strategy based on the power loss risk result. The battery control strategy includes at least one of controlling the second battery to replenish the first battery and controlling the first battery to enter a power-locked state. The second battery is used to provide electrical energy to drive the first vehicle.

[0200] The control module 540 is configured to control the first battery to be in the power-locked state based on the battery control strategy when the power loss risk result indicates that the first battery meets the preset power-locking requirements, wherein the first battery stops supplying power when it is in the power-locked state.

[0201] In an optional embodiment, the acquisition module 520 is further configured to determine whether the first battery is at risk of being discharged based on the vehicle current in the battery status information, wherein the vehicle current refers to the total current output by the vehicle battery when the first vehicle is in a dormant state, and the dormant state refers to the state in which the first vehicle is stationary and locked; when the first battery is at risk of being discharged, the module determines the discharge risk level of the first battery based on the vehicle current and the current duration in the battery status information, wherein the discharge risk level describes the severity of the discharge risk of the first battery, and the current duration describes the duration for which the vehicle current reaches a preset current threshold; and obtain the discharge risk result of the first battery based on at least one of the circumstances of the first battery being at risk of being discharged and the discharge risk level.

[0202] In an optional embodiment, the acquisition module 520 is further configured to determine that the first battery is not at risk of being depleted when the vehicle current is less than a first current threshold; or, to determine that the first battery is at risk of being depleted when the vehicle current is greater than a second current threshold; wherein the first current threshold is less than the second current threshold.

[0203] In an optional embodiment, the acquisition module 520 is further configured to, when the vehicle current is greater than a second current threshold and less than a third current threshold, determine the power loss risk level as a first level in response to the current duration reaching a first duration threshold; or, when the vehicle current is greater than the third current threshold, determine the power loss risk level as a second level in response to the current duration reaching the second duration threshold; wherein the power loss risk corresponding to the first level is higher than the power loss risk corresponding to the second level.

[0204] In an optional embodiment, the strategy determination module 530 is further configured to determine the battery control strategy based on the remaining charge of the first battery in the battery status information in response to the power loss risk result indicating that the first battery does not have a power loss risk; or, in response to the power loss risk result indicating that the first battery has a power loss risk, determine the battery control strategy based on at least one of the power loss risk level of the first battery and the remaining charge of the first battery in the power loss risk result.

[0205] In an optional embodiment, the strategy determination module 530 is further configured to determine, when the remaining charge of the first battery is less than a first charge threshold, that the battery control strategy is to control the second battery to replenish the first battery until the remaining charge of the first battery reaches a second charge threshold, the second charge threshold being greater than the first charge threshold; or, when the remaining charge of the first battery is greater than the first charge threshold, that the battery control strategy is to maintain the current state of the first battery.

[0206] In an optional embodiment, the strategy determination module 530 is further configured to, in response to the power loss risk level being a first level and the remaining power of the first battery being less than a first power threshold, determine that the battery control strategy is to control the second battery to replenish the first battery until the remaining power of the first battery reaches a second power threshold, the second power threshold being greater than the first power threshold; or, in response to the power loss risk level being a second level, determine that the first battery meets the preset power-locking requirements, and determine that the battery control strategy is to control the first battery to enter the power-locking state.

[0207] In an optional embodiment, the control module 540 is further configured to, when the battery control strategy indicates that the first battery meets the preset charging requirements, control the second battery to charge the first battery based on the battery control strategy, and obtain charging feedback information, the charging feedback information being used to indicate the charging result detected after the second battery charges the first battery; and when the charging feedback information indicates that the charging has failed, in response to the remaining power of the first battery in the battery status information being less than a third power threshold, control the first battery to be in the power-locked state.

[0208] In an optional embodiment, the control module 540 is further configured to, when the battery control strategy is to control the second battery to replenish the first battery, obtain the electrical device information corresponding to the first battery, the electrical device information including in-vehicle devices powered by the first battery when the first vehicle is in a dormant state, the dormant state referring to the state in which the first vehicle is stationary and locked; in response to the fact that there is a function of the first device in the electrical device information that does not have a preset association relationship with starting the first vehicle, control the first battery to cancel the power supply to the first device.

[0209] In summary, the vehicle battery control device provided in this application can collect vehicle battery status information, analyze whether the battery is at risk of depletion and the severity of such risk, and obtain corresponding battery control strategies. It can promptly replenish or lock the battery if it is at risk of depletion, ensuring the battery has sufficient charge to start the vehicle and preventing the vehicle from being depleted due to low power and affecting its normal operation. Timely locking the battery based on the depletion risk analysis results meeting the locking requirements provides an alternative solution in case of battery replenishment failure, improving the effectiveness of preventing battery depletion.

[0210] It should be noted that the vehicle battery control device provided in the above embodiments is only an example of the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle battery control device provided in the above embodiments and the vehicle battery control method embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0211] Figure 6 This illustration shows a structural block diagram of a computer device 600 provided in an exemplary embodiment of this application. The computer device 600 may be a smartphone, tablet computer, Moving Picture Experts Group Audio Layer III (MP3) player, Moving Picture Experts Group Audio Layer IV (MP4) player, laptop computer, or desktop computer. The computer device 600 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names.

[0212] Typically, computer device 600 includes a processor 601 and a memory 602.

[0213] Processor 601 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 601 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). Processor 601 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 601 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 601 may also include an Artificial Intelligence (AI) processor, which is used to handle computational operations related to machine learning.

[0214] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 602 are used to store at least one instruction, which is executed by the processor 601 to implement the vehicle battery control method provided in the method embodiments of this application.

[0215] In some embodiments, the computer device 600 also includes other components 603, the type and number of which can be selected based on the functional needs of the computer device 600. Those skilled in the art will understand that... Figure 6 The structure shown does not constitute a limitation on the computer device 600, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0216] Optionally, the computer-readable storage medium may include: read-only memory (ROM), random access memory (RAM), solid-state drives (SSDs), or optical discs, etc. The random access memory may include resistive random access memory (ReRAM) and dynamic random access memory (DRAM). The sequence numbers of the embodiments in this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0217] This application also provides a computer device, which includes a processor and a memory. The memory stores at least one instruction, at least one program, a code set, or an instruction set. The at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the vehicle battery control method as described in any of the above embodiments of this application.

[0218] This application also provides a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the vehicle battery control method as described in any of the above embodiments of this application.

[0219] This application also provides a computer program product or computer program that includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the vehicle battery control methods described in the above embodiments.

[0220] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0221] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling a vehicle battery, characterized in that, The method includes: Collect battery status information, including the battery status of the first battery of the first vehicle, which is used to provide electrical energy when starting the first vehicle; The battery status information is used to obtain the power depletion risk result of the first battery, and the power depletion risk result is used to indicate the degree of risk of the first battery having a power depletion risk. Based on the power loss risk result, a battery control strategy is determined. The battery control strategy includes at least one of controlling the second battery to replenish the first battery and controlling the first battery to enter a power-locked state. The second battery is used to provide electrical energy to drive the first vehicle. When the power loss risk result indicates that the first battery meets the preset power lock requirements, the first battery is controlled to be in the power lock state based on the battery control strategy, wherein the first battery stops supplying power when it is in the power lock state; When the battery control strategy indicates that the first battery meets the preset charging requirements, the second battery is controlled to charge the first battery based on the battery control strategy, and charging feedback information is obtained. The charging feedback information is used to indicate the charging result detected after the second battery charges the first battery. When the charging feedback information indicates that the charging failed, in response to the remaining power of the first battery being less than a third power threshold in the battery status information, the first battery is controlled to be in the power-locked state. When the battery control strategy is to control the second battery to replenish the first battery, the device information corresponding to the first battery is obtained. The device information includes in-vehicle devices powered by the first battery when the first vehicle is in a dormant state. The dormant state refers to the state where the first vehicle is stationary and locked. In response to the fact that there is a function of the first device in the device information that does not have a preset association relationship with starting the first vehicle, the first battery is controlled to cancel the power supply to the first device.

2. The method according to claim 1, characterized in that, The step of obtaining the depletion risk result of the first battery based on the battery state information includes: Based on the vehicle current in the battery status information, it is determined that the first battery is at risk of being depleted. The vehicle current refers to the total current output by the vehicle battery when the first vehicle is in a dormant state. The dormant state refers to the state in which the first vehicle is stationary and locked. In the event that the first battery is at risk of being depleted, the depletion risk level of the first battery is determined based on the vehicle current and current duration in the battery status information. The depletion risk level is used to describe the severity of the depletion risk of the first battery, and the current duration is used to describe the duration during which the vehicle current reaches a preset current threshold. The result of the first battery's power depletion risk is obtained based on the situation where the first battery is at risk of power depletion and at least one of the power depletion risk levels.

3. The method according to claim 2, characterized in that, The determination of the first battery's risk of being depleted based on the vehicle current in the battery status information includes: If the vehicle current is less than the first current threshold, it is determined that the first battery is not at risk of being depleted. or, If the vehicle current is greater than the second current threshold, it is determined that the first battery is at risk of being depleted. Wherein, the first current threshold is less than the second current threshold.

4. The method according to claim 2, characterized in that, The step of determining the depletion risk level of the first battery based on the vehicle current and current duration in the battery state information includes: When the vehicle current is greater than the second current threshold and less than the third current threshold, in response to the current duration reaching the first duration threshold, the power depletion risk level is determined to be the first level. or, If the vehicle current is greater than the third current threshold, in response to the current duration reaching the second duration threshold, the power depletion risk level is determined to be the second level. The risk of power loss corresponding to the first level is lower than the risk of power loss corresponding to the second level.

5. The method according to any one of claims 1 to 4, characterized in that, The determination of the battery control strategy based on the battery depletion risk result includes: In response to the indication from the power loss risk result that the first battery does not have a power loss risk, the battery control strategy is determined based on the remaining power of the first battery in the battery status information; or, In response to the indication from the power loss risk result that the first battery is at risk of power loss, the battery control strategy is determined based on at least one of the power loss risk level of the first battery and the remaining power of the first battery in the power loss risk result.

6. The method according to claim 5, characterized in that, The step of determining the battery control strategy based on the remaining charge of the first battery in the battery state information includes: If the remaining charge of the first battery is less than the first charge threshold, the battery control strategy is determined to be to control the second battery to replenish the first battery until the remaining charge of the first battery reaches the second charge threshold, and the second charge threshold is greater than the first charge threshold. or, If the remaining charge of the first battery is greater than the first charge threshold, the battery control strategy is determined to maintain the current state of the first battery.

7. The method according to claim 5, characterized in that, The step of determining the battery control strategy based on at least one of the battery depletion risk level and the remaining capacity of the first battery in the depletion risk results includes: In response to the fact that the power loss risk level is the first level and the remaining power of the first battery is less than the first power threshold, the battery control strategy is determined to be to control the second battery to replenish the first battery until the remaining power of the first battery reaches the second power threshold, and the second power threshold is greater than the first power threshold. or, In response to the low battery risk level being Level 2, it is determined that the first battery meets the preset power-locking requirements, and the battery control strategy is determined to control the first battery to enter the power-locking state.

8. A control device for a vehicle battery, characterized in that, The device includes: The acquisition module is used to acquire battery status information, including the battery status of the first battery of the first vehicle, which is used to provide electrical energy when starting the first vehicle. The acquisition module is used to acquire the power depletion risk result of the first battery based on the battery status information, and the power depletion risk result is used to indicate the degree of risk of the first battery having a power depletion risk. The strategy determination module is used to determine a battery control strategy based on the battery depletion risk result. The battery control strategy includes at least one of controlling the second battery to replenish the first battery and controlling the first battery to enter a power-locked state. The second battery is used to provide electrical energy to drive the first vehicle. The control module is used to control the first battery to be in the power-locked state based on the battery control strategy when the power loss risk result indicates that the first battery meets the preset power-locking requirements, wherein the first battery stops supplying power when it is in the power-locked state; The control module is further configured to, when the battery control strategy indicates that the first battery meets the preset charging requirements, control the second battery to charge the first battery based on the battery control strategy, and obtain charging feedback information, the charging feedback information being used to indicate the charging result detected after the second battery charges the first battery; when the charging feedback information indicates that the charging has failed, in response to the remaining power of the first battery in the battery status information being less than a third power threshold, control the first battery to be in the power-locked state; The control module is further configured to, when the battery control strategy is to control the second battery to replenish the first battery, acquire the electrical device information corresponding to the first battery, the electrical device information including in-vehicle devices powered by the first battery when the first vehicle is in a dormant state, the dormant state referring to the state where the first vehicle is stationary and locked; and, in response to the fact that there is a function of the first device in the electrical device information that does not have a preset association relationship with starting the first vehicle, control the first battery to cancel power supply to the first device.

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