Vehicle charging method and device, vehicle and storage medium

Abstract

The invention provides a vehicle charging method and device, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that under the condition that the vehicle is in a charging state and a charging noise reduction function of the vehicle is in a starting state, a current decibel limit value corresponding to position information of the vehicle is obtained; determining the target charging power of the vehicle based on the current decibel limit value; and charging the vehicle according to the target charging power. According to the method, the corresponding noise limit values can be determined according to different environments where the vehicle is located, the loss of the charging power can be reduced to the maximum extent, and the comprehensive requirement of a user for vehicle charging is better met.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a charging method, a charging device, a vehicle and a storage medium in the field of vehicles. Background Art

[0002] As the number of electric vehicles continues to rise, various issues related to them are increasingly attracting people's attention, among which the problem of machine noise generated during vehicle charging is particularly prominent.

[0003] Almost all countries have set strict requirements for the machine noise generated by cars during charging. The existing way to control noise is usually to define the range according to time, such as limiting the power of charging equipment during specific night time periods to reduce noise. However, different countries have different geographical environments, climatic conditions and noise management regulations, and the noise sensitivity of different geographical locations in the same country is also different. Defining the range only based on time, it is impossible to select the appropriate power to adjust the noise according to the actual situation of the country and specific geographical location of the vehicle, and it is difficult to meet diverse needs. Summary of the invention

[0004] The present application provides a vehicle charging method, device, vehicle and storage medium. The method can determine the corresponding noise limit according to the different environments in which the vehicle is located, and can minimize the loss of charging power to better meet the user's comprehensive needs for vehicle charging.

[0005] In a first aspect, a vehicle charging method is provided, the method comprising: when the vehicle is in a charging state and a charging noise reduction function of the vehicle is in an on state, obtaining a current decibel limit corresponding to the location information of the vehicle; based on the current decibel limit, determining a target charging power of the vehicle; and charging the vehicle according to the target charging power.

[0006] The above technical solution, when the vehicle is in a charging state and the charging noise reduction function of the vehicle is turned on, obtains the current decibel limit corresponding to the vehicle's location information, and can more accurately determine the corresponding noise limit according to the different environments in which the vehicle is located. Based on the determined current decibel limit, the target charging power is determined, and the vehicle is charged according to the target charging power. The charging power of the vehicle can be dynamically adjusted according to the noise requirements of the environment in which the vehicle is located, thereby reducing noise during the charging process and minimizing the loss of charging power, which can better meet the user's comprehensive needs for vehicle charging.

[0007] In combination with the first aspect, in certain implementations of the first aspect, obtaining the current decibel limit corresponding to the position information of the vehicle includes: obtaining the position information of the vehicle; and querying the current decibel limit corresponding to the position information of the vehicle based on a preset noise limit table.

[0008] The above technical solution is due to the different sensitivity and acceptable standards of noise in different locations. For example, in residential areas, people are more sensitive to noise at night when they rest, and the noise limit is relatively low; while in industrial areas, the noise limit may be relatively high due to the noisy environment itself. By obtaining the vehicle location information and querying the corresponding decibel limit, it can be ensured that the noise generated by the charging process can be reasonably controlled in different scenarios.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the target charging power of the vehicle is determined based on the current decibel limit, including: determining the target operating power of the thermal management system of the vehicle based on the current decibel limit; calculating the maximum charging power of the vehicle when charging based on the target operating power of the thermal management system and the current efficiency of the thermal management system; obtaining the current temperature of the battery pack of the vehicle, and determining the target charging power of the vehicle based on the current temperature of the battery pack and the maximum charging power.

[0010] The above technical solution determines the target operating power of the thermal management system based on the current decibel limit, and can directly control the power of the main source of noise generated when the vehicle is charging, which can ensure that the noise generated by the thermal management system during the charging process does not exceed the allowable range of the environment, thereby avoiding noise pollution to the surrounding environment. While considering noise control, calculating the maximum charging power can make the best use of the system's heat dissipation capacity to support vehicle charging and ensure the charging efficiency of the vehicle while ensuring that the noise does not exceed the standard. Dynamically adjusting the charging power according to the current battery temperature can prevent the battery from overheating during the charging process and ensure that the battery is always within a safe operating temperature range.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the target operating power of the thermal management system of the vehicle is determined based on the current decibel limit, including: based on a preset corresponding relationship, determining the target operating power of the thermal management system corresponding to the current decibel limit; wherein the preset corresponding relationship is the corresponding relationship between the decibel value and the operating power of the thermal management system.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the preset corresponding relationship is generated in the following manner: under the same environmental conditions, the heat dissipation components in the thermal management system of the test vehicle are controlled to operate at different working powers; the decibel values ​​corresponding to the noise generated when the heat dissipation components operate at different working powers are recorded; each working power is combined with the decibel value corresponding to the noise generated when the heat dissipation components operate at each working power to obtain the preset corresponding relationship.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the target charging power of the vehicle is determined based on the current temperature of the battery pack and the maximum charging power, including: when the current temperature of the battery pack is less than or equal to a preset temperature threshold, the maximum charging power is determined as the target charging power; when the current temperature of the battery pack is greater than the preset temperature threshold, the adapted charging power corresponding to the current temperature of the battery pack is determined as the target charging power.

[0014] The above technical solution can effectively avoid thermal runaway caused by excessive battery temperature by setting a preset temperature threshold and determining the target charging power based on the comparison between the current temperature of the battery pack and the threshold. When the current temperature of the battery pack is low (less than or equal to the preset temperature threshold), the maximum charging power is determined as the target charging power, and the power provided by the charging facilities can be fully utilized. Within the safe temperature range of the battery, the vehicle can be charged at the fastest speed, reducing the waiting time for the user. When the current temperature of the battery pack exceeds the preset temperature threshold, the adapted charging power corresponding to the current temperature is determined as the target charging power, which can better ensure the charging safety of the battery pack.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, after determining the target charging power of the vehicle based on the current decibel limit, the method also includes: obtaining the current power and target power of the battery pack of the vehicle; determining the target charging time of the battery pack based on the target charging power, the current power of the battery pack and the target power of the battery pack; and displaying prompt information including the target charging time and the current decibel limit.

[0016] The above technical solution provides users with key information about the charging process, including the target charging time and the current decibel limit. The target charging time helps users clearly know the estimated time required for the vehicle to complete charging, so as to arrange subsequent trips reasonably. The current decibel limit information allows users to understand the noise limit standards of the charging environment, helps users understand the noise control when the vehicle is charging, and facilitates users to know the reasons why the charging time may change. Displaying prompt information also increases the transparency of the vehicle charging process, allowing users to have a clearer understanding of the vehicle's charging process, reducing users' uncertainty and anxiety about the charging process, and improving the user experience.

[0017] In a second aspect, a charging device for a vehicle is provided, which includes: an acquisition module for acquiring a current decibel limit corresponding to the location information of the vehicle when the vehicle is in a charging state and a charging noise reduction function of the vehicle is turned on; a determination module for determining a target charging power of the vehicle based on the current decibel limit; and a charging module for charging the vehicle according to the target charging power.

[0018] In combination with the second aspect, in certain implementations of the second aspect, the acquisition module is specifically used to: obtain the location information of the vehicle; and query the current decibel limit corresponding to the location information of the vehicle based on a preset noise limit table.

[0019] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the determination module is specifically used to: determine the target operating power of the thermal management system of the vehicle based on the current decibel limit; calculate the maximum charging power of the vehicle when charging based on the target operating power of the thermal management system and the current efficiency of the thermal management system; obtain the current temperature of the battery pack of the vehicle, and determine the target charging power of the vehicle based on the current temperature of the battery pack and the maximum charging power.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the determination module includes a first determination unit, which is specifically used to: determine the target operating power of the thermal management system corresponding to the current decibel limit value based on a preset corresponding relationship; wherein the preset corresponding relationship is the corresponding relationship between the decibel value and the operating power of the thermal management system.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes a preset correspondence generation module, which is specifically used to: under the same environmental conditions, control the heat dissipation components in the thermal management system of the test vehicle to operate at different working powers; record the decibel value corresponding to the noise generated when the heat dissipation components operate at different working powers; combine each working power with the decibel value corresponding to the noise generated when the heat dissipation components operate at each working power to obtain the preset correspondence.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the determination module includes a second determination unit, which is specifically used to: when the current temperature of the battery pack is less than or equal to a preset temperature threshold, determine the maximum charging power as the target charging power; when the current temperature of the battery pack is greater than the preset temperature threshold, determine the adapted charging power corresponding to the current temperature of the battery pack as the target charging power.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes a display module, which is specifically used to: obtain the current power and target power of the battery pack of the vehicle; determine the target charging time of the battery pack based on the target charging power, the current power of the battery pack and the target power of the battery pack; and display prompt information including the target charging time and the current decibel limit.

[0024] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle charging method in the first aspect and any possible implementation of the first aspect.

[0025] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle charging method in the above-mentioned first aspect and any possible implementation of the first aspect.

[0026] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle charging method in the above-mentioned first aspect and any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic flow chart of a vehicle charging method provided in an embodiment of the present application;

[0028] Figure 2 is a schematic flow chart of another vehicle charging method provided in an embodiment of the present application;

[0029] Figure 3 is a structural schematic diagram of a vehicle charging device provided in an embodiment of the present application;

[0030] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0032] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0033] As the number of electric vehicles continues to rise, various issues related to them are increasingly attracting people's attention, among which the problem of machine noise generated during vehicle charging is particularly prominent.

[0034] Almost all countries have set strict requirements for the machine noise generated by cars during charging. The existing way to control noise is usually to define the range according to time, such as limiting the power of charging equipment during specific night time periods to reduce noise. However, different countries have different geographical environments, climatic conditions and noise management regulations, and the noise sensitivity of different geographical locations in the same country is also different. Defining the range only based on time, it is impossible to select the appropriate power to adjust the noise according to the actual situation of the country and specific geographical location of the vehicle, and it is difficult to meet diverse needs.

[0035] In order to solve the above technical problems, an embodiment of the present application provides a vehicle charging method, in which the executor of the method is a vehicle, specifically a controller in the vehicle. The method can more accurately determine the corresponding current decibel limit according to the different environments in which the vehicle is located. Based on the determined current decibel limit, the target charging power is determined, and the vehicle is charged according to the target charging power. The charging power of the vehicle can be dynamically adjusted according to the noise requirements of the environment in which the vehicle is located, which can meet diverse needs.

[0036] Figure 1 It is a schematic flow chart of a vehicle charging method provided in an embodiment of the present application.

[0037] For example, Figure 1 As shown, the method 100 includes:

[0038] S101, when the vehicle is in a charging state and the charging noise reduction function of the vehicle is in an on state, obtaining a current decibel limit value corresponding to the position information of the vehicle.

[0039] S102: Determine a target charging power for the vehicle based on the current decibel limit.

[0040] S103: Charge the vehicle according to the target charging power.

[0041] In the embodiment of the present application, when the vehicle is in a charging state and the charging noise reduction function of the vehicle is turned on, the current decibel limit corresponding to the location information of the vehicle is obtained, and the corresponding noise limit can be determined more accurately according to the different environments in which the vehicle is located. Based on the determined current decibel limit, the target charging power is determined, and the vehicle is charged according to the target charging power. The charging power of the vehicle can be dynamically adjusted according to the noise requirements of the environment in which the vehicle is located, so as to reduce noise during the charging process while minimizing the loss of charging power, which can better meet the comprehensive needs of users for vehicle charging.

[0042] Below Figure 1 The specific implementation of each step in the embodiment shown is described as follows:

[0043] Regarding the above S101, it can be understood that the above vehicle being in a charging state means that the vehicle is being charged through a charging pile or other means.

[0044] For example, some vehicles are equipped with a charging indicator light. When the vehicle is in a charging state, the charging indicator light will appear in different colors or flashing states. For example, when the vehicle is in a charging state, the charging indicator light will appear red or flashing green.

[0045] The charging noise reduction function of the above-mentioned vehicle refers to the function of reducing the noise generated during charging through a series of technical means. For example, when the charging noise reduction function is turned on, the power output frequency of the charging device or the speed of the cooling fan inside the vehicle can be adjusted to reduce the noise generated during charging.

[0046] Exemplarily, the charging noise reduction function can be manually turned on or off by the user in the vehicle.

[0047] Furthermore, when the vehicle is in a charging state and the charging noise reduction function of the vehicle is turned on, it indicates that the user expects to reduce noise during the charging process.

[0048] As mentioned above, the noise requirements corresponding to the specific geographical location of the vehicle and the current charging time may be different. Based on this, the current decibel limit corresponding to the vehicle's location information can be obtained.

[0049] For example, in residential areas, the restrictions on environmental noise are generally stricter, and the noise level when charging a vehicle may not exceed a certain decibel level; while in relatively noisy environments such as industrial parks, the decibel limit may be relatively loose. In addition, the noise limit will be different depending on the time of vehicle charging.

[0050] In a possible implementation, obtaining a current decibel limit value corresponding to the position information of the vehicle includes: obtaining the position information of the vehicle; and querying the current decibel limit value corresponding to the position information of the vehicle based on a preset noise limit table.

[0051] It can be understood that the above-mentioned location information of the vehicle may include the country and region type where the vehicle is located.

[0052] Exemplarily, the above-mentioned area types may include residential areas, industrial areas and mixed areas, and may be further subdivided into other areas. The embodiments of the present application do not limit the types of divided areas.

[0053] In some embodiments, the location information of the vehicle can be determined by a global positioning system (GPS) equipped in the vehicle. The longitude and latitude coordinates of the vehicle can be accurately obtained by GPS, and based on the longitude and latitude coordinates of the vehicle, the country where the vehicle is located and the region type corresponding to the region where the vehicle is located can be determined.

[0054] In other embodiments, the vehicle control unit (VCU) of the vehicle may obtain navigation information of the vehicle from the information domain controller (IDC) of the vehicle. The navigation information comes from the vehicle navigation system, and the navigation information includes the current location information of the vehicle.

[0055] Specifically, after the vehicle's IDC collects the vehicle's navigation information, it can send the vehicle's navigation information to the VCU based on the vehicle's Controller Area Network (CAN) bus or other dedicated automotive communication protocols. After receiving the navigation information, the VCU extracts the location-related part to determine the vehicle's current location.

[0056] Furthermore, navigation information usually includes geographic coordinate information such as the vehicle's longitude, latitude, and altitude. The VCU uses this information, combined with map data or Geographic Information System (GIS) data pre-stored in the vehicle system, to accurately determine the country and region type corresponding to the vehicle's location.

[0057] The above-mentioned preset noise limit value table is stored in the vehicle in advance, and the preset noise limit value table contains the maximum noise values ​​(ie, decibel limits) allowed in different countries, different area types and different times.

[0058] For example, in residential areas, since residents have high requirements for a quiet environment, the noise limit table may stipulate that the noise in this area cannot exceed 40 decibels (dB); in mixed areas, since the mixed area itself is relatively noisy, the corresponding limit in the noise limit table may be appropriately increased to 50-60 decibels (dB); and in industrial areas, since the environmental background noise is relatively loud, the corresponding decibel limit in the noise limit table may be higher, such as 70-80 decibels (dB). Different areas will also have different noise limits during the day and at night.

[0059] In some embodiments, the VCU of the vehicle can obtain codes corresponding to different countries (i.e., Table 1 below) and codes corresponding to different regional types (i.e., Table 2 below) from the navigation system, and use the ASCI value to form a unique code for each country and each regional type. Then, a map table (i.e., the above-mentioned preset noise limit table) can be formed based on the formed code and the noise limits corresponding to different regional types in the laws and regulations of different countries.

[0060] For example, the codes corresponding to different countries may be shown in Table 1:

[0061] Table 1

[0062] nation Abbreviation ASCI Country Code Country A Aa A(0010), a(0011) 001011 Country B Bb B(0022), b(0023) 002223 Country C Cc C(0038), c(0035) 003835 D Country D D(0045), d(0047) 004547 E Country Ee E(0056), e(0059) 005659

[0063] As shown in Table 1, the country codes corresponding to different countries can be queried through Table 1.

[0064] For example, the codes corresponding to different area types may be as shown in Table 2:

[0065] Table 2

[0066] Region Type Abbreviation ASCI Area Code Residential area RA R(0000), A(0012) 000012 Industrial Area I A I(0022), A(0012) 002212 Mixed Zone MA M(0033), A(0012) 003312

[0067] As shown in Table 2, the area codes corresponding to different area types can be queried through Table 2.

[0068] Furthermore, by querying the noise limits at different time points in different regions stipulated by the laws and regulations of different countries, and combining the above Table 1 and Table 2, a noise limit map table (ie, the preset noise limit table mentioned above) can be formed.

[0069] For example, by combining the codes corresponding to Table 1 and Table 2 and the noise limits corresponding to different area types in the laws and regulations of different countries, the noise limit map table obtained can be shown in Table 3:

[0070] Table 3

[0071]

[0072] As shown in Table 3, the noise limits at different time points specified in different regions of different countries can be queried through Table 3.

[0073] For example, the "daytime" in Table 3 may refer to the time period from 6:00 a.m. to 10:00 p.m., or from 7:00 a.m. to 11:00 p.m. "nighttime" in Table 3 may refer to the time period from 10:00 p.m. to 6:00 a.m. the next morning, or from 11:00 p.m. to 7:00 a.m. the next morning. The specific time periods corresponding to daytime and nighttime are not limited in the present embodiment.

[0074] In some embodiments, after obtaining the location information of the vehicle, the VCU of the vehicle can determine the country and region type of the vehicle. Then, based on the above Table 3, the noise limit value at the current time point corresponding to the location of the vehicle is queried.

[0075] For example, when the vehicle is in a charging state and the charging noise reduction function of the vehicle is turned on, the location information of the vehicle is obtained, and it is determined through the location information that the vehicle is in country A and the area type of the vehicle is a residential area, and it can be determined that the code corresponding to the location information of the vehicle is 0010110012. If the time point of charging the vehicle is 18:00 in the afternoon, based on the above Table 3, it can be determined that the current decibel limit corresponding to the location information of the vehicle is 70dB.

[0076] The above method is different in different countries and different locations because of the different sensitivity and acceptable standards to noise. For example, in residential areas, people are more sensitive to noise at night when they are resting, and the noise limit is relatively low; while in industrial areas, the noise limit may be relatively high because the environment itself is noisy. By obtaining the vehicle location information and querying the corresponding decibel limit, it can be ensured that the noise generated by the charging process can be reasonably controlled in different scenarios.

[0077] During the charging process of the vehicle, the battery generates heat. In order to ensure that the battery is in the appropriate operating temperature range, the heat dissipation components in the thermal management system, such as the cooling fan, will start. When the cooling fan is working, the rotation of the blades will cause air flow and vibration, thereby generating noise. In addition to the aerodynamic noise generated by the rotation of the cooling fan itself, the fan may also cause resonance in other parts of the vehicle when it is running, further amplifying the noise. For example, if the vibration frequency of the cooling fan is close to the natural frequency of a metal part of the vehicle, it will cause resonance, making the noise more obvious.

[0078] Generally speaking, the greater the charging power of the vehicle, the more likely the battery will generate heat. Specifically, the charging power (P) is mainly related to the two parameters of current (I) and voltage (U), and the relationship expression is: P = UI. Among them, when the charging power increases, the current will increase accordingly under a certain voltage.

[0079] According to Joule's law, Q = I 2 Rt (where Q is the heat generated, R is the resistance, and t is the time). When the internal resistance (R) and charging time (t) of the battery remain unchanged, the increase in current (I) will cause the heat generated by the battery (Q) to increase rapidly in a quadratic relationship. For example, when the current becomes twice as much as before, the heat generated will become four times as much as before.

[0080] Based on this, the heat generated during the vehicle charging process can be reduced by reducing the charging power of the vehicle, thereby reducing the noise generated by the heat dissipation components in the thermal management system when dissipating heat.

[0081] When the heat generated during charging is reduced, the workload of the heat dissipation components will be reduced. When the heat dissipation components do not need to run at high speed to dissipate heat, the noise they generate will naturally decrease. For example, when the battery generates less heat, the cooling fan may run at a lower speed, and the noise generated will be much smaller than when it runs at a high speed.

[0082] As for the above S102 and S103, it can be understood that after the current decibel limit corresponding to the location information of the vehicle is determined, the target charging power of the vehicle can be determined based on the current decibel limit.

[0083] The above-mentioned target charging power refers to an appropriate charging power determined based on the maximum noise decibel limit allowed at the location of the vehicle (i.e., the current decibel limit). The target charging power can not only meet the basic needs of vehicle charging, but also control the noise generated during vehicle charging within the specified range (i.e., below the current decibel limit).

[0084] In some embodiments, a noise-charging power relationship model or relationship table may be established in advance through a large number of experiments and tests. After determining the current decibel limit corresponding to the vehicle's location information, the target charging power corresponding to the current decibel limit may be determined through the noise-charging power relationship model or relationship table.

[0085] For example, in the experiment, the noise generated by various components when the vehicle is charged at different charging powers can be measured under the same environmental conditions. For example, the charging power is gradually increased from 3kW to 15kW at intervals of 500W, and the noise decibel value at each charging power is recorded.

[0086] After collecting the noise decibel value corresponding to each charging power, these data can be analyzed and fitted to obtain an approximate functional relationship, such as a quadratic function or an exponential function, to describe the corresponding relationship between the charging power (P) and the noise decibel value (Z). Assume that the obtained functional relationship is: Z = a × P 2 +b×P+c. Where a, b, and c are constants obtained by fitting experimental data.

[0087] After determining the corresponding relationship between the above charging power and the noise decibel value, the current decibel limit value corresponding to the vehicle's location information can be substituted into the corresponding relationship to obtain the target charging power. For example, if the current decibel limit value is determined to be 50dB, the current decibel limit value can be substituted into the function relationship established above to calculate the target charging power of the vehicle to be 5kW.

[0088] In order to more accurately determine the target charging power, the influence of the current temperature of the battery pack and the operating state of the thermal management system itself may be considered.

[0089] It is understandable that the operating state of the thermal management system during the charging process of the vehicle is the key to the noise generation. The current temperature of the battery pack is also an important factor affecting battery performance, safety and life.

[0090] Based on this, the target operating power of the thermal management system can be determined first to fundamentally control the noise. Then, the appropriate charging power can be reversely calculated based on the actual operating power required by the thermal management system, and combined with the current temperature of the vehicle's battery pack, the target charging power can be determined that can complete charging within a safe temperature range and reduce noise during the charging process.

[0091] In a possible implementation, the above S102 may be implemented specifically through the following S21 to S23:

[0092] S21: Determine a target operating power of a thermal management system of the vehicle based on a current decibel limit.

[0093] It can be understood that after determining the current decibel limit corresponding to the vehicle's position information, the target operating power of the vehicle's thermal management system can be determined based on the current decibel limit.

[0094] Among them, the above-mentioned target operating power refers to the power at which the thermal management system should operate in order to maintain the battery pack and related components within a suitable temperature range during the vehicle charging process while meeting the current decibel limit requirements of the vehicle's environment.

[0095] Exemplarily, a preset correspondence between the decibel value and the operating power of the thermal management system may be established in advance.

[0096] In one possible implementation, the preset corresponding relationship is generated in the following manner: under the same environmental conditions, the heat dissipation component in the thermal management system of the test vehicle is controlled to operate at different working powers; the decibel value corresponding to the noise generated when the heat dissipation component operates at different working powers is recorded; each working power is combined with the decibel value corresponding to the noise generated when the heat dissipation component operates at each working power to obtain the preset corresponding relationship.

[0097] It can be understood that the above-mentioned same environmental conditions refer to the same ambient temperature, the same ambient humidity, the same ambient noise and the same battery pack performance (that is, the battery pack's charge state, the battery pack's health state and the battery pack type are all the same).

[0098] Furthermore, under the same environmental conditions, the heat dissipation components in the thermal management system of the test vehicle are controlled to operate at different working powers. For example, starting from the lowest power, the power is gradually increased, each time by a certain value (such as a 10% power increment). This can simulate the working state of the heat dissipation components under different heat dissipation requirements.

[0099] When the heat dissipation component is running at a specific working power, use professional noise measurement equipment to record the decibel value of the noise generated at this time. Due to the different working powers of the heat dissipation components, the noise generated will also be different. For example, when the cooling fan runs at a lower speed (i.e. lower working power), the noise generated may be 40dB; as the speed of the cooling fan increases (i.e. the working power increases), the noise generated may rise to 60dB.

[0100] Finally, each working power is combined with the decibel value corresponding to the noise generated when running at the working power, for example, the working power of 200W is combined with the corresponding 45dB. Through such a combination, a complete preset corresponding relationship can be obtained.

[0101] Exemplarily, the preset correspondence between the above decibel value and the working power of the thermal management system may be shown in the following Table 4:

[0102] Table 4

[0103] Decibel Value 40dB 45dB 50dB 55dB 60dB Working power 150W 200W 250W 300W 350W

[0104] As shown in Table 4 above, as the operating power of the thermal management system increases, the decibel value of the generated noise also increases.

[0105] Exemplarily, the preset correspondence between the decibel value and the operating power of the thermal management system can be stored in the vehicle. After determining the current decibel limit corresponding to the vehicle's location information, the target operating power of the thermal management system of the vehicle is determined by querying the preset relationship.

[0106] In one possible implementation, based on the current decibel limit, the target operating power of the thermal management system of the vehicle is determined, including: based on a preset corresponding relationship, determining the target operating power of the thermal management system corresponding to the current decibel limit; wherein the preset corresponding relationship is the corresponding relationship between the decibel value and the operating power of the thermal management system.

[0107] For example, if the current decibel limit corresponding to the vehicle's position information is determined to be 50dB, by querying the preset correspondence between the decibel value and the operating power of the thermal management system (i.e., Table 4 above), it can be determined that the maximum operating power corresponding to the current decibel limit is 250W, and 250W can be determined as the target operating power of the thermal management system.

[0108] In some embodiments, after the target operating power of the thermal management system is determined, the operation of the thermal management system is controlled according to the determined target operating power.

[0109] For example, the operating states of the heat dissipation components in the thermal management system, such as the speed of the heat dissipation fan, the speed of the electric compressor, etc., can be adjusted according to the target operating power of the thermal management system.

[0110] S22: Based on the target operating power of the thermal management system and the current efficiency of the thermal management system, a maximum charging power when the vehicle is charged is calculated.

[0111] It can be understood that the current efficiency of the above-mentioned thermal management system refers to the efficiency of the thermal management system in effectively dissipating the heat generated during the charging process of the vehicle.

[0112] Since the thermal management system consists of multiple components, including cooling fans, coolant pumps, radiators, etc., the vehicle controller can determine the current efficiency of the thermal management system by monitoring the working status of each component in the thermal management system in real time.

[0113] For example, for a thermal management system based on air cooling, the key parameters are the speed of the cooling fan, the air flow rate and the temperature difference.

[0114] Specifically, an air flow sensor can be used to measure the air flow L (in cubic meters per second, m 3 / s), use a temperature sensor to measure the temperature difference ΔT (in degrees Celsius, ℃) between the air inlet and outlet of the radiator. According to the heat transfer formula P heat =c p ×ρ×L×ΔT, where c p is the constant pressure specific heat capacity of air, which is about 1005 J / (kg·℃), and ρ is the density of air, which is about 1.29 kg / m3. The actual heat dissipation power P can be calculated. heat .

[0115] At the same time, the electric power P of the cooling fan can be measured fan (unit: Watt, W), the current efficiency of the air cooling system can be calculated by the formula η = P heat / P fan Calculated.

[0116] For thermal management systems based mainly on liquid cooling, the key parameters are the coolant flow rate, the inlet and outlet temperature difference, and the power of the liquid cooling pump.

[0117] Specifically, the flow rate q (in liters per second, L / s) of the coolant can be measured by a flow sensor, and the temperature difference ΔT (in degrees Celsius, ℃) between the inlet and outlet of the liquid cooling system can be measured by a temperature sensor. liquid =c p,liquid ×ρ liquid ×q×ΔT, where c p,liquid is the specific heat capacity of the coolant, ρ liquid is the density of the coolant, and the actual heat dissipation power P of the liquid cooling system can be calculated liquid .

[0118] At the same time, the electric power P of the liquid cooling pump can be measured pump (unit: Watt, W), the current efficiency of the liquid cooling system can be calculated by the formula η = P liquid / P pump Calculated.

[0119] For a hybrid thermal management system, the current efficiency of the hybrid thermal management system can be determined based on the proportion of heat dissipation power borne by each system in the hybrid thermal management system. For example, the current efficiency of the air cooling system is η1, and the proportion of heat dissipation power it bears is a; the current efficiency of the liquid cooling system is η2, and the proportion of heat dissipation power it bears is b; where a+b=1; the current efficiency of the hybrid thermal management system can be calculated to be a·η1+b·η2.

[0120] For example, if the current efficiency η1 of the air cooling system is 0.67, the heat dissipation power it bears accounts for 0.4; the current efficiency η2 of the liquid cooling system is 0.625, and the heat dissipation power it bears accounts for 0.6, then it can be calculated that the current efficiency of the hybrid thermal management system is 0.4×0.67+0.6×0.625=0.643.

[0121] Furthermore, when the vehicle is charging, the total available power is limited (for example, it depends on the maximum power of the charging pile and the maximum power of the on-board charger), and this part of the power needs to be reasonably distributed between the charging system and the thermal management system.

[0122] It is understandable that the maximum power available for charging can be calculated based on the target operating power of the thermal management system and its current efficiency, that is, the remaining power can be used for charging while ensuring the normal operation of the thermal management system.

[0123] The maximum charging power of the vehicle can be calculated by the following formula: maximum charging power = total available power supply - target operating power of the thermal management system / current efficiency of the thermal management system.

[0124] For example, if the total available power of the vehicle is 7kW, the target operating power of the thermal management system is 300W, and the preset efficiency is 75%, it can be calculated that the electrical energy required by the thermal management system is 400W, and the maximum charging power of the vehicle can be calculated to be 7000W-400W=6600W.

[0125] S23: Acquire the current temperature of the battery pack of the vehicle, and determine the target charging power of the vehicle based on the current temperature of the battery pack and the maximum charging power.

[0126] It is understandable that, as mentioned above, in order to reduce the noise generated during the charging process, the operating power of the thermal management system is usually limited. Once the operating power of the thermal management system is limited, the current temperature of the battery pack may rise. If the battery pack is still charged at the same charging power when the current temperature of the battery pack is high, the temperature of the battery pack may continue to rise, thereby damaging the battery pack and causing safety issues such as thermal runaway of the battery pack.

[0127] Based on this, the current temperature of the battery pack can be obtained, and the target charging power of the vehicle can be determined based on the current temperature of the battery pack and the calculated maximum charging power.

[0128] The current temperature of the battery pack may be acquired in real time via a temperature sensor installed in the battery pack.

[0129] The above method determines the target operating power of the thermal management system based on the current decibel limit, and can directly control the power of the main source of noise generated when the vehicle is charging. It can ensure that during the charging process, the noise generated by the thermal management system does not exceed the allowable range of the environment, avoiding noise pollution to the surrounding environment. While considering noise control, calculating the maximum charging power can make the best use of the system's heat dissipation capacity to support vehicle charging and ensure the charging efficiency of the vehicle while ensuring that the noise does not exceed the standard. Dynamically adjusting the charging power according to the current battery temperature can prevent the battery from overheating during the charging process and ensure that the battery is always within a safe operating temperature range.

[0130] In one possible implementation, the target charging power of the vehicle is determined based on the current temperature of the battery pack and the maximum charging power, including: when the current temperature of the battery pack is less than or equal to a preset temperature threshold, the maximum charging power is determined as the target charging power; when the current temperature of the battery pack is greater than the preset temperature threshold, the adapted charging power corresponding to the current temperature of the battery pack is determined as the target charging power.

[0131] It can be understood that the above-mentioned preset temperature threshold can be set to the temperature of the battery pack in an ideal state. For example, if the temperature of the battery pack in an ideal state is 40°C, the above-mentioned preset temperature threshold can be set to 40°C.

[0132] During the charging process of the vehicle, the current temperature of the battery pack can be obtained in real time, and the target charging power of the vehicle can be adjusted in real time according to the current temperature and maximum charging power.

[0133] When the current temperature of the battery pack is less than or equal to the preset temperature threshold, it means that the battery pack is in a relatively safe temperature range. Within this range, the performance and safety of the battery pack can be better guaranteed, and the thermal management system is capable of effectively controlling the temperature rise of the battery pack when the battery pack is charged at the maximum charging power. Therefore, the calculated maximum charging power can be determined as the target charging power of the vehicle.

[0134] When the current temperature of the battery pack is greater than the preset temperature threshold, the safety and performance of the battery pack may be threatened. At this time, charging at the maximum charging power can no longer be performed, because continuing to charge at a high power will further increase the temperature of the battery pack, which may cause damage to the battery pack or safety problems. Therefore, an adaptive charging power can be determined based on the current temperature of the battery pack. This adaptive charging power may be smaller than the maximum charging power, so that the heat generated by the battery pack during the charging process can be effectively dissipated by the thermal management system, thereby controlling the temperature of the battery pack within a safe range.

[0135] In some embodiments, a correspondence between the temperature of the battery pack and the adapted charging power of the battery pack may be established in advance. When it is determined that the current temperature of the battery pack is greater than a preset temperature threshold, the adapted charging power corresponding to the current temperature may be determined based on the correspondence established in advance, and the adapted charging power may be determined as the target charging power of the vehicle.

[0136] For example, under the same environmental conditions, the battery is placed under different temperature conditions, from low temperature to high temperature, and tested at a certain temperature interval (such as from -20°C to 60°C, with a temperature interval of 5°C). For each temperature point, the battery is charged at a different charging power (such as from the lowest charging power to the highest charging power allowed by the battery, with a certain power interval, such as 1kW).

[0137] During the charging process, closely monitor the battery's temperature changes, voltage changes, charging efficiency and other parameters. For example, when charging at 10kW in an environment of 40°C, record the rate at which the battery temperature rises, the highest temperature reached, and whether any abnormal conditions occur (such as battery bulging, electrolyte leakage, etc.).

[0138] Based on these experimental data, analyze the charging power that the battery can safely withstand at different temperatures. For example, if it is found that when the battery temperature reaches 50°C, charging at a charging power of 8kW, the battery temperature will rise sharply in a short period of time, posing a safety hazard; while when charging at a charging power of 4kW, the battery temperature can remain relatively stable or rise slowly, and other performance indicators (such as charging efficiency, battery life loss, etc.) are within an acceptable range, then it can be determined that when the battery temperature is 50°C, the adapted charging power is 4kW. By analogy, the adapted charging power corresponding to each temperature point can be analyzed and determined.

[0139] Finally, each temperature and the adapted charging power corresponding to each temperature are combined to obtain the corresponding relationship between the temperature of the battery pack and the adapted charging power of the battery pack.

[0140] For example, assuming that the preset temperature threshold is 40°C, the calculated maximum charging power of the battery pack is 6.6kW. If the current temperature of the battery pack is 30°C and it is determined that the current temperature of the battery pack is less than the preset temperature threshold, the maximum charging power of the battery pack of 6.6kW can be determined as the target charging power of the vehicle.

[0141] If the current temperature of the battery pack is obtained to be 50°C and it is determined that the current temperature of the battery pack is greater than the preset temperature threshold, it can be determined that the adapted charging power corresponding to the current temperature is 4kW, and the adapted charging power of 4kW can be determined as the target charging power of the vehicle.

[0142] The above method can effectively avoid thermal runaway caused by excessive battery temperature by setting a preset temperature threshold and determining the target charging power based on the comparison between the current temperature of the battery pack and the threshold. When the current temperature of the battery pack is low (less than or equal to the preset temperature threshold), the maximum charging power is determined as the target charging power, and the power provided by the charging facilities can be fully utilized. Within the safe temperature range of the battery, the vehicle can be charged at the fastest speed, reducing the waiting time for the user. When the current temperature of the battery pack exceeds the preset temperature threshold, the adapted charging power corresponding to the current temperature is determined as the target charging power, which can better ensure the charging safety of the battery pack.

[0143] Furthermore, after the target charging power of the vehicle is determined, the vehicle can be charged according to the target charging power.

[0144] If the target charging power is different from the original charging power of the vehicle, the charging time of the vehicle may also change. Based on this, the embodiment of the present application can recalculate the charging time of the vehicle based on the target charging power and feed back the recalculated charging time to the user.

[0145] In one possible implementation, after determining the target charging power of the vehicle based on the current decibel limit, the method also includes: obtaining the current power and target power of the battery pack of the vehicle; determining the target charging time of the battery pack based on the target charging power, the current power of the battery pack and the target power of the battery pack; and displaying a prompt message including the target charging time and the current decibel limit.

[0146] It can be understood that the current power of the above-mentioned battery pack may refer to the power of the battery pack corresponding to the current time point when charging at the target charging power, that is, the actual power stored in the battery pack corresponding to the current time point when charging at the target charging power.

[0147] The current power level can be obtained through a battery management system (BMS) in the vehicle, and is usually expressed as a percentage of power level.

[0148] The target power level of the battery pack mentioned above refers to the power level that the user expects the battery pack to reach after charging, and is also an expected charging termination point set by the user.

[0149] Furthermore, after the current power and target power of the battery pack are acquired, the target charging time of the battery pack may be calculated based on the determined target charging power, the current power of the battery pack, and the target power of the battery pack.

[0150] In some embodiments, the relationship between the target charging power P and the charging power W and the target charging time t can be: P = W / t. The charging power refers to the difference between the current power of the battery pack and the target power. For example, if the capacity of the battery pack is C, the current power is S1, and the target power is S2, then the charging power W = (S2-S1) × C. Furthermore, the target charging time t can be calculated by the following formula: t = (S2-S1) × C / P.

[0151] For example, assuming that the capacity of the battery pack is 50 degrees, the target charging power is 10 kW, the current charge of the battery pack is 10%, and the target charge is 80%, it can be calculated that the target charging time t is 2.5 hours.

[0152] Furthermore, after the target charging time is calculated, the prompt information including the target charging time can be displayed through the vehicle's IDC to prompt the user. At the same time, in order to facilitate the user to know the specific reason for the change in charging time, the displayed prompt information can also include "current decibel limit".

[0153] Exemplarily, a prompt message including the target charging time and the current decibel limit may be displayed on the display screen of the vehicle. For example, when the vehicle is in a charging state, a charging information window may pop up on the dashboard, wherein the display content is “Because the current environmental decibel limit is 50dB, the charging time has changed, and the estimated charging time is 2 hours and 20 minutes”. A prompt message including the target charging time and the current decibel limit may also be displayed on an electronic device connected to the vehicle. For example, the prompt message may be displayed in a vehicle-related application, and the display content is “Because the current environmental decibel limit is 50dB, the charging time has changed, and the estimated charging time is 2 hours and 20 minutes”. The embodiments of the present application do not limit the specific manner of displaying the prompt message.

[0154] The above method provides users with key information about the charging process, including the target charging time and the current decibel limit. The target charging time helps users clearly know the estimated time required for the vehicle to complete charging, so as to arrange subsequent trips reasonably. The current decibel limit information allows users to understand the noise limit standards of the charging environment, helps users understand the noise control when the vehicle is charging, and facilitates users to understand the reasons why the charging time may change. Displaying prompt information also increases the transparency of the vehicle charging process, allowing users to have a clearer understanding of the vehicle's charging process, reducing users' uncertainty and anxiety about the charging process, and improving the user experience.

[0155] Figure 2 It is a schematic flow chart of another vehicle charging method provided in an embodiment of the present application.

[0156] For example, Figure 2As shown, the method 200 includes:

[0157] S201, when the vehicle is in a charging state, determining whether the vehicle has an intelligent noise reduction function turned on.

[0158] It can be understood that the above-mentioned intelligent noise reduction function is the charging noise reduction function mentioned above, which can be manually turned on by the user.

[0159] Exemplarily, if the intelligent noise reduction function of the vehicle is in an on state, S202 is executed; if the intelligent noise reduction function of the vehicle is not in an off state, the current process is terminated.

[0160] S202, obtaining the position information of the vehicle through the navigation information, and determining the current decibel limit value corresponding to the position information of the vehicle.

[0161] It can be understood that the above S202 is Figure 1 In S01, the specific method of determining the current decibel limit value is as described above and will not be repeated here.

[0162] S203, calculating the target operating power of the thermal management system based on the current decibel limit.

[0163] It can be understood that the above S203 is the S21 mentioned above. The specific method of determining the target working power is referred to the above description and will not be elaborated here.

[0164] S204, controlling the thermal management system to operate at a target operating power.

[0165] It is understandable that controlling the thermal management system to operate at the target operating power may specifically be: adjusting the working state of the heat dissipation components in the thermal management system, such as the speed of the cooling fan, the speed of the electric compressor, etc., according to the target operating power of the thermal management system.

[0166] S205, calculating a maximum charging power when the vehicle is charged based on the target operating power of the thermal management system and the current efficiency of the thermal management system.

[0167] It can be understood that the above S205 is the S22 mentioned above. The specific method of determining the maximum charging power is described above and will not be repeated here.

[0168] S206, obtaining the current temperature of the battery pack of the vehicle, and determining the target charging power of the vehicle based on the current temperature of the battery pack and the maximum charging power.

[0169] It can be understood that the above S206 is the S23 mentioned above. The specific method of determining the target charging power is described above and will not be repeated here.

[0170] S207, based on the target charging power, calculate the target charging time of the vehicle, and feed back the target charging time and the current decibel limit as prompt information to the user.

[0171] It is understandable that the specific method for calculating the target charging time can be referred to as described above and will not be repeated here.

[0172] Figure 3 It is a structural schematic diagram of a vehicle charging device provided in an embodiment of the present application.

[0173] For example, Figure 3 As shown, the device 300 includes:

[0174] The acquisition module 301 is used to acquire a current decibel limit value corresponding to the location information of the vehicle when the vehicle is in a charging state and the charging noise reduction function of the vehicle is turned on.

[0175] The determination module 302 is configured to determine a target charging power for the vehicle based on the current decibel limit.

[0176] The charging module 303 is used to charge the vehicle according to the target charging power.

[0177] In a possible implementation, the acquisition module is specifically used to: acquire the location information of the vehicle; and query the current decibel limit value corresponding to the location information of the vehicle based on a preset noise limit value table.

[0178] In one possible implementation, the determination module is specifically used to: determine the target operating power of the vehicle's thermal management system based on the current decibel limit; calculate the maximum charging power of the vehicle when charging based on the target operating power of the thermal management system and the current efficiency of the thermal management system; obtain the current temperature of the battery pack of the vehicle, and determine the target charging power of the vehicle based on the current temperature of the battery pack and the maximum charging power.

[0179] In one possible implementation, the determination module includes a first determination unit, which is specifically used to: determine the target operating power of the thermal management system corresponding to the current decibel limit value based on a preset corresponding relationship; wherein the preset corresponding relationship is the corresponding relationship between the decibel value and the operating power of the thermal management system.

[0180] Optionally, the device also includes a preset correspondence generation module, which is specifically used to: under the same environmental conditions, control the heat dissipation components in the thermal management system of the test vehicle to operate at different working powers; record the decibel values ​​corresponding to the noise generated when the heat dissipation components operate at different working powers; combine each working power with the decibel value corresponding to the noise generated when the heat dissipation components operate at each working power to obtain the preset correspondence.

[0181] In one possible implementation, the determination module includes a second determination unit, which is specifically used to: when the current temperature of the battery pack is less than or equal to a preset temperature threshold, determine the maximum charging power as the target charging power; when the current temperature of the battery pack is greater than the preset temperature threshold, determine the adapted charging power corresponding to the current temperature of the battery pack as the target charging power.

[0182] Optionally, the device also includes a display module, which is specifically used to: obtain the current power and target power of the battery pack of the vehicle; determine the target charging time of the battery pack based on the target charging power, the current power of the battery pack and the target power of the battery pack; and display prompt information including the target charging time and the current decibel limit.

[0183] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0184] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle charging method.

[0185] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle charging method provided by an embodiment of the present application.

[0186] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0187] In the case of dividing each functional module according to each function, the device may also include an acquisition module, a determination module, a charging module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0188] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle charging method, and thus can achieve the same effect as the above-mentioned implementation method.

[0189] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0190] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0191] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle charging method provided in the above embodiments.

[0192] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a vehicle charging method provided in the above embodiment.

[0193] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle charging method provided in the above-mentioned embodiment.

[0194] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0195] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned 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.

[0196] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0197] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for charging a vehicle, characterized in that: The method comprises: When the vehicle is in a charging state and the charging noise reduction function of the vehicle is in an on state, obtaining a current decibel limit value corresponding to the position information of the vehicle; determining a target charging power for the vehicle based on the current decibel limit; The vehicle is charged according to the target charging power.

2. The method according to claim 1, characterized in that The obtaining of the current decibel limit value corresponding to the position information of the vehicle includes: Obtaining location information of the vehicle; Based on a preset noise limit table, a current decibel limit corresponding to the position information of the vehicle is queried.

3. The method according to claim 1, characterized in that The determining, based on the current decibel limit, a target charging power of the vehicle includes: determining a target operating power of a thermal management system of the vehicle based on the current decibel limit; Calculating a maximum charging power when the vehicle is charged based on a target operating power of the thermal management system and a current efficiency of the thermal management system; A current temperature of a battery pack of the vehicle is acquired, and a target charging power of the vehicle is determined based on the current temperature of the battery pack and the maximum charging power.

4. The method according to claim 3, characterized in that The determining, based on the current decibel limit, a target operating power of the thermal management system of the vehicle comprises: Based on a preset corresponding relationship, the target operating power of the thermal management system corresponding to the current decibel limit is determined; wherein the preset corresponding relationship is a corresponding relationship between the decibel value and the operating power of the thermal management system.

5. The method according to claim 4, characterized in that The preset corresponding relationship is generated in the following way: Under the same environmental conditions, the heat dissipation components in the thermal management system of the test vehicle are controlled to operate at different working powers; Record the decibel values ​​corresponding to the noise generated when the heat dissipation component operates at different working powers; Each operating power is combined with the decibel value corresponding to the noise generated when the heat dissipation component operates at each operating power to obtain the preset corresponding relationship.

6. The method according to claim 3, characterized in that The determining the target charging power of the vehicle based on the current temperature of the battery pack and the maximum charging power includes: When the current temperature of the battery pack is less than or equal to a preset temperature threshold, determining the maximum charging power as the target charging power; When the current temperature of the battery pack is greater than a preset temperature threshold, the adapted charging power corresponding to the current temperature of the battery pack is determined as the target charging power.

7. The method according to claim 1, characterized in that After determining the target charging power of the vehicle based on the current decibel limit, the method further includes: Obtaining the current power and target power of the battery pack of the vehicle; Determining a target charging time of the battery pack based on the target charging power, the current power of the battery pack, and the target power of the battery pack; A prompt message including the target charging time and the current decibel limit is displayed.

8. A vehicle charging device, characterized in that: The device comprises: An acquisition module, used for acquiring a current decibel limit value corresponding to the position information of the vehicle when the vehicle is in a charging state and the charging noise reduction function of the vehicle is in an on state; a determination module, configured to determine a target charging power of the vehicle based on the current decibel limit; A charging module is used to charge the vehicle according to the target charging power.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

Images