Control method and device for charging and discharging power of vehicle and vehicle

Abstract

The invention relates to a control method and device for charging and discharging power of a vehicle and the vehicle. The method comprises the steps of determining a first derating proportion of first charging and discharging limiting power according to the running state of a cooling system of a vehicle and / or the driving working condition of the vehicle in response to the situation that a power battery of the vehicle reaches the critical temperature of charging and discharging power control; wherein the first charge-discharge limited power is charge-discharge limited power determined by a battery management system of the vehicle; based on the first charging and discharging limited power and the first derating proportion, determining second charging and discharging limited power; the second charging and discharging limited power is the upper limit of the charging or discharging power of the power battery. On the basis of the state parameters of the power battery, the running state of the cooling system and the driving working condition of the vehicle are additionally considered, the factors possibly causing the temperature rise of the power battery in the whole vehicle are more comprehensively and comprehensively considered, the charging and discharging power can be more accurately regulated and controlled, and the risk that the power battery has an over-temperature fault is reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, in particular to the field of charge and discharge control technology, and specifically to a method and device for controlling the charge and discharge power of a vehicle, and a vehicle. Background Art

[0002] Hybrid vehicles, particularly non-plug-in hybrid electric vehicles (HEVs), are gradually replacing traditional fuel vehicles in market share due to their convenient refueling and the improved power and economy brought by electrification. However, due to the small capacity and high charge and discharge rates of HEV high-voltage batteries, they heat up rapidly during use. This temperature rise can lead to power loss and even overheating, potentially causing high-voltage system interruption and compromising the safety of both vehicle and passengers.

[0003] Currently, for hybrid vehicles, the battery charging and discharging power can be controlled to minimize the risk of battery overheating failures. However, in related technologies, the battery charging and discharging power is controlled only from the battery perspective, which makes it difficult to achieve precise regulation, resulting in a higher risk of battery overheating failures. Summary of the Invention

[0004] The present application provides a method, device and vehicle for controlling the charging and discharging power of a vehicle, which achieves a more comprehensive and integrated consideration of factors in the entire vehicle that may cause the power battery to heat up, and can more accurately regulate the charging and discharging power, thereby reducing the risk of overheating failure of the power battery.

[0005] According to a first aspect of the present application, a method for controlling the charging and discharging power of a vehicle is provided, the method comprising:

[0006] In response to the vehicle's power battery reaching a critical temperature for charge and discharge power control, determining a first derating ratio of a first charge and discharge limit power according to an operating state of the vehicle's cooling system and / or a driving condition of the vehicle; wherein the first charge and discharge limit power is a charge and discharge limit power determined by the vehicle's battery management system;

[0007] Based on the first charge and discharge limit power and the first derating ratio, a second charge and discharge limit power is determined; the second charge and discharge limit power is the upper limit of the power charging or discharging of the power battery.

[0008] Using the solution in this embodiment, upon detecting that the vehicle's power battery has reached the critical temperature for charge and discharge power control, derating is performed based on the first charge and discharge power limit determined by the BMS. The derating ratio is determined by comprehensively considering the operating status of the cooling system and the vehicle's driving conditions, resulting in the actual power upper limit for limiting the power battery's charge and discharge.

[0009] Therefore, on the basis of the status parameters of the power battery, the operating status of the cooling system and the driving conditions of the vehicle are additionally considered, and the factors in the whole vehicle that may cause the power battery to heat up are considered more comprehensively and comprehensively, which can more accurately regulate the charging and discharging power and reduce the risk of overheating failure of the power battery.

[0010] In one possible manner, determining a first derating ratio of a first charge and discharge limit power according to an operating state of a cooling system of a vehicle and / or a driving condition of the vehicle includes:

[0011] Determine whether the cooling system meets abnormal working conditions and whether the driving conditions meet intense driving conditions;

[0012] When the cooling system meets abnormal operating conditions and the driving conditions do not meet intense driving conditions, the first derating ratio is determined based on the target temperature of the power battery and the operating parameters of the cooling system; the target temperature represents the maximum temperature of the battery cells in the power battery;

[0013] When the operating state of the cooling system does not meet the abnormal working conditions and the driving conditions meet the intense driving conditions, a first derating ratio is determined according to the target temperature and the driving condition parameters;

[0014] When the operating state of the cooling system meets abnormal working conditions and the driving conditions meet intense driving conditions, the second derating ratio is determined according to the target temperature and the operating parameters of the cooling system, the third derating ratio is determined according to the target temperature and the driving condition parameters, and the first derating ratio is determined according to the second derating ratio and the third derating ratio.

[0015] The embodiment of this application determines the derating ratio by taking into account the cooling system's operating status and the vehicle's driving conditions, in addition to the power battery's status parameters. This more comprehensive and integrated consideration of factors within the vehicle that may cause the power battery to heat up allows for more precise regulation of charge and discharge power, reducing the risk of power battery overheating failures.

[0016] In one possible manner, determining whether the cooling system meets abnormal operating conditions includes:

[0017] Determine whether abnormal operating conditions are met based on the operating parameters of the cooling system; the operating parameters include the battery pack inlet water temperature and the battery circuit cooling water flow;

[0018] When the water temperature at the battery pack inlet exceeds the target water temperature and / or the battery circuit cooling water flow rate is lower than the target flow rate, it is determined that the cooling system meets the abnormal operating condition.

[0019] In one possible approach, determining the first derating ratio according to the target temperature and operating parameters of the cooling system includes:

[0020] Determine the abnormality level of the cooling system based on the operating parameters; the abnormality level includes a first abnormality level and a second abnormality level. The first abnormality level indicates that the battery pack inlet water temperature exceeds the target water temperature, or the battery circuit cooling water flow is lower than the target flow; the second abnormality level indicates that the battery pack inlet water temperature exceeds the target flow, and the battery circuit cooling water flow is lower than the target flow;

[0021] Determining a target temperature level for a target temperature based on a predetermined temperature level range;

[0022] Based on the abnormality level and the target temperature level, a first derating ratio is determined.

[0023] Using the embodiments of the present application, the cooling system abnormality level is determined based on the cooling system's operating parameters. The abnormality level can be used to characterize the degree of cooling system abnormality. Furthermore, the target temperature level for the power battery is determined, and the derating ratio is determined based on the cooling system abnormality level and the target battery level. This allows for a more refined power limiting strategy based on the actual operating status of the battery and cooling system, enabling more refined regulation of charge and discharge power. This minimizes the charge and discharge power restrictions on the power battery while reducing the risk of overheating.

[0024] In one possible approach, the driving condition parameter includes a root mean square current value of the power battery during a target period; the target period is a period during which the vehicle meets intense driving conditions; and determining the first derating ratio based on the target temperature and the driving condition parameter of the power battery includes:

[0025] Obtaining a target current level based on a predetermined current level interval and determining a root mean square current value;

[0026] Determining a target temperature level for a target temperature based on a predetermined temperature level range;

[0027] A first derating ratio is determined based on the target current level and the target temperature level.

[0028] By adopting the embodiment of the present application, taking into account that the RMS current value of the power battery during the intense driving phase can measure the heating effect caused by intense driving, the RMS current value is used as a driving condition parameter, and the gear range of the RMS current is set to determine the target current gear of the RMS current value. In addition, the target temperature gear of the power battery temperature is determined, and the derating ratio is determined by combining the target current gear of the RMS current value and the target battery gear. According to the degree of intense driving, a more refined power limitation strategy can be determined, and the charge and discharge power can be more finely regulated. Under the premise of reducing the risk of over-temperature failure of the power battery, the limit on the charge and discharge power of the power battery can be reduced as much as possible.

[0029] In one possible approach, the aggressive driving condition includes: the vehicle performs aggressive acceleration and deceleration exceeding a target number of times within a first time period; the aggressive acceleration and deceleration means that the acceleration value or the deceleration value exceeds a preset threshold and the duration reaches a target time.

[0030] In one possible approach, the target temperature is obtained as follows:

[0031] Obtain the maximum temperature of the battery cells in each of N temperature monitoring zones of the power battery; N is a positive integer greater than or equal to 1;

[0032] Calculate the temperature correction coefficient for each temperature monitoring zone based on the maximum DC internal resistance of the battery cell in each temperature monitoring zone and the DC internal resistance of the battery cell with the highest temperature;

[0033] The maximum temperature of the battery cells in each temperature monitoring zone is corrected based on the temperature correction coefficient, and the maximum temperature is determined from the corrected temperatures in each temperature monitoring zone as the target temperature.

[0034] In one possible approach, the temperature correction coefficient represents the ratio of the maximum DC internal resistance of the battery cell in the temperature monitoring zone to the DC internal resistance of the battery cell with the highest temperature;

[0035] Correct the maximum temperature of the battery cell in each temperature monitoring zone based on the temperature correction coefficient, including:

[0036] Based on the first mapping relationship, the maximum temperature of the battery cell in each temperature monitoring zone is corrected; the first mapping relationship includes: a sub-mapping relationship corresponding to each temperature monitoring zone, and the sub-mapping relationship includes a correspondence between a temperature correction coefficient and a temperature compensation value.

[0037] The embodiment of the present application adopts the solution, taking into account that the maximum temperature of the battery cell monitored by the temperature sensor may not be the actual maximum temperature of the battery cell. By dividing the temperature monitoring area and performing temperature compensation on each temperature monitoring area, the appropriate temperature compensation value is determined in combination with the DC internal resistance of the battery cell, thereby more accurately determining the maximum temperature of the battery cell. This avoids the situation where the maximum temperature collected by the temperature sensor is not the actual maximum temperature of the battery cell in the power battery, resulting in an inaccurate derating ratio. This achieves more precise control of the charge and discharge power, further reducing the risk of overheating failure of the power battery.

[0038] According to a second aspect of the present application, a device for controlling the charging and discharging power of a vehicle is provided, the device comprising:

[0039] a first determining module, configured to determine, in response to a power battery of the vehicle reaching a critical temperature for charge and discharge power control, a first derating ratio of a first charge and discharge limit power according to an operating state of a cooling system of the vehicle and / or a driving condition of the vehicle; wherein the first charge and discharge limit power is a charge and discharge limit power determined by a battery management system of the vehicle;

[0040] The second determining module is configured to determine a second charge and discharge limit power based on the first charge and discharge limit power and the first derating ratio; the second charge and discharge limit power is an upper limit of the power of the power battery for charging or discharging.

[0041] In one possible approach, the first determining module includes:

[0042] A judgment submodule is used to judge whether the cooling system meets abnormal working conditions and whether the driving conditions meet intense driving conditions;

[0043] A first determination submodule is configured to determine a first derating ratio based on a target temperature of the power battery and operating parameters of the cooling system when the cooling system meets abnormal operating conditions and the driving condition does not meet intense driving conditions; the target temperature represents the maximum temperature of a cell in the power battery;

[0044] a second determining submodule, configured to determine a first derating ratio according to the target temperature and the driving condition parameters when the operating state of the cooling system does not meet the abnormal working condition and the driving condition meets the intense driving condition;

[0045] The third determination submodule is used to determine the second derating ratio according to the target temperature and the operating parameters of the cooling system when the operating state of the cooling system meets the abnormal working conditions and the driving conditions meet the intense driving conditions, determine the third derating ratio according to the target temperature and the driving condition parameters, and determine the first derating ratio according to the second derating ratio and the third derating ratio.

[0046] In one possible approach, the judgment module is specifically used to:

[0047] Determine whether abnormal operating conditions are met based on the operating parameters of the cooling system; the operating parameters include the battery pack inlet water temperature and the battery circuit cooling water flow;

[0048] When the water temperature at the battery pack inlet exceeds the target water temperature and / or the battery circuit cooling water flow rate is lower than the target flow rate, it is determined that the cooling system meets the abnormal operating condition.

[0049] In one possible embodiment, the first determination submodule is specifically configured to:

[0050] Determine the abnormality level of the cooling system based on the operating parameters; the abnormality level includes a first abnormality level and a second abnormality level. The first abnormality level indicates that the battery pack inlet water temperature exceeds the target water temperature, or the battery circuit cooling water flow is lower than the target flow; the second abnormality level indicates that the battery pack inlet water temperature exceeds the target flow, and the battery circuit cooling water flow is lower than the target flow;

[0051] Determining a target temperature level for a target temperature based on a predetermined temperature level range;

[0052] Based on the abnormality level and the target temperature level, a first derating ratio is determined.

[0053] In one possible embodiment, the driving condition parameter includes a root mean square current value of the power battery within a target period; and the second determination submodule is specifically configured to:

[0054] Obtaining a target current level based on a predetermined current level interval and determining a root mean square current value;

[0055] Determining a target temperature level for a target temperature based on a predetermined temperature level range;

[0056] A first derating ratio is determined based on the target current level and the target temperature level.

[0057] In one possible approach, the aggressive driving condition includes: the vehicle performs aggressive acceleration and deceleration exceeding a target number of times within a first time period; the aggressive acceleration and deceleration means that the acceleration value or the deceleration value exceeds a preset threshold and the duration reaches a target time.

[0058] In one possible embodiment, the apparatus further includes an acquisition module, which includes:

[0059] Obtain a submodule to obtain the maximum temperature of a cell in each of N temperature monitoring zones of the power battery; N is a positive integer greater than or equal to 1;

[0060] The calculation submodule calculates the temperature correction coefficient of each temperature monitoring zone based on the maximum DC internal resistance of the battery cell in each temperature monitoring zone and the DC internal resistance of the battery cell with the highest temperature;

[0061] The correction submodule corrects the maximum temperature of the battery cell in each temperature monitoring zone based on the temperature correction coefficient, and determines the maximum temperature from the corrected temperatures in each temperature monitoring zone as the target temperature.

[0062] In one possible approach, the temperature correction coefficient represents the ratio of the maximum DC internal resistance of the battery cell in the temperature monitoring zone to the DC internal resistance of the battery cell with the highest temperature. The correction submodule is specifically used to:

[0063] Based on the first mapping relationship, the maximum temperature of the battery cell in each temperature monitoring zone is corrected; the first mapping relationship includes: a sub-mapping relationship corresponding to each temperature monitoring zone, and the sub-mapping relationship includes a correspondence between a temperature correction coefficient and a temperature compensation value.

[0064] According to the third aspect provided by the present application, a vehicle is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect and any possible implementation method thereof.

[0065] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of an electronic device, the electronic device is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0066] According to the fifth aspect provided by the present application, a computer program product is provided, which includes computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the method of the above-mentioned first aspect and any possible implementation method thereof.

[0067] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0068] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0070] Figure 1 is a flow chart illustrating a method for controlling charging and discharging power of a vehicle according to an exemplary embodiment;

[0071] Figure 2 is a flow chart illustrating another method for controlling charging and discharging power of a vehicle according to an exemplary embodiment;

[0072] Figure 3 is a flow chart illustrating another method for controlling charging and discharging power of a vehicle according to an exemplary embodiment;

[0073] Figure 4 is a schematic diagram showing a process of determining the maximum temperature of a battery cell according to an exemplary embodiment;

[0074] Figure 5 is a block diagram of a device for controlling charging and discharging power of a vehicle according to an exemplary embodiment;

[0075] Figure 6 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0076] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0077] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0078] In the embodiments of this application, words such as "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0079] Current charge and discharge control solutions for power batteries only consider regulating the charge and discharge power from the battery's perspective. In some special scenarios, such as when the battery cooling system isn't functioning properly or when the user frequently accelerates or decelerates, the battery may still overheat.

[0080] In addition, due to the limited number of temperature sensors in the power battery, not every cell’s temperature can be monitored, so the maximum temperature used in the current power limiting strategy is not necessarily the true maximum temperature of all cells.

[0081] In order to solve the above technical problems, the present application provides a method and device for controlling the charging and discharging power of a vehicle, and a vehicle.

[0082] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0083] In the embodiments of the present application, the vehicle may also be referred to as a vehicle, a mobile carrier, an electric vehicle (EV), a non-plug-in hybrid electric vehicle, a plug-in hybrid electric vehicle (PHEV), a fuel cell vehicle (FCV), an autonomous vehicle, an intelligent and connected vehicle (ICV), a driverless vehicle, etc.

[0084] In the embodiments of the present application, the vehicle may be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, police car, etc.), a driverless taxi, a smart connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, the method is also applicable to various special-purpose vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose any specific restrictions on this.

[0085] For ease of understanding, the following describes in detail the method for controlling the charging and discharging power of a vehicle provided by this application in conjunction with the accompanying drawings. Figure 1 , the method may include the following steps:

[0086] S101: In response to a vehicle's power battery reaching a critical temperature for charge and discharge power control, determining a first derating ratio of a first charge and discharge limit power according to an operating state of the vehicle's cooling system and / or a driving condition of the vehicle; wherein the first charge and discharge limit power is a charge and discharge limit power determined by the vehicle's battery management system.

[0087] For electric or hybrid vehicles, the battery management system (BMS) is a core component of the vehicle, responsible for comprehensive monitoring, protection and management of the battery pack to ensure that the battery operates in a safe, efficient and reliable state.

[0088] The charge and discharge power limit refers to the maximum allowable power value for the power battery during the charging or discharging process of the electric vehicle, dynamically determined by the BMS based on information such as battery status parameters. Among these parameters, status parameters may include battery voltage, current, temperature, state of charge (SOC), and state of health (SOH).

[0089] For example, when the vehicle is charging, the BMS sets the maximum charging power according to the state parameters of the power battery; when the vehicle is driving or discharging, the BMS sets the maximum discharging power according to the state parameters of the power battery.

[0090] It should be noted that the charge and discharge power of the power battery, specifically the charging power or discharging power, is related to the operating state of the power battery itself and is not strictly related to the operating state of the vehicle. For example, even if the vehicle is in motion, if kinetic energy recovery is performed during deceleration or braking, and the recovered energy is used to charge the power battery, this stage is considered charging of the power battery. Accordingly, the determined charge and discharge power limit is used to limit the charging power of the power battery during the kinetic energy recovery process.

[0091] The vehicle charge and discharge power control method provided in the embodiments of this application can be specifically applied to a vehicle controller, which can be a vehicle electronic control unit (ECU). It is understood that currently, many vehicles use domain controllers to control the entire vehicle. The controller mentioned in the embodiments of this application can also be understood as a domain controller.

[0092] In an embodiment of the present application, temperature sensors, specifically negative temperature coefficient thermistors (NTCs), may be installed at certain locations within the vehicle's power battery cells. NTCs are resistors whose resistance decreases as temperature increases, and can be used as temperature sensors to monitor the temperature of the power battery cells.

[0093] In the embodiment of the present application, when the overall temperature of the power battery is relatively low, there is no need to perform additional control on the charge and discharge power determined in real time by the BMS; the charge and discharge power of the power battery can be limited based on the charge and discharge power determined in real time by the BMS. However, when the overall temperature of the power battery is relatively high, additional control can be performed on the charge and discharge power determined in real time by the BMS, that is, a derating ratio can be determined, and the charge and discharge power of the power battery can be further limited based on the charge and discharge power determined in real time by the BMS.

[0094] In the embodiment of the present application, a critical temperature for charge and discharge power control can be preset, for example, 40° C. When the maximum temperature of the battery cells in the vehicle's power battery reaches the critical temperature for charge and discharge power control, additional control of the charge and discharge power can be performed.

[0095] As described above, the BMS can determine the charge and discharge limit power in real time according to the state parameters of the power battery. For the convenience of description, the charge and discharge limit power determined by the BMS is recorded as the first charge and discharge limit power.

[0096] In some embodiments of the present application, the BMS monitors the temperature of cells at different locations in the power battery in real time and reports this to the controller in real time. If the controller detects that the highest cell temperature is greater than or equal to the critical temperature, it sends a cooling request signal to the cooling system via the vehicle's Controller Area Network (CAN) bus. The cooling request signal is used to query the operating status of the cooling system.

[0097] In some embodiments of the present application, when the BMS detects that the maximum battery cell temperature is greater than or equal to the critical temperature, the BMS may also send a cooling request signal to the cooling system through the CAN bus.

[0098] The cooling system's operating status can be obtained via the CAN bus to determine if the cooling system meets abnormal operating conditions. If the cooling system meets abnormal operating conditions, indicating that the cooling system cannot cool the power battery as expected, the first charge and discharge limit power will be derated.

[0099] In addition, the vehicle's driving conditions can also significantly affect the temperature rise of the power battery. For example, frequent or large acceleration or deceleration of the vehicle will cause the power battery temperature to rise.

[0100] Since the significant temperature rise of the power battery caused by more intense driving conditions has a certain lag, if the charge and discharge limit power is determined only based on the current temperature of the power battery, the impact of the driving conditions on the power battery temperature cannot be fully considered, which may cause the power battery to overheat.

[0101] Therefore, in the embodiment of the present application, the driving conditions of the vehicle are additionally taken into consideration. When the vehicle accelerates or decelerates more frequently or with a large amplitude, the first charge and discharge limit power is also derated.

[0102] In the embodiment of the present application, the first derating ratio may be determined by comprehensively considering the operating status of the vehicle's cooling system and the vehicle's driving conditions.

[0103] For example, if the cooling system is operating normally and the vehicle's driving conditions indicate frequent or significant acceleration and deceleration, the first derating ratio is determined based solely on the driving conditions. If the cooling system is operating abnormally and the vehicle's driving conditions indicate no frequent or significant acceleration and deceleration, the first derating ratio is determined based solely on the cooling system's operating parameters. If the cooling system is operating abnormally and the vehicle's driving conditions indicate frequent or significant acceleration and deceleration, the first derating ratio is determined based on both the cooling system's operating parameters and the driving conditions.

[0104] S102: Determine a second charge and discharge limit power based on the first charge and discharge limit power and the first derating ratio; the second charge and discharge limit power is an upper limit of the power of charging or discharging the power battery.

[0105] In the embodiment of the present application, the first derating ratio is a percentage, such as 80%. The first charge and discharge limit power is multiplied by the first derating ratio to obtain the second charge and discharge limit power.

[0106] When controlling the charge and discharge power of the power battery, the second charge and discharge power limit shall prevail. For example, during charging, the BMS determines the first charge and discharge power limit to be 80kW based on the power battery's status parameters, the first derating ratio is determined to be 60%, and the calculated second charge and discharge power limit is 48kW. Therefore, during charging, the maximum charging power limit is 48kW.

[0107] Using the solution in this embodiment, upon detecting that the vehicle's power battery has reached the critical temperature for charge and discharge power control, derating is performed based on the first charge and discharge power limit determined by the BMS. The derating ratio is determined by comprehensively considering the operating status of the cooling system and the vehicle's driving conditions, resulting in the actual power upper limit for limiting the power battery's charge and discharge.

[0108] Therefore, on the basis of the status parameters of the power battery, the operating status of the cooling system and the driving conditions of the vehicle are additionally considered, and the factors in the whole vehicle that may cause the power battery to heat up are considered more comprehensively and comprehensively, which can more accurately regulate the charging and discharging power and reduce the risk of overheating failure of the power battery.

[0109] In some embodiments of the present application, determining a first derating ratio of a first charge and discharge limit power according to an operating state of a cooling system of a vehicle and / or a driving condition of the vehicle may specifically include:

[0110] Determine whether the cooling system meets abnormal working conditions and whether the driving conditions meet intense driving conditions;

[0111] When the cooling system meets abnormal operating conditions and the driving conditions do not meet intense driving conditions, the first derating ratio is determined based on the target temperature of the power battery and the operating parameters of the cooling system; the target temperature represents the maximum temperature of the battery cells in the power battery;

[0112] When the operating state of the cooling system does not meet the abnormal working conditions and the driving conditions meet the intense driving conditions, a first derating ratio is determined according to the target temperature and the driving condition parameters;

[0113] When the operating state of the cooling system meets abnormal working conditions and the driving conditions meet intense driving conditions, the second derating ratio is determined according to the target temperature and the operating parameters of the cooling system, the third derating ratio is determined according to the target temperature and the driving condition parameters, and the first derating ratio is determined according to the second derating ratio and the third derating ratio.

[0114] The following first introduces how to determine whether the cooling system meets abnormal working conditions and whether the driving conditions meet intense driving conditions.

[0115] In the embodiment of the present application, whether abnormal operating conditions are met can be determined based on the operating parameters of the cooling system, wherein the operating parameters may include the battery pack inlet water temperature and the battery circuit cooling water flow rate.

[0116] If the battery pack inlet water temperature is low and the battery circuit cooling water flow is high, the cooling system is operating well and can be considered normal. If the battery pack inlet water temperature is high or the battery circuit cooling water flow is low, the cooling system is operating poorly and can be considered abnormal.

[0117] In this embodiment of the present application, a target water temperature and a target flow rate can be predetermined. If the battery pack inlet water temperature does not exceed the target temperature and the battery circuit cooling water flow rate does not fall below the target flow rate, the cooling system is considered to be operating normally. Conversely, if the battery pack inlet water temperature exceeds the target temperature and / or the battery circuit cooling water flow rate falls below the target flow rate, the cooling system is determined to be operating abnormally.

[0118] In this embodiment of the present application, the vehicle's powertrain control unit (PCU) can determine whether the vehicle's driving conditions meet the requirements for aggressive driving. The PCU is a core component of the powertrain of electric and hybrid vehicles, responsible for important functions such as motor control, energy recovery, and power distribution.

[0119] Specifically, if the PCU identifies that the vehicle performs more than a target number of aggressive acceleration and deceleration events within the first period, the driving condition is determined to meet the aggressive driving condition. Aggressive acceleration and deceleration refers to acceleration or deceleration exceeding a preset threshold and lasting for a target duration.

[0120] For example, acceleration / deceleration ≥ 8m / s 2 If the duration is ≥5s, it is considered a single instance of drastic acceleration / deceleration. If the vehicle undergoes 2 or more drastic acceleration / deceleration events within 60s, the driving condition is determined to meet the drastic driving conditions.

[0121] It is understandable that during the operation of the vehicle, the PCU can determine in real time whether the vehicle meets the intense driving conditions. When the vehicle controller needs to determine whether the driving conditions meet the intense driving conditions, it can obtain it directly from the PCU.

[0122] In an embodiment of the present application, when the cooling system meets abnormal operating conditions and the driving condition does not meet intense driving conditions, the first derating ratio can be determined only based on the target temperature of the power battery and the operating parameters of the cooling system.

[0123] Specifically, such as Figure 2 As shown, determining the first derating ratio according to the target temperature of the power battery and the operating parameters of the cooling system includes the following steps:

[0124] S201: Determine the abnormality level of the cooling system based on the operating parameters; the abnormality level includes a first abnormality level and a second abnormality level. The first abnormality level indicates that the water temperature at the battery pack inlet exceeds the target water temperature, or the battery circuit cooling water flow is lower than the target flow; the second abnormality level indicates that the water temperature at the battery pack inlet exceeds the target flow, and the battery circuit cooling water flow is lower than the target flow.

[0125] In the event of abnormal operation of the cooling system, the degree of abnormality can be further determined based on the operating parameters. If the water temperature at the battery pack inlet exceeds the target water temperature, but the battery circuit cooling water flow is not lower than the target flow, it means that only the battery pack inlet water temperature is abnormal, the degree of abnormality is low, and the abnormality level is determined to be the first abnormality level. If the water temperature at the battery pack inlet does not exceed the target water temperature, but the battery circuit cooling water flow is lower than the target flow, it means that only the battery circuit cooling water flow is abnormal, the degree of abnormality is low, and the abnormality level is determined to be the first abnormality level. If the water temperature at the battery pack inlet exceeds the target water temperature, and the battery circuit cooling water flow is lower than the target flow, it means that both the battery pack inlet water temperature and the battery circuit cooling water flow are abnormal, the degree of abnormality is high, and the abnormality level is determined to be the second abnormality level.

[0126] S202: Determine a target temperature level of a target temperature based on a predetermined temperature level range.

[0127] The temperature range can be pre-set to determine the target temperature range of the target temperature, wherein the target temperature is the maximum temperature of the battery cells in the power battery.

[0128] Exemplarily, the first temperature range is: greater than or equal to 40°C and less than 45°C; the second temperature range is: greater than or equal to 45°C and less than 50°C; and the third temperature range is: greater than or equal to 50°C.

[0129] S203: Determine a first derating ratio based on the abnormality level and the target temperature level.

[0130] In the embodiment of the present application, a greater abnormality level or a greater target temperature level requires a greater degree of derating of the first charge and discharge limit power, that is, a smaller first derating ratio is determined, such as 60%.

[0131] Exemplarily, when the target temperature is in the first temperature range and the cooling system is in the first abnormality level, the first level power limiting strategy is executed and the first derating ratio is determined to be 90%.

[0132] When the target temperature is in the first temperature range and the cooling system is in the second abnormal level, the second-level power limiting strategy is executed and the first derating ratio is determined to be 80%.

[0133] When the target temperature is in the second temperature range and the cooling system is in the first abnormal level, the three-level power limiting strategy is executed and the first derating ratio is determined to be 70%.

[0134] When the target temperature is in the second temperature range and the cooling system is in the second abnormal level, the four-level power limiting strategy is executed and the first derating ratio is determined to be 60%.

[0135] When the target temperature is in the third temperature range and the cooling system is in the first abnormal level, the five-level power limiting strategy is executed and the first derating ratio is determined to be 50%.

[0136] The above is only an example. The specific derating ratio can be set according to actual needs, and the embodiments of the present application do not limit this.

[0137] Using the embodiments of the present application, the cooling system abnormality level is determined based on the cooling system's operating parameters. The abnormality level can be used to characterize the degree of cooling system abnormality. Furthermore, the target temperature level for the power battery is determined, and the derating ratio is determined based on the cooling system abnormality level and the target battery level. This allows for a more refined power limiting strategy based on the actual operating status of the battery and cooling system, enabling more refined regulation of charge and discharge power. This minimizes the charge and discharge power restrictions on the power battery while reducing the risk of overheating.

[0138] In the embodiment of the present application, when the cooling system meets normal working conditions and the driving condition meets intense driving conditions, the first derating ratio can be determined only based on the target temperature of the power battery and the driving condition parameters.

[0139] Specifically, such as Figure 3 As shown, determining the first derating ratio according to the target temperature and the driving condition parameters includes the following steps:

[0140] S301: Obtain a target current level based on a predetermined current level range and determine a root mean square current value.

[0141] When a vehicle is subjected to intense driving conditions, it requires greater power output, which in turn requires the motor to output higher power. This increase in motor power directly depends on the power battery providing greater current. Therefore, the power battery current can be used to indicate the degree of intense driving.

[0142] In some embodiments of the present application, the driving condition parameter includes a root mean square current value of the power battery within a target period, and the target period is a period when the vehicle meets intense driving conditions.

[0143] The root mean square current is the average root of the square average of the current changing with time. Specifically, the current data is sampled, the current data at the sampling point is squared, the average of the squared data is calculated, and the square root of the average is taken to obtain the root mean square current.

[0144] The heat generated by current flowing through the battery's internal resistance is proportional to the RMS current. Therefore, it is used to measure the heating effect caused by intense driving. The degree of derating for charge and discharge power limits is determined based on the RMS current.

[0145] Specifically, multiple current ranges of the root mean square current are pre-set. For example, the first current range is greater than or equal to I1 and less than I2; the second current range is greater than or equal to I2 and less than I3; and the third current range is greater than or equal to I3.

[0146] The target current range of the root mean square current value of the power battery within the target period is determined according to the current range interval. For example, if the root mean square current value is within the first current range interval, the target current range is determined to be the first current range.

[0147] S302: Determine a target temperature level of a target temperature based on a predetermined temperature level range.

[0148] In the embodiment of the present application, a temperature range can be pre-set to determine the target temperature range of the target temperature.

[0149] Exemplarily, the first temperature range is: greater than or equal to 40°C and less than 45°C; the second temperature range is: greater than or equal to 45°C and less than 50°C; and the third temperature range is: greater than or equal to 50°C.

[0150] S303: Determine a first derating ratio based on the target current level and the target temperature level.

[0151] In the embodiment of the present application, a larger target current level or a larger target temperature level requires a greater degree of derating of the first charge and discharge limit power, that is, a smaller first derating ratio is determined.

[0152] Exemplarily, the target current level is the first current level, the temperature is in the first temperature level range, and the first derating ratio is determined to be 80%.

[0153] The target current gear is the second current gear and the temperature is in the first temperature gear range, or the target current gear is the first current gear and the temperature is in the second temperature gear range, and the first derating ratio is determined to be 70%.

[0154] The target current level is the second current level, the temperature is within the second temperature level range, and the first derating ratio is determined to be 60%.

[0155] The target current level is the third current level, or the temperature is within the third temperature level range, and the first derating ratio is determined to be 50%.

[0156] The above is only an example. The current level range and temperature level range, as well as the specific derating ratio can be set according to actual needs. If further subdivision of the derating degree is required, more current / temperature levels and derating percentages can be set. The embodiments of the present application do not limit this.

[0157] By adopting the embodiment of the present application, taking into account that the RMS current value of the power battery during the intense driving phase can measure the heating effect caused by intense driving, the RMS current value is used as a driving condition parameter, and the gear range of the RMS current is set to determine the target current gear of the RMS current value. In addition, the target temperature gear of the power battery temperature is determined, and the derating ratio is determined by combining the target current gear of the RMS current value and the target battery gear. According to the degree of intense driving, a more refined power limitation strategy can be determined, and the charge and discharge power can be more finely regulated. Under the premise of reducing the risk of over-temperature failure of the power battery, the limit on the charge and discharge power of the power battery can be reduced as much as possible.

[0158] In some embodiments of the present application, when the operating state of the cooling system meets abnormal working conditions and the driving conditions meet intense driving conditions, the second derating ratio can be determined based on the target temperature and the operating parameters of the cooling system, the third derating ratio can be determined based on the target temperature and the driving condition parameters, and the first derating ratio can be determined based on the second derating ratio and the third derating ratio.

[0159] The process of determining the second derating ratio and the third derating ratio may refer to the process of determining the first derating ratio above, and will not be repeated here.

[0160] Furthermore, the first derating ratio is determined based on the second and third derating ratios. Because the temperature rise of the power battery is more significant when the cooling system meets abnormal operating conditions and the driving conditions meet intense driving conditions, it is necessary to derate the first charge and discharge limit power to a greater extent. In other words, the first derating ratio needs to be lower than the second and third derating ratios.

[0161] Exemplarily, the product of the second derating ratio and the third derating ratio is used as the first derating ratio.

[0162] The embodiment of this application determines the derating ratio by taking into account the cooling system's operating status and the vehicle's driving conditions, in addition to the power battery's status parameters. This more comprehensive and integrated consideration of factors within the vehicle that may cause the power battery to heat up allows for more precise regulation of charge and discharge power, reducing the risk of power battery overheating failures.

[0163] In the embodiments of this application, the derating ratio is determined based on the target temperature, cooling system operating parameters, and driving condition parameters. The target temperature is the maximum temperature of the power battery cells. However, due to the limited number of temperature sensors in the power battery, not every cell temperature can be monitored. Therefore, the maximum temperature used in the current power limiting strategy is not necessarily the actual maximum temperature of all cells.

[0164] In an embodiment of the present application, the maximum temperature of the battery cell monitored by the temperature sensor is corrected to obtain the true maximum temperature of the battery cell, which is used as the target temperature for subsequently determining the derating ratio in combination with the operating parameters of the cooling system and the driving condition parameters.

[0165] See also Figure 4 , the target temperature can be obtained based on the following steps.

[0166] S401: Obtain the maximum temperature of a battery cell in each of N temperature monitoring zones of a power battery; N is a positive integer greater than or equal to 1.

[0167] In the embodiment of the present application, the temperature monitoring area can be divided based on the thermal simulation results. The temperature monitoring area can also be understood as the area where the battery cells in the power battery are prone to high temperature.

[0168] Thermal simulation is essential for power battery design, and its results have a crucial impact on the placement of the NTC. Using the thermal simulation temperature cloud map, you can find the cell location corresponding to the highest temperature under different operating conditions and use this as the ideal NTC placement location.

[0169] However, due to the difference in internal resistance between battery cells, the actual temperature rise of each battery cell will be different from the simulation result.

[0170] In the embodiment of the present application, based on the thermal simulation results, the battery cells can be pre-divided into different high-temperature areas as temperature monitoring areas. The high-temperature area mentioned here is not the area corresponding to the only absolute highest temperature in the simulation results. Areas that are not much different from the highest temperature (for example, the difference is within 2°C) and are not adjacent to the battery cell corresponding to the highest temperature can also be regarded as high-temperature areas for key monitoring.

[0171] In the embodiment of the present application, N temperature monitoring zones may be pre-divided, where N is a positive integer greater than or equal to 1.

[0172] For each temperature monitoring zone, multiple temperature sensors can be pre-arranged, and the maximum temperature of the battery cells in each temperature monitoring zone can be monitored by the temperature sensors.

[0173] It should be noted that the battery cell temperature that triggers the acquisition of the cooling system and the vehicle's driving conditions can be the battery cell temperature before correction, that is, only when the highest battery cell temperature in any temperature monitoring area reaches the critical temperature for charge and discharge power control, the battery cell temperature of the cooling system and the vehicle's driving conditions can be further obtained, and the subsequent charge and discharge restriction process can be executed.

[0174] S402: Calculate the temperature correction coefficient of each temperature monitoring zone based on the maximum DC internal resistance of the battery cell in each temperature monitoring zone and the DC internal resistance of the battery cell with the highest temperature.

[0175] In this step, for each temperature monitoring zone, a corresponding correction coefficient is obtained according to the DC internal resistance.

[0176] Specifically, based on the dynamic voltage and current of the battery cells in the temperature monitoring area, the DC internal resistance of all the battery cells in the temperature monitoring area is calculated in real time, and the maximum DC internal resistance is determined, which can be recorded as Rx. Further, the DC internal resistance of the battery cell with the highest temperature in the temperature monitoring area is determined, which can be recorded as R NTC .

[0177] In the embodiment of the present application, since a greater DC internal resistance is more likely to cause a more dramatic temperature rise, the maximum cell temperature can be corrected based on the ratio between the maximum DC internal resistance in the temperature monitoring area and the DC internal resistance of the cell with the highest temperature. This ratio can be used as a correction factor.

[0178] S403: Correcting the maximum temperature of the battery cells in each temperature monitoring zone based on the temperature correction coefficient, and determining the maximum temperature from the corrected temperatures in each temperature monitoring zone as the target temperature.

[0179] For each temperature monitoring zone, the maximum temperature of the battery cells in each temperature monitoring zone can be corrected according to the temperature correction coefficient. Specifically, a first mapping relationship can be determined in advance based on measured data, and the maximum temperature of the battery cells in the temperature monitoring zone can be corrected based on the first mapping relationship.

[0180] The first mapping relationship includes: a sub-mapping relationship corresponding to the temperature monitoring area, and the sub-mapping relationship includes a correspondence between a temperature correction coefficient and a temperature compensation value.

[0181] The first mapping relationship can be specifically stored in the form of a table. See Table 1, which is a temperature compensation calibration table provided in an embodiment of the present application. The temperature compensation calibration table contains sub-mapping relationships corresponding to each temperature monitoring zone, specifically the correspondence between the temperature correction coefficient and the temperature compensation value.

[0182] Table 1

[0183]

[0184] For each temperature monitoring zone, based on the maximum temperature of the battery cell monitored by the temperature sensor, the temperature correction coefficient is determined based on the maximum DC internal resistance and the DC internal resistance of the battery cell with the highest temperature. Then, the temperature compensation value is determined based on the corresponding sub-mapping relationship. The temperature compensation value is added to the maximum temperature of the battery cell to serve as the actual maximum temperature of the battery cell in the temperature monitoring zone.

[0185] Furthermore, the highest temperature is determined from the corrected temperatures of the temperature monitoring zones as the target temperature.

[0186] The embodiment of the present application adopts the solution, taking into account that the maximum temperature of the battery cell monitored by the temperature sensor may not be the actual maximum temperature of the battery cell. By dividing the temperature monitoring area and performing temperature compensation on each temperature monitoring area, the appropriate temperature compensation value is determined in combination with the DC internal resistance of the battery cell, thereby more accurately determining the maximum temperature of the battery cell. This avoids the situation where the maximum temperature collected by the temperature sensor is not the actual maximum temperature of the battery cell in the power battery, resulting in an inaccurate derating ratio. This achieves more precise control of the charge and discharge power, further reducing the risk of overheating failure of the power battery.

[0187] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to realize the above functions, the control device or electronic device of the vehicle's charging and discharging power includes hardware structures and / or software modules corresponding to the execution of each function. It should be easy for those skilled in the art to realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0188] In the embodiment of the present application, the control device or electronic device for the charge and discharge power of an exemplary vehicle can be divided into functional modules according to the above method. For example, the control device or electronic device for the charge and discharge power of a vehicle can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above-mentioned integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0189] Figure 5 FIG. 1 is a block diagram of a device for controlling the charging and discharging power of a vehicle according to an exemplary embodiment. Figure 5 The vehicle charging and discharging power control device includes a first determination module 501 and a second determination module 502.

[0190] A first determining module 501 is configured to determine, in response to a vehicle power battery reaching a critical temperature for charge and discharge power control, a first derating ratio of a first charge and discharge limit power according to an operating state of the vehicle's cooling system and / or a driving condition of the vehicle; wherein the first charge and discharge limit power is a charge and discharge limit power determined by the vehicle's battery management system;

[0191] The second determining module 502 is configured to determine a second charge and discharge limit power based on the first charge and discharge limit power and the first derating ratio; the second charge and discharge limit power is an upper limit of the power of charging or discharging the power battery.

[0192] In one possible embodiment, the first determining module 501 includes:

[0193] a judgment submodule, configured to judge whether the cooling system meets abnormal working conditions and whether the driving condition meets intense driving conditions;

[0194] a first determining submodule, configured to determine the first derating ratio based on a target temperature of the power battery and operating parameters of the cooling system when the cooling system meets the abnormal operating condition and the driving condition does not meet the intense driving condition; the target temperature represents the maximum temperature of the cells in the power battery;

[0195] a second determining submodule, configured to determine the first derating ratio according to the target temperature and driving condition parameters when the operating state of the cooling system does not meet the abnormal operating condition and the driving condition meets the intense driving condition;

[0196] The third determination submodule is used to determine the second derating ratio according to the target temperature and the operating parameters of the cooling system when the operating state of the cooling system meets the abnormal operating condition and the driving condition meets the intense driving condition, determine the third derating ratio according to the target temperature and the driving condition parameters, and determine the first derating ratio according to the second derating ratio and the third derating ratio.

[0197] In one possible approach, the judgment module is specifically used to:

[0198] Determining whether the abnormal operating condition is met based on operating parameters of the cooling system; the operating parameters include battery pack inlet water temperature and battery circuit cooling water flow;

[0199] When the water temperature at the battery pack inlet exceeds the target water temperature and / or the battery circuit cooling water flow rate is lower than the target flow rate, it is determined that the cooling system meets the abnormal operating condition.

[0200] In one possible embodiment, the first determination submodule is specifically configured to:

[0201] determining an abnormality level of the cooling system based on the operating parameters; the abnormality level includes a first abnormality level and a second abnormality level, the first abnormality level indicating that the water temperature at the battery pack inlet exceeds the target water temperature, or the battery circuit cooling water flow rate is lower than the target flow rate; the second abnormality level indicating that the water temperature at the battery pack inlet exceeds the target flow rate, and the battery circuit cooling water flow rate is lower than the target flow rate;

[0202] Determining a target temperature level for the target temperature based on a predetermined temperature level range;

[0203] The first derating ratio is determined based on the abnormality level and the target temperature level.

[0204] In one possible embodiment, the driving condition parameter includes a root mean square current value of the power battery within a target period; and the second determining submodule is specifically configured to:

[0205] Obtaining a target current level based on a predetermined current level interval to determine the root mean square current value;

[0206] Determining a target temperature level for the target temperature based on a predetermined temperature level range;

[0207] The first derating ratio is determined based on the target current level and the target temperature level.

[0208] In one possible embodiment, the intense driving condition includes: the vehicle performs intense acceleration and deceleration exceeding a target number of times within a first time period; the intense acceleration and deceleration indicates that the acceleration value or the deceleration value exceeds a preset threshold and the duration reaches a target time.

[0209] In one possible embodiment, the apparatus further includes an acquisition module, which includes:

[0210] An acquisition submodule is configured to acquire the maximum temperature of a cell in each of N temperature monitoring zones of the power battery, where N is a positive integer greater than or equal to 1;

[0211] a calculation submodule, calculating a temperature correction coefficient for each temperature monitoring zone based on the maximum DC internal resistance of the battery cell in each temperature monitoring zone and the DC internal resistance of the battery cell with the highest temperature;

[0212] The correction submodule corrects the maximum temperature of the battery cells in each of the temperature monitoring zones based on the temperature correction coefficient, and determines the maximum temperature from the corrected temperatures in each of the temperature monitoring zones as the target temperature.

[0213] In one possible embodiment, the temperature correction coefficient represents the ratio of the maximum DC internal resistance of the battery cell in the temperature monitoring area to the DC internal resistance of the battery cell with the highest temperature. The correction submodule is specifically configured to:

[0214] Based on a first mapping relationship, the maximum temperature of the battery cell in each temperature monitoring zone is corrected; the first mapping relationship includes: a sub-mapping relationship corresponding to each temperature monitoring zone, and the sub-mapping relationship includes a correspondence between the temperature correction coefficient and the temperature compensation value.

[0215] Figure 6 FIG. 1 is a block diagram of an electronic device according to an exemplary embodiment. Figure 6 As shown, the electronic device includes but is not limited to: a processor 601 and a memory 602 .

[0216] The memory 602 is used to store executable instructions of the processor 601. It is understood that the processor 601 is configured to execute instructions to implement the method for controlling the charging and discharging power of a vehicle in the above embodiment.

[0217] It should be noted that those skilled in the art can understand that Figure 6 The electronic device structure shown in the figure does not limit the electronic device, and the electronic device may include Figure 6 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0218] The processor 601 is the control center of the electronic device. It connects the various parts of the entire electronic device using various interfaces and lines. By running or executing software programs and / or modules stored in the memory 602 and calling data stored in the memory 602, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 601 may include one or more processing units. Optionally, the processor 601 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly handles wireless communications. It is understood that the modem processor may not be integrated into the processor 601.

[0219] The memory 602 can be used to store software programs and various data. The memory 602 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and application programs required by at least one functional module (such as a determination unit, a processing unit, etc.). Furthermore, the memory 602 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0220] In an exemplary embodiment, a computer-readable storage medium including instructions is further provided, such as a memory 602 including instructions. The instructions may be executed by a processor 601 of an electronic device to implement the method in the above embodiment.

[0221] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0222] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, which can be executed by a processor of an electronic device to implement the method in the above embodiment.

[0223] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the electronic device, the various processes of the above-mentioned method embodiment are implemented and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0224] Through the description of the above implementation methods, technical personnel in the relevant field can clearly 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 distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete the full classification or partial functions described above.

[0225] In the several embodiments provided in this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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.

[0226] The units described as separate components may or may not be physically separate, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0227] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0228] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute the full classification part or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks or optical disks.

[0229] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling the charging and discharging power of a vehicle, characterized in that: The method comprises: In response to a power battery of a vehicle reaching a critical temperature for charge and discharge power control, determining a first derating ratio of a first charge and discharge limit power according to an operating state of a cooling system of the vehicle and / or a driving condition of the vehicle; wherein the first charge and discharge limit power is a charge and discharge limit power determined by a battery management system of the vehicle; Based on the first charge and discharge limit power and the first derating ratio, a second charge and discharge limit power is determined; the second charge and discharge limit power is the upper limit of the power of charging or discharging the power battery.

2. The method for controlling the charge and discharge power of a vehicle according to claim 1, wherein: The determining, according to the operating state of the cooling system of the vehicle and / or the driving condition of the vehicle, a first derating ratio of the first charge and discharge limit power includes: determining whether the cooling system meets abnormal operating conditions and whether the driving condition meets intense driving conditions; When the cooling system meets the abnormal operating condition and the driving condition does not meet the intense driving condition, determining the first derating ratio according to a target temperature of the power battery and operating parameters of the cooling system; the target temperature represents the maximum temperature of the battery cells in the power battery; determining the first derating ratio according to the target temperature and driving condition parameters when the operating state of the cooling system does not meet the abnormal operating condition and the driving condition meets the intense driving condition; When the operating state of the cooling system meets the abnormal operating condition and the driving condition meets the intense driving condition, a second derating ratio is determined based on the target temperature and the operating parameters of the cooling system, a third derating ratio is determined based on the target temperature and the driving condition parameters, and the first derating ratio is determined based on the second derating ratio and the third derating ratio.

3. The method for controlling the charge and discharge power of a vehicle according to claim 2, wherein: The determining whether the cooling system meets the abnormal working condition includes: Determining whether the abnormal operating condition is met based on operating parameters of the cooling system; the operating parameters include battery pack inlet water temperature and battery circuit cooling water flow; When the water temperature at the battery pack inlet exceeds the target water temperature and / or the battery circuit cooling water flow rate is lower than the target flow rate, it is determined that the cooling system meets the abnormal operating condition.

4. The method for controlling the charge and discharge power of a vehicle according to claim 3, wherein: The determining the first derating ratio according to the target temperature and the operating parameters of the cooling system includes: determining an abnormality level of the cooling system based on the operating parameters; the abnormality level includes a first abnormality level and a second abnormality level, the first abnormality level indicating that the water temperature at the battery pack inlet exceeds the target water temperature, or the battery circuit cooling water flow rate is lower than the target flow rate; the second abnormality level indicating that the water temperature at the battery pack inlet exceeds the target flow rate, and the battery circuit cooling water flow rate is lower than the target flow rate; Determining a target temperature level for the target temperature based on a predetermined temperature level range; The first derating ratio is determined based on the abnormality level and the target temperature level.

5. The method for controlling the charge and discharge power of a vehicle according to claim 2, wherein: The driving condition parameter includes the root mean square current value of the power battery within the target period; The target period is a period during which the vehicle meets the intense driving conditions; Determining the first derating ratio according to the target temperature and the driving condition parameters of the power battery includes: Obtaining a target current level based on a predetermined current level interval to determine the root mean square current value; Determining a target temperature level for the target temperature based on a predetermined temperature level range; The first derating ratio is determined based on the target current level and the target temperature level.

6. The method for controlling the charge and discharge power of a vehicle according to claim 2 or 5, characterized in that: The intense driving condition includes: the vehicle performs intense acceleration and deceleration exceeding a target number of times within a first time period; the intense acceleration and deceleration means that the acceleration value or the deceleration value exceeds a preset threshold and the duration reaches a target time.

7. The method for controlling the charging and discharging power of a vehicle according to any one of claims 1 to 6, characterized in that: The target temperature is obtained in the following manner: Obtaining the maximum temperature of a cell in each of N temperature monitoring zones of the power battery, where N is a positive integer greater than or equal to 1; Calculating the temperature correction coefficient of each temperature monitoring zone based on the maximum DC internal resistance of the battery cell in each temperature monitoring zone and the DC internal resistance of the battery cell with the highest temperature; The maximum temperature of the battery cells in each of the temperature monitoring zones is corrected based on the temperature correction coefficient, and the maximum temperature is determined from the corrected temperatures in each of the temperature monitoring zones as the target temperature.

8. The method for controlling the charge and discharge power of a vehicle according to claim 7, wherein: The temperature correction coefficient represents the ratio of the maximum DC internal resistance of the battery cell in the temperature monitoring area to the DC internal resistance of the battery cell with the highest temperature; The correcting the maximum temperature of the battery cell in each temperature monitoring zone based on the temperature correction coefficient includes: Based on a first mapping relationship, the maximum temperature of the battery cell in each temperature monitoring zone is corrected; the first mapping relationship includes: a sub-mapping relationship corresponding to each temperature monitoring zone, and the sub-mapping relationship includes a correspondence between the temperature correction coefficient and the temperature compensation value.

9. A vehicle charging and discharging power control device, characterized in that: The device comprises: a first determining module, configured to determine, in response to a power battery of a vehicle reaching a critical temperature for charge and discharge power control, a first derating ratio of a first charge and discharge limit power according to an operating state of a cooling system of the vehicle and / or a driving condition of the vehicle; wherein the first charge and discharge limit power is a charge and discharge limit power determined by a battery management system of the vehicle; The second determining module is configured to determine a second charge and discharge limit power based on the first charge and discharge limit power and the first derating ratio; the second charge and discharge limit power is an upper limit of the power of charging or discharging the power battery.

10. The vehicle charge and discharge power control device according to claim 9, characterized in that: The first determining module includes: a judgment submodule, configured to judge whether the cooling system meets abnormal working conditions and whether the driving condition meets intense driving conditions; a first determining submodule, configured to determine the first derating ratio based on a target temperature of the power battery and operating parameters of the cooling system when the cooling system meets the abnormal operating condition and the driving condition does not meet the intense driving condition; the target temperature represents the maximum temperature of the cells in the power battery; a second determining submodule, configured to determine the first derating ratio according to the target temperature and driving condition parameters when the operating state of the cooling system does not meet the abnormal operating condition and the driving condition meets the intense driving condition; The third determination submodule is used to determine the second derating ratio according to the target temperature and the operating parameters of the cooling system when the operating state of the cooling system meets the abnormal operating condition and the driving condition meets the intense driving condition, determine the third derating ratio according to the target temperature and the driving condition parameters, and determine the first derating ratio according to the second derating ratio and the third derating ratio.

11. The vehicle charge and discharge power control device according to claim 10, characterized in that: The judgment module is specifically used to: Determining whether the abnormal operating condition is met based on operating parameters of the cooling system; the operating parameters include battery pack inlet water temperature and battery circuit cooling water flow; When the water temperature at the battery pack inlet exceeds the target water temperature and / or the battery circuit cooling water flow rate is lower than the target flow rate, it is determined that the cooling system meets the abnormal operating condition.

12. A vehicle, characterized in that: The vehicle includes the vehicle charging and discharging power control device according to any one of claims 9 to 11.

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