Charge state correction method and device, electronic equipment and storage medium

Abstract

The invention relates to a state of charge correction method and device, electronic equipment and a storage medium. The charge state correction method comprises the following steps: acquiring battery state data, dynamic characteristic parameters and vehicle state data of a battery in the hybrid electric vehicle within a first preset time period; determining whether the battery is in a polarization state according to the dynamic characteristic parameters; if the battery is in the polarization state, whether the current whole vehicle condition meets the active correction condition of the charge state or not is determined according to the vehicle state data and the battery state data; and if the current whole vehicle condition meets the active correction condition of the charge state, the current charge state of the battery is actively corrected to be the target charge state. According to the embodiment of the invention, the method can improve the estimation accuracy of the state of charge of the battery, is suitable for the special scenes that the engine of the hybrid electric vehicle works frequently and the fixed-rate charge-discharge interval is very few, reduces the energy management misjudgment caused by the SOC error, prolongs the service life of the battery, and improves the overall stability of the system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of hybrid electric vehicles, and in particular to a state of charge correction method and device, an electronic device, and a storage medium. BACKGROUND

[0002] In a hybrid electric vehicle, accurate control of the state of charge (SOC) is crucial for optimizing energy management and improving system efficiency. However, hybrid electric vehicles face unique challenges in SOC control due to their unique operating mechanisms, making accurate control more difficult.

[0003] Hybrid electric vehicles can use oil to indirectly or directly drive the vehicle. Non-plug-in hybrid vehicles in the hybrid vehicle type have a SOC available interval set at 30% to 80%, and plug-in hybrid vehicles without home charging piles usually have a SOC available interval of the battery within the 20% to 90% interval. This range limitation results in the BMS system being unable to trigger full charge and discharge correction during operation, i.e., the SOC estimation accuracy cannot be calibrated using the extreme conditions of full battery charge (100% SOC) or empty (0% SOC). Due to the lack of data support from extreme states, the error of SOC estimation may gradually accumulate over a long period of operation, affecting the reliability of the BMS system. Moreover, the engine of a hybrid electric vehicle operates frequently during driving, resulting in more diverse and complex charging and discharging operations of the battery, and frequent switching between the internal combustion engine and the electric motor as the source of vehicle power, making the charging and discharging process of the battery more unstable. This dynamic change increases the uncertainty of SOC estimation, especially in cases where the charging and discharging rates change significantly, making it difficult for traditional correction methods based on fixed rate charging and discharging to be effective.

[0004] In addition, the fixed rate discharge and recharge interval in a hybrid electric vehicle is very small, and the discharge and recharge process of the battery is usually affected by various factors such as the driving state of the vehicle, the driving habits of the driver, and external environmental conditions. This complexity makes it more difficult to establish a stable calibration benchmark, further exacerbating the challenges of SOC control. SUMMARY

[0005] To solve the above technical problems or at least partially solve the above technical problems, the present application provides a state of charge correction method, device, electronic device, and storage medium.

[0006] In a first aspect, the present application provides a state of charge correction method, comprising: obtaining battery state data, dynamic characteristic parameters, and vehicle state data of a battery in a hybrid electric vehicle within a first predetermined time period; determining whether the battery is in a polarization state according to the dynamic characteristic parameters; if the battery is in a polarization state, determining whether a current vehicle condition meets an active state-of-charge correction condition according to the vehicle state data and the battery state data; if the current vehicle condition meets the active state-of-charge correction condition, actively correcting a current state-of-charge of the battery to a target state-of-charge.

[0007] Optionally, the dynamic characteristic parameter comprises: recharge and discharge current data; and determining whether the battery is in a polarization state according to the dynamic characteristic parameter comprises: determining an average value and a maximum value of a plurality of recharge / discharge current absolute values in a first preset time period according to the recharge and discharge current data; determining whether the average value is greater than a first current threshold and / or the maximum value is greater than a second current threshold, the second current threshold being greater than the first current threshold; if the average value is greater than the first current threshold and / or the maximum value is greater than the second current threshold, determining that the battery is in a polarization state.

[0008] Optionally, the vehicle state data comprises: a vehicle continuous driving duration; and the battery state data comprises: a battery temperature. determining whether a current vehicle condition meets an active state-of-charge correction condition according to the vehicle state data and the battery state data comprises: if no state-of-charge correction request from a battery management system is received within a second preset time period, determining whether the vehicle continuous driving duration is greater than a first time threshold and the battery temperature is within a preset temperature range; if the vehicle continuous driving duration is greater than the first time threshold and the battery temperature is within the preset temperature range, determining that the current vehicle condition meets the active state-of-charge correction condition.

[0009] Optionally, actively correcting the current state-of-charge of the battery to the target state-of-charge comprises: if a state-of-charge correction request from a battery management system is received, determining whether a vehicle driving state meets a preset condition according to the vehicle state data; if the vehicle driving state meets the preset condition, obtaining a current state-of-charge of the battery; determining an active correction strategy according to the current state-of-charge; actively correcting the current state-of-charge of the battery to the target state-of-charge according to the active correction strategy.

[0010] Optionally, the vehicle state data comprises: an accelerator opening degree and a vehicle speed; and determining whether a vehicle driving state meets a preset condition according to the vehicle state data comprises: determining whether the accelerator opening degree is less than or equal to a preset opening degree threshold value; if the accelerator opening degree is less than or equal to a preset opening degree threshold value, determining whether the vehicle speed is less than or equal to a preset speed threshold value; if the vehicle speed is less than or equal to a preset speed threshold value, determining that the vehicle driving state meets a preset condition.

[0011] Optionally, the active correction strategy is determined according to the current state of charge, comprising: obtaining a preset first state of charge range and a second state of charge range, the minimum value of the first state of charge range being greater than the maximum value of the second state of charge range; if the current state of charge is within the first state of charge range, determining that the active correction strategy is an active discharge correction mode; if the current state of charge is within the second state of charge range, determining that the active correction strategy is an active recharge correction mode.

[0012] Optionally, in the case that the active correction strategy is an active discharge correction mode, the current state of charge of the battery is actively corrected to a target state of charge according to the active correction strategy, comprising: sending a discharge correction notification to a battery management system, so that the battery management system continuously discharges at a preset current value within a third preset time period; receiving a closed-circuit voltage from the battery management system, the closed-circuit voltage being collected after the battery management system continuously discharges to the power electronic unit at a preset current value; actively correcting the current state of charge of the battery to a target state of charge based on the closed-circuit voltage.

[0013] Optionally, in the case that the active correction strategy is an active recharge correction mode, the current state of charge of the battery is actively corrected to a target state of charge according to the active correction strategy, comprising: sending a recharge correction notification to a battery management system, so that the battery management system continuously recharges at a preset current value within a third preset time period; receiving a closed-circuit voltage from the battery management system, the closed-circuit voltage being collected after the battery management system continuously discharges to the power electronic unit at a preset current value; actively correcting the current state of charge of the battery to a target state of charge based on the closed-circuit voltage.

[0014] Optionally, actively correcting the current state of charge of the battery to a target state of charge based on the closed-circuit voltage, comprising: obtaining a battery temperature in the battery state data; determining a real state of charge according to the battery temperature and the closed-circuit voltage in a preset corresponding relationship between battery temperature, closed-circuit voltage and state of charge; determining the target state of charge according to the real state of charge and the current state of charge; correcting the current state of charge to the target state of charge.

[0015] Optionally, determining the target state of charge according to the real state of charge and the current state of charge comprises: determining charge deviation data according to the real state of charge and the current state of charge; if the charge deviation data is greater than or equal to a second charge threshold, determining the target state of charge as a sum of the charge deviation data and a first coefficient multiplied by the current state of charge; if the charge deviation data is greater than or equal to a third charge threshold and less than the second charge threshold, determining the target state of charge as a sum of the charge deviation data and a second coefficient multiplied by the current state of charge; if the charge deviation data is less than the third charge threshold, determining the target state of charge as a sum of the charge deviation data and a third coefficient multiplied by the current state of charge.

[0016] Optionally, actively correcting the current state of charge of the battery to a target state of charge according to the active correction strategy further comprises: determining a required power according to the accelerator opening degree within the third preset time period; determining a first target power to be output by a power electronic unit and a second target power to be output by an engine control unit by using a PID algorithm with the required power as a target; sending a first power request to the power electronic unit, so that a first actual power output by the power electronic unit is equal to the first target power; sending a second power request to the engine control unit, so that a second actual power output by the engine control unit is equal to the second target power.

[0017] Optionally, the method further comprises: if the battery is in a non-polarization state, acquiring a closed-circuit voltage collected by the battery management system; acquiring a battery temperature in the battery state data; determining a real state of charge according to the battery temperature and the closed-circuit voltage in a preset corresponding relationship between battery temperature, closed-circuit voltage and state of charge; determining charge deviation data according to the real state of charge and the current state of charge; If the charge deviation data is greater than or equal to a second charge threshold, determining the target state of charge as the sum of a product of the charge deviation data and a first coefficient and a current state of charge; If the charge deviation data is greater than or equal to a third charge threshold and less than the second charge threshold, determining the target state of charge as the sum of a product of the charge deviation data and a second coefficient and a current state of charge; If the charge deviation data is less than the third charge threshold, determining the target state of charge as the sum of the product of the charge deviation data and the third coefficient and the current state of charge; The current state of charge is corrected to the target state of charge.

[0018] In a second aspect, the present application provides a state of charge correction device, comprising: a first acquisition module, configured to acquire battery status data, dynamic characteristic parameters, and vehicle status data of a battery in the hybrid electric vehicle within a first preset time period; a first determining module, configured to determine whether the battery is in a polarized state according to the dynamic characteristic parameter; a second determination module, configured to determine, if the battery is in a polarized state, whether a current vehicle condition satisfies an active correction condition for the state of charge based on the vehicle condition data and the battery condition data; The correction module is used to actively correct the current state of charge of the battery to a target state of charge if the current vehicle condition meets the active correction condition of the state of charge.

[0019] In a third aspect, the present application provides an electronic device, comprising a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus; Memory for storing computer programs; The processor is configured to implement any of the state of charge correction methods described in the first aspect when executing a program stored in the memory.

[0020] In a fourth aspect, the present application provides a computer-readable storage medium, on which a program of a state of charge correction method is stored. When the program of the state of charge correction method is executed by a processor, the steps of any of the state of charge correction methods described in the first aspect are implemented.

[0021] Beneficial effects of the present invention: In the embodiment of the present application, when the battery is in a polarized state and the current vehicle condition meets the active correction conditions for the state of charge (that is, the current SOC error of the hybrid vehicle is large and SOC correction is required but the SOC correction has not been triggered), the current state of charge of the battery in the hybrid vehicle can be actively corrected to the target state of charge. This can effectively solve the precision control problem caused by the inability to trigger full charge and discharge correction on the hybrid vehicle, improve the accuracy of the battery state of charge estimation, adapt to special scenarios where the hybrid vehicle engine frequently operates and the fixed rate charge and discharge intervals are very few, reduce energy management misjudgments caused by SOC errors, extend battery life and improve the overall stability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0024] Figure 1 A structural diagram of a state of charge correction system provided in an embodiment of the present application; Figure 2 A flow chart of a state of charge correction method provided in an embodiment of the present application; Figure 3 for Figure 2 Flowchart of step S102; Figure 4 for Figure 2 Flowchart of step S104; Figure 5 for Figure 4 A flow chart of step S304; Figure 6 for Figure 4 Another flow chart of step S304; Figure 7 for Figure 5 Step S403 or Figure 6 Flowchart of step S503; Figure 8 A structural diagram of a state of charge correction device provided in an embodiment of the present application; Figure 9 A structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0025] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0026] Due to the characteristics of the power source, the SOC available interval of the battery of the hybrid vehicle is limited (30%~80% for a non-plug-in hybrid vehicle and 20%~90% for a plug-in hybrid vehicle without a home charging pile), so that the BMS system cannot calibrate the SOC estimation accuracy through the extreme condition of full charging and full discharging, and the accumulated error is prone to occur in long-term operation. Meanwhile, the frequent operation of the engine during driving makes the battery charging and discharging diverse, complex and unstable, the charging and discharging rate changes significantly, and the charging and discharging interval with fixed rate is small, which is affected by various factors such as driving state, driving habit, external environment, etc., so that the traditional correction method is difficult to apply, and it is difficult to establish a stable calibration reference, which further aggravates the challenge of SOC estimation and control. Therefore, the embodiments of the present application provide a state of charge correction method and device, an electronic equipment and a storage medium.

[0027] The embodiments of the present application provide a state of charge correction system, as shown in Figure 1 In the state of charge correction system, the PCU / VCU can be in communication connection with a power electronics unit (PEU), a battery management system (BMS) and an engine control unit (EMS).

[0028] The state of charge correction method provided by the embodiments of the present application can be applied to a power control unit (PCU) or a vehicle control unit (VCU) in a vehicle, as shown in Figure 2 The method can include the following steps: In step S101, the battery state data, dynamic characteristic parameters and vehicle state data of the battery in the hybrid vehicle in a first preset time period are obtained. In the embodiment of the present application, the first preset time period can be a historical time period before the current moment, such as: within the past 30 seconds, the hybrid vehicle refers to a gasoline-electric hybrid vehicle, the battery status data includes: closed-circuit voltage, battery temperature, etc., the dynamic characteristic parameters include: recharge and discharge current data, etc., the recharge and discharge current data includes: recharge current data and discharge current data at multiple moments in the first preset time period, and the vehicle status data includes: throttle opening, vehicle speed, vehicle continuous driving time, etc.

[0029] In this step, during the driving of the hybrid vehicle, the battery status data and dynamic characteristic parameters of the battery in the hybrid vehicle in the past first preset time period can be obtained from the battery management system (BMS), and the vehicle status data can be obtained from sensors installed on the vehicle (such as throttle sensor, vehicle speed sensor, etc.).

[0030] Step S102, determining whether the battery is in a polarization state according to the dynamic characteristic parameters; In the embodiments of the present application, the states of the battery include: a polarized state and a non-polarized state. The polarized state refers to the phenomenon that the electrode potential deviates from the equilibrium potential due to the mismatch between the electrochemical reaction rate and the ion migration rate during the charge and discharge process; the non-polarized state refers to the state where the electrode potential is consistent with the equilibrium potential. At this time, the electrochemical reaction rate and the ion migration rate are completely matched, and there is no voltage deviation.

[0031] In this step, whether the battery is in a polarized state can be determined based on the average and maximum absolute values ​​of the current signal (such as the recharge current or the discharge current) that changes with time during the battery charging and discharging process.

[0032] In one embodiment of the present application, Figure 3 As shown, step S102 determines whether the battery is in a polarized state according to the dynamic characteristic parameter, including: Step S201, determining an average value and a maximum value of a plurality of recharge / discharge current absolute values ​​within a first preset time period based on the recharge and discharge current data; In an embodiment of the present application, the recharge and discharge current data include: recharge current data and discharge current data at multiple moments in a first preset time period. If the battery is in a recharge state, the average value and maximum value of the recharge current data at multiple moments in the first preset time period are calculated; if the battery is in a discharge state, the average value and maximum value of the discharge current data at multiple moments in the first preset time period are calculated.

[0033] Step S202, determining whether the average value is greater than a first current threshold and / or whether the maximum value is greater than a second current threshold, wherein the second current threshold is greater than the first current threshold; For example, the first current threshold value can be 2 times of the battery rated current, i.e. 2I 额 , or equal to the battery rated current, i.e. I 额 , the second current threshold value can be 3 times of the battery rated current, i.e. 3I 额 .

[0034] In step S203, if the average value is greater than the first current threshold value and / or the maximum value is greater than the second current threshold value, it is determined that the battery is in a polarization state; otherwise, it is determined that the battery is in a non-polarization state.

[0035] After determining that the average value is greater than the first current threshold value and / or the maximum value is greater than the second current threshold value, it can be further determined whether the state of charge of the battery satisfies the active correction condition.

[0036] In step S103, if the battery is in a polarization state, it is determined whether the current vehicle condition satisfies the active correction condition of the state of charge according to the vehicle state data and the battery state data. In the embodiment of the present application, the vehicle state data includes: the vehicle continuous driving time; and the battery state data includes: the battery temperature. In this step, it can be determined whether the current vehicle condition satisfies the active correction condition of the state of charge according to the vehicle continuous driving time and the battery temperature.

[0037] In one embodiment of the present application, step S103 includes: If no state of charge correction request is received from the battery management system within the second preset time period, it is determined whether the vehicle continuous driving time is greater than a first time threshold value and whether the battery temperature is within a preset temperature range. If the vehicle continuous driving time is greater than the first time threshold value and the battery temperature is within the preset temperature range, it is determined that the current vehicle condition satisfies the active correction condition of the state of charge.

[0038] Since the hybrid vehicle continuously drives for a certain length of time, the state of charge of the battery will have a very large error (for example, the SOC cannot be corrected due to large current fluctuations during long-term vehicle driving, and the SOC deviates without correction in the high-voltage state for more than 2 hours, and the deviation will cause the battery to be damaged). When the battery temperature is too high or too low, the measured voltage across the battery will not be accurate. Therefore, the first time threshold value and the preset temperature range can be set according to the vehicle driving time which has little effect on the state of charge of the battery and the battery temperature range which has little effect on the voltage across the battery. For example, the first time threshold value can be 2 hours, and the preset temperature range is 0-45℃.

[0039] Step S104, if the current vehicle condition meets the active correction condition of the state of charge, actively corrects the current state of charge of the battery to the target state of charge.

[0040] When the current vehicle condition meets the active correction condition of the state of charge, the active correction of the current state of charge of the battery is triggered, such as triggering the BMS to send a state of charge correction request BMS SOCRecReq=0x1 to correct the inaccurate current state of charge to the accurate target state of charge.

[0041] In an embodiment of the present application, as shown in Figure 4 Step S104 actively corrects the current state of charge of the battery to the target state of charge, including: Step S301, if the state of charge correction request from the battery management system is received, determining whether the vehicle driving state meets the preset condition according to the vehicle state data; After the BMS sends the state of charge correction request BMS SOCRecReq=0x1, the PCU / VCU can determine whether the vehicle driving state meets the preset condition according to the vehicle state data (such as the throttle opening and the vehicle speed). When the throttle opening of the hybrid vehicle is too large or the vehicle speed is too large, it may be necessary to increase the power supply or reduce the power supply provided by the engine. Since the working condition is unstable at this time, the SOC correction will be inaccurate. Therefore, only when the preset condition is met, the active correction strategy is determined according to the current state of charge of the battery, and then the active correction strategy is used to actively correct the current state of charge.

[0042] In an embodiment of the present application, the vehicle state data includes the throttle opening and the vehicle speed, and step S301 determines whether the vehicle driving state meets the preset condition according to the vehicle state data, including: determining whether the throttle opening is less than or equal to a preset opening threshold; if the throttle opening is less than or equal to the preset opening threshold, determining whether the vehicle speed is less than or equal to a preset speed threshold; if the vehicle speed is less than or equal to the preset speed threshold, determining that the vehicle driving state meets the preset condition.

[0043] For example, the preset opening threshold is 30%, and the preset speed range is vehicle speed ≤120km / h.

[0044] Step S302, if the vehicle driving state meets the preset condition, obtaining the current state of charge of the battery; Step S303, determining the active correction strategy according to the current state of charge; Since the hybrid vehicle is powered by the battery when the current state of charge of the battery is in the first state of charge range, the active discharge correction mode is adopted at this time; when the current state of charge of the battery is in the second state of charge range, the engine provides power and charges the battery, so the active charging correction mode is adopted at this time.

[0045] Step S303 determines the active correction strategy according to the current state of charge, including: obtaining a preset first state of charge range and a second state of charge range, the minimum value of the first state of charge range being greater than the maximum value of the second state of charge range; if the current state of charge is in the first state of charge range, determining that the active correction strategy is the active discharge correction mode; if the current state of charge is in the second state of charge range, determining that the active correction strategy is the active charging correction mode.

[0046] For example, the first state of charge range is 50 < SOC ≤ 90%, and the second state of charge range is 20 ≤ SOC ≤ 50%.

[0047] Step S304 actively corrects the current state of charge of the battery to the target state of charge according to the active correction strategy.

[0048] In an embodiment of the present application, when the active correction strategy is the active discharge correction mode, as shown in Figure 5 Step S304 actively corrects the current state of charge of the battery to the target state of charge according to the active correction strategy, including: Step S401 sends a discharge correction notification to the battery management system, so that the battery management system discharges continuously at a preset current value within a third preset time period; for example, the third preset time period can be 30 seconds, and the preset current value can be 2 times or 1 time of the rated current. In actual application, other values can also be set for the third preset time period and the preset current value according to actual needs, which are not limited in the present application. After sending the discharge correction notification to the battery management system, the power request and actual power collection of the PEU (for discharge) and EMS (for charging) can be performed to realize the PID closed-loop control of the power, and the PCU (VCU) sends the active correction working condition flag PCU_BCUSOCRecAllwd=0x1 to the BMS, PEU and EMS. The purpose of the PID closed-loop control is to ensure that the current is stably controlled within the preset current value during vehicle driving, and the current is more stable in the static state through the PID closed-loop control, that is, the current can be stably controlled within the preset current value during vehicle driving and static state, and the user driving demand is not affected. Through the joint control of the PCU / VCU, BMS, PEU and EMS, the breakthrough of creating conditions without conditions is realized, and the SOC correction scene is expanded.

[0049] The further PID closed-loop control includes: in the third preset time period, the PCU / VCU can determine the demand power according to the accelerator opening degree; the first target power to be output by the power electronic unit PEU and the second target power to be output by the engine control unit EMS are determined by using the PID algorithm with the demand power as the target; the first power request is sent to the power electronic unit, so that the first actual power output by the power electronic unit is equal to the first target power; the second power request is sent to the engine control unit, so that the second actual power output by the engine control unit is equal to the second target power.

[0050] In step S402, the closed-circuit voltage from the battery management system is received, which is collected by the battery management system after discharging the power electronic unit according to the preset current value; After the battery management system controls the battery to discharge according to the preset current value, the closed-circuit voltage between the two ends of the battery can be collected and sent to the PCU / VCU.

[0051] In step S403, the current state of charge of the battery is actively corrected to the target state of charge based on the closed-circuit voltage.

[0052] In this step, the target state of charge can be determined based on the closed-circuit voltage, and the current state of charge is corrected to the target state of charge.

[0053] In an embodiment of the present application, in the case where the active correction strategy is an active back-charge correction mode, as shown in Figure 6 As shown in step S304, the current state of charge of the battery is actively corrected to the target state of charge according to the active correction strategy, which includes: Step S501, send a back charging correction notification to the battery management system, so that the battery management system continuously charges at a preset current value within a third preset time period; for example, the third preset time period can be 30 seconds, and the preset current value can be 2 times or 1 times the rated current. In actual application, other values can also be set for the third preset time period and the preset current value according to actual needs, which are not limited in the present application.

[0054] After sending the back charging correction notification to the battery management system, the PEU (for discharging) and the EMS (for charging) can be requested for power and the actual power can be collected to realize PID closed-loop control of power. The PCU (VCU) sends a flag PCU_BCUSOCRecAllwd=0x1 indicating that it has entered the active correction working condition to the BMS, PEU and EMS. The purpose of the PID closed-loop control is to ensure that the current is stably controlled within the preset current value during vehicle driving. Moreover, the PID closed-loop control can make the current more stable when the vehicle is stationary, that is, it can ensure that the current is stably controlled within the preset current value when the vehicle is driving and stationary, and does not affect the user's driving needs. Through the joint control of multiple controllers such as PCU / VCU, BMS, PEU and EMS, the breakthrough of creating conditions without conditions is realized, and the SOC correction scene is expanded.

[0055] The further PID closed-loop control includes: within the third preset time period, the PCU / VCU can determine the required power according to the accelerator opening degree; using the required power as the target, the PID algorithm is used to determine the first target power to be output by the power electronic unit PEU and the second target power to be output by the engine control unit EMS; the first power request is sent to the power electronic unit, so that the first actual power output by the power electronic unit is equal to the first target power; the second power request is sent to the engine control unit, so that the second actual power output by the engine control unit is equal to the second target power.

[0056] Step S502, receive the closed-circuit voltage from the battery management system, which is collected after the battery management system continuously discharges the power electronic unit according to the preset current value; After the battery management system controls the engine to charge the battery according to the preset current value, the closed-circuit voltage across the battery can be collected and sent to the PCU / VCU.

[0057] Step S503, actively correct the current state of charge of the battery to the target state of charge based on the closed-circuit voltage.

[0058] In this step, the target state of charge can be determined based on the closed-circuit voltage, and the current state of charge is corrected to the target state of charge.

[0059] Further, as shown in Figure 7 Step S403 or step S503 actively corrects the current state of charge of the battery to a target state of charge based on the open circuit voltage, including: Step S601, obtaining a battery temperature from the battery state data; Step S602, determining a true state of charge according to the battery temperature and the open circuit voltage in a preset correspondence between battery temperature, open circuit voltage and state of charge; In the case where the active correction strategy is an active discharge correction method, the preset correspondence between battery temperature, open circuit voltage and state of charge can be as shown in Table 1: Table 1

[0060] Table 1 is a mapping relationship between battery temperature, open circuit voltage and SOC after 30s continuous discharge at 1 times rated current at different temperatures obtained by bench testing of the battery cell or battery pack in advance.

[0061] In the case where the active correction strategy is an active discharge correction method, the preset correspondence between battery temperature, open circuit voltage and state of charge can be as shown in Table 2: Table 2

[0062] Table 2 is a mapping relationship between battery temperature, open circuit voltage and SOC after 30s continuous discharge at 1 times rated current at different temperatures obtained by bench testing of the battery cell or battery pack in advance.

[0063] In this step, the true state of charge can be obtained by querying Table 1 or Table 2 according to the battery temperature and the open circuit voltage.

[0064] Step S603, determining the target state of charge according to the true state of charge and the current state of charge; In an embodiment of the present application, step S604 determines the target state of charge according to the true state of charge and the current state of charge, including: determining a state of charge deviation data according to the true state of charge and the current state of charge; if the state of charge deviation data is greater than or equal to a second state of charge threshold, determining the sum of the state of charge deviation data and a first coefficient as the target state of charge; if the state of charge deviation data is greater than or equal to a third state of charge threshold and less than the second state of charge threshold, determining the sum of the state of charge deviation data and a second coefficient as the target state of charge; if the state of charge deviation data is less than the third state of charge threshold, determining the sum of the state of charge deviation data and a third coefficient as the target state of charge.

[0065] That is, first, the charge deviation data SOC is calculated, and SOC is the difference between the true SOC and the current SOC; then, the target state of charge is determined according to SOC: 1) if SOC is greater than or equal to 10%, the target state of charge is the sum of 30% SOC and the current SOC; 2) if SOC is greater than or equal to 5% and less than or equal to 10%, the target state of charge is the sum of 60% SOC and the current SOC; 3) if SOC is less than or equal to 5%, the target state of charge is the sum of 100% SOC and the current SOC.

[0066] In step S604, the current state of charge is corrected to the target state of charge.

[0067] In this step, the current state of charge can be gradually corrected to the target state of charge, and the correction process can last for a period of time. During the correction process, if the user needs to accelerate and needs a large amount of power to support the power demand of the user (i.e., the vehicle driving state does not meet the preset condition), the correction will be exited at this time, and the next time when the user cruises or in other stable working conditions, the correction will be continued.

[0068] After the correction is completed, the BMS sends an active correction completion BMS SOCRecReq=0x0 to the PCU / VCU, and the PCU / VCU accepts and restores the normal energy mode.

[0069] When the battery is in a polarization state and the current vehicle condition meets the active correction condition of the state of charge (i.e., the SOC error of the hybrid electric vehicle is large and needs to be corrected, but the SOC correction is not triggered), the current state of charge of the battery in the hybrid electric vehicle can be actively corrected to the target state of charge. The application can effectively solve the precision control problem caused by the inability to trigger full charge and full discharge correction on a hybrid electric vehicle, improve the accuracy of battery state of charge estimation, adapt to the special scenarios of frequent engine work and fixed rate charge and discharge interval, reduce the energy management misjudgment caused by SOC error, prolong the battery life and improve the overall stability of the system.

[0070] In another embodiment of the application, the method further comprises the step of passive SOC correction: If the battery is in a non-polarization state, the closed-circuit voltage collected by the battery management system is obtained. If the average value is less than or equal to the first current threshold and the maximum value is less than or equal to the second current threshold, it can be determined that the battery is in a non-polarization state.

[0071] The battery temperature is obtained in the battery state data. According to the battery temperature and the closed-circuit voltage in the preset corresponding relationship of battery temperature, closed-circuit voltage and state of charge, the true state of charge is determined. The preset correspondence between the battery temperature, the closed-circuit voltage and the state of charge can be shown in Table 1 or Table 2.

[0072] determining a state of charge deviation data according to the real state of charge and the current state of charge; if the state of charge deviation data is greater than or equal to a second state of charge threshold, determining the target state of charge as a sum of a product of the state of charge deviation data and a first coefficient and the current state of charge; if the state of charge deviation data is greater than or equal to a third state of charge threshold and less than the second state of charge threshold, determining the target state of charge as a sum of a product of the state of charge deviation data and a second coefficient and the current state of charge; if the state of charge deviation data is less than the third state of charge threshold, determining the target state of charge as a sum of a product of the state of charge deviation data and a third coefficient and the current state of charge; That is, first, the state of charge deviation data ΔSOC is calculated, which is the difference between the real SOC and the current SOC; then the target state of charge is determined according to the ΔSOC: 1) if the ΔSOC is greater than or equal to 10%, the target state of charge is the sum of 30% ΔSOC and the current SOC; 2) if the ΔSOC is greater than or equal to 5% and less than or equal to 10%, the target state of charge is the sum of 60% ΔSOC and the current SOC; 3) if the ΔSOC is less than or equal to 5%, the target state of charge is the sum of 100% ΔSOC and the current SOC.

[0073] correcting the current state of charge to the target state of charge.

[0074] The embodiments of the present application can directly correct the passive working condition when the battery is in a non-polarization state, can actively correct the current state of charge of the battery in the hybrid electric vehicle to the target state of charge, can effectively solve the precision control problem caused by the failure to trigger the full charge and discharge correction on the hybrid electric vehicle, improve the accuracy of the battery state of charge estimation, adapt to the special scenarios of the frequent work of the engine of the hybrid electric vehicle and the few fixed rate charge and discharge intervals, reduce the energy management misjudgment caused by the SOC error, prolong the battery life and improve the overall stability of the system.

[0075] In another embodiment of the present application, a state of charge correction device is also provided, as shown in Figure 8 The device comprises: a first acquisition module 11, configured to acquire battery state data, dynamic characteristic parameters and vehicle state data of a battery in a hybrid electric vehicle in a first preset time period; a first determination module 12, configured to determine whether the battery is in a polarization state according to the dynamic characteristic parameters; The second determining module 13 is configured to determine whether the current vehicle condition satisfies the active SOC correction condition according to the vehicle state data and the battery state data if the battery is in the polarization state. The correction module 14 is configured to actively correct the current SOC of the battery to the target SOC if the current vehicle condition satisfies the active SOC correction condition.

[0076] In another embodiment of the present application, an electronic device is also provided, which comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete the communication among each other through the communication bus. The memory is configured to store a computer program. The processor is configured to execute the program stored on the memory, and implement the SOC correction method in any of the foregoing method embodiments.

[0077] The electronic device provided by the embodiment of the present application can actively correct the current SOC of the battery in the hybrid electric vehicle to the target SOC when the battery is in the polarization state and the current vehicle condition satisfies the active SOC correction condition (i.e., the SOC of the hybrid electric vehicle needs to be corrected because the current SOC error is large, but the SOC correction is not triggered), so that the precision control problem caused by the failure to trigger the full charge and discharge correction can be effectively solved in the hybrid electric vehicle, the accuracy of the battery SOC estimation is improved, the special scenarios of the frequent engine work of the hybrid electric vehicle and the few fixed rate charge and discharge intervals are adapted, the energy management misjudgment caused by the SOC error is reduced, the battery life is prolonged, and the overall stability of the system is improved.

[0078] The communication bus 1140 mentioned in the above electronic device can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The communication bus 1140 can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, Figure 9 In the above electronic device, only one thick line is used to represent the communication bus 1140, but it does not mean that there is only one bus or only one type of bus.

[0079] The communication interface 1120 is configured to complete the communication between the above electronic device and other devices.

[0080] The memory 1130 can include a Random Access Memory (RAM) and can also include a non-volatile memory, such as at least one disk storage. Optionally, the memory can also be at least one storage located remotely from the aforementioned processor.

[0081] The processor 1110 described above can be a general processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component.

[0082] In yet another embodiment of the present application, a computer readable storage medium is also provided, and a program of a state of charge correction method is stored on the computer readable storage medium, and the program of the state of charge correction method, when executed by a processor, implements the steps of the state of charge correction method according to any of the method embodiments.

[0083] It should be noted that, in this document, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without more limitations, an element defined by the statement "comprising a... " does not exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0084] The foregoing is considered as illustrative only of the principles of the application. Numerous modifications and changes will readily occur to those skilled in the art, and it is intended to embrace all such modifications and changes that fall within the scope of the application. Accordingly, the application is not to be restricted in scope to the specific embodiments disclosed herein but is to be accorded the full scope that the principles and novel features request appropriately granted.

Claims

1. A method for correcting state of charge, characterized in that: include: Acquiring battery status data, dynamic characteristic parameters, and vehicle status data of a battery in the hybrid electric vehicle within a first preset time period; determining whether the battery is in a polarization state according to the dynamic characteristic parameter; If the battery is in a polarized state, determining whether the current vehicle condition meets the active correction condition for the state of charge according to the vehicle state data and the battery state data; If the current vehicle condition meets the active state of charge correction condition, the current state of charge of the battery is actively corrected to the target state of charge.

2. The method for correcting the state of charge according to claim 1, wherein: The dynamic characteristic parameters include: recharge and discharge current data; determining whether the battery is in a polarization state based on the dynamic characteristic parameters includes: Determine an average value and a maximum value of a plurality of recharge / discharge current absolute values ​​within a first preset time period based on the recharge and discharge current data; determining whether the average value is greater than a first current threshold and / or whether the maximum value is greater than a second current threshold, the second current threshold being greater than the first current threshold; If the average value is greater than a first current threshold and / or the maximum value is greater than a second current threshold, it is determined that the battery is in a polarized state.

3. The method for correcting the state of charge according to claim 1, wherein: The vehicle status data includes: vehicle continuous driving time; the battery status data includes: battery temperature; Determining whether the current vehicle condition satisfies the active correction condition for the state of charge according to the vehicle condition data and the battery condition data includes: If no state of charge correction request is received from the battery management system within a second preset time period, determining whether the vehicle's continuous driving time is greater than a first time threshold and whether the battery temperature is within a preset temperature range; If the vehicle continues running for a period longer than a first time threshold and the battery temperature is within a preset temperature range, it is determined that the current vehicle condition satisfies the active correction condition for the state of charge.

4. The method for correcting the state of charge according to claim 1, wherein: Actively correcting the current state of charge of the battery to a target state of charge, including: If a state of charge correction request is received from the battery management system, determining whether the vehicle driving state meets the preset conditions based on the vehicle state data; If the vehicle driving state meets the preset conditions, obtaining the current state of charge of the battery; determining an active correction strategy according to the current state of charge; The current state of charge of the battery is actively corrected to a target state of charge according to the active correction strategy.

5. The method for correcting the state of charge according to claim 4, wherein: The vehicle status data includes: throttle opening and vehicle speed. Determining whether the vehicle driving state meets the preset conditions based on the vehicle status data includes: Determining whether the throttle opening is less than or equal to a preset opening threshold; If the throttle opening is less than or equal to a preset opening threshold, determining whether the vehicle speed is less than or equal to a preset speed threshold; If the vehicle speed is less than or equal to a preset speed threshold, it is determined that the vehicle driving state meets a preset condition.

6. The method for correcting the state of charge according to claim 4, wherein: Determining an active correction strategy according to the current state of charge includes: Obtaining a preset first state of charge range and a second state of charge range, wherein a minimum value of the first state of charge range is greater than a maximum value of the second state of charge range; If the current state of charge is within a first state of charge range, determining that the active correction strategy is an active discharge correction mode; If the current state of charge is within the second state of charge range, the active correction strategy is determined to be an active recharge correction mode.

7. The method for correcting the state of charge according to claim 4, wherein: In a case where the active correction strategy is an active discharge correction mode, actively correcting the current state of charge of the battery to a target state of charge according to the active correction strategy includes: sending a discharge correction notification to the battery management system so that the battery management system continues to discharge according to the preset current value within a third preset time period; receiving a closed-circuit voltage from the battery management system, where the closed-circuit voltage is collected after the battery management system continuously discharges to the power electronic unit according to a preset current value; The current state of charge of the battery is actively corrected to a target state of charge based on the closed-circuit voltage.

8. The method for correcting the state of charge according to claim 4, wherein: In a case where the active correction strategy is an active recharge correction mode, actively correcting the current state of charge of the battery to a target state of charge according to the active correction strategy includes: Sending a recharge correction notification to the battery management system so that the battery management system continues to recharge according to the preset current value within a third preset time period; receiving a closed-circuit voltage from the battery management system, where the closed-circuit voltage is collected after the battery management system continuously discharges to the power electronic unit according to a preset current value; The current state of charge of the battery is actively corrected to a target state of charge based on the closed-circuit voltage.

9. The method for correcting the state of charge according to claim 7 or 8, wherein: Actively correcting the current state of charge of the battery to a target state of charge based on the closed-circuit voltage includes: Obtaining a battery temperature from the battery status data; determining a true state of charge according to the battery temperature and the closed-circuit voltage in a preset correspondence relationship between battery temperature, closed-circuit voltage, and state of charge; Determining the target state of charge according to the actual state of charge and the current state of charge; The current state of charge is corrected to the target state of charge.

10. The method for correcting the state of charge according to claim 9, wherein: Determining the target state of charge according to the actual state of charge and the current state of charge includes: Determining charge deviation data according to the actual state of charge and the current state of charge; If the charge deviation data is greater than or equal to a second charge threshold, determining the target state of charge as the sum of a product of the charge deviation data and a first coefficient and a current state of charge; If the charge deviation data is greater than or equal to a third charge threshold and less than the second charge threshold, determining the target state of charge as the sum of a product of the charge deviation data and a second coefficient and a current state of charge; If the charge deviation data is less than the third charge threshold, the sum of the product of the charge deviation data and the third coefficient and the current state of charge is determined as the target state of charge.

11. The method for correcting the state of charge according to claim 7 or 8, wherein: Actively correcting the current state of charge of the battery to a target state of charge according to the active correction strategy further includes: Determining the required power according to the throttle opening within the third preset time period; Taking the required power as a target, determining a first target power to be output by the power electronic unit and a second target power to be output by the engine control unit using a PID algorithm; sending a first power request to the power electronic unit so that a first actual power output by the power electronic unit is equal to the first target power; A second power request is sent to the engine control unit so that a second actual power output by the engine control unit is equal to the second target power.

12. The method for correcting the state of charge according to claim 1, wherein: The method further comprises: If the battery is in a non-polarized state, obtaining a closed-circuit voltage collected by the battery management system; Obtaining a battery temperature from the battery status data; determining a true state of charge according to the battery temperature and the closed-circuit voltage in a preset correspondence relationship between battery temperature, closed-circuit voltage, and state of charge; Determining charge deviation data according to the actual state of charge and the current state of charge; If the charge deviation data is greater than or equal to a second charge threshold, determining the target state of charge as the sum of a product of the charge deviation data and a first coefficient and a current state of charge; If the charge deviation data is greater than or equal to a third charge threshold and less than the second charge threshold, determining the target state of charge as the sum of a product of the charge deviation data and a second coefficient and a current state of charge; If the charge deviation data is less than the third charge threshold, determining the target state of charge as the sum of the product of the charge deviation data and the third coefficient and the current state of charge; The current state of charge is corrected to the target state of charge.

13. A state of charge correction device, characterized in that: include: a first acquisition module, configured to acquire battery status data, dynamic characteristic parameters, and vehicle status data of a battery in the hybrid electric vehicle within a first preset time period; a first determining module, configured to determine whether the battery is in a polarized state according to the dynamic characteristic parameter; a second determination module, configured to determine, if the battery is in a polarized state, whether a current vehicle condition satisfies an active correction condition for the state of charge based on the vehicle condition data and the battery condition data; The correction module is used to actively correct the current state of charge of the battery to a target state of charge if the current vehicle condition meets the active correction condition of the state of charge.

14. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory for storing computer programs; A processor, configured to implement the state of charge correction method according to any one of claims 1 to 12 when executing a program stored in a memory.

15. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a program of the state of charge correction method, and when the program of the state of charge correction method is executed by the processor, the steps of the state of charge correction method according to any one of claims 1 to 12 are implemented.

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