State of charge correction method and device, electronic equipment and storage medium

Abstract

The application relates to a state of charge correction method and device, electronic equipment and a storage medium. The state of charge correction method comprises the following steps: obtaining battery state data, dynamic characteristic parameters and vehicle state data of a battery in a hybrid 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, determining whether the current vehicle condition meets the active correction condition of the state of charge according to the vehicle state data and the battery state data; and if the current vehicle condition meets the active correction condition of the state of charge, actively correcting the current state of charge of the battery to a target state of charge. The application embodiment can improve the accuracy of battery state of charge estimation, adapt to the special scene of frequent engine work of the hybrid vehicle and few fixed rate charging and discharging intervals, reduce the energy management misjudgment caused by the SOC error, prolong the battery life and improve 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 20% to 90%. 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 extreme conditions such as full battery charge (100% SOC) or empty discharge (0% SOC). Due to the lack of data support from extreme states, the SOC estimation error 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 battery charging and discharging operations, and frequent switching between internal combustion engine and electric motor power sources, making the battery charging and discharging process more unstable. This dynamic change increases the uncertainty of SOC estimation, especially when 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 battery discharge and recharge process is usually affected by various factors such as vehicle driving state, driver operating habits, 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:

[0007] 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;

[0008] determining, according to the dynamic characteristic parameter, whether the battery is in a polarization state;

[0009] if the battery is in the polarization state, determining, according to the vehicle state data and the battery state data, whether a current vehicle condition satisfies a state-of-charge active correction condition;

[0010] if the current vehicle condition satisfies the state-of-charge active correction condition, actively correcting a current state-of-charge of the battery to a target state-of-charge.

[0011] Optionally, the dynamic characteristic parameter comprises: recharge and discharge current data; and determining, according to the dynamic characteristic parameter, whether the battery is in the polarization state comprises:

[0012] determining, according to the recharge and discharge current data, an average value and a maximum value of a plurality of recharge / discharge current absolute values in a first preset time period;

[0013] determining whether the average value is greater than a first current threshold value and / or the maximum value is greater than a second current threshold value, the second current threshold value being greater than the first current threshold value;

[0014] 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, determining that the battery is in the polarization state.

[0015] Optionally, the vehicle state data comprises: a vehicle continuous driving duration; and the battery state data comprises: a battery temperature.

[0016] determining, according to the vehicle state data and the battery state data, whether the current vehicle condition satisfies the state-of-charge active correction condition comprises:

[0017] if no state-of-charge correction request from a battery management system is received in a second preset time period, determining whether the vehicle continuous driving duration is greater than a first time threshold value and the battery temperature is within a preset temperature range;

[0018] if the vehicle continuous driving duration is greater than the first time threshold value and the battery temperature is within the preset temperature range, determining that the current vehicle condition satisfies the state-of-charge active correction condition.

[0019] Optionally, actively correcting the current state-of-charge of the battery to the target state-of-charge comprises:

[0020] if a state-of-charge correction request from the battery management system is received, determining, according to the vehicle state data, whether a vehicle driving state satisfies a preset condition;

[0021] if the vehicle driving state satisfies the preset condition, obtaining the current state-of-charge of the battery;

[0022] determining an active correction strategy according to the current state of charge;

[0023] actively correcting the current state of charge of the battery to a target state of charge according to the active correction strategy.

[0024] Optionally, the vehicle state data comprises an accelerator opening degree and a vehicle speed, and determining whether the vehicle driving state satisfies a preset condition according to the vehicle state data comprises:

[0025] determining whether the accelerator opening degree is less than or equal to a preset opening degree threshold value;

[0026] if the accelerator opening degree is less than or equal to the preset opening degree threshold value, determining whether the vehicle speed is less than or equal to a preset speed threshold value;

[0027] if the vehicle speed is less than or equal to the preset speed threshold value, determining that the vehicle driving state satisfies the preset condition.

[0028] Optionally, determining an active correction strategy according to the current state of charge comprises:

[0029] obtaining a preset first state of charge range and a preset 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;

[0030] 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;

[0031] 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.

[0032] Optionally, in a case where the active correction strategy is the 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 comprises:

[0033] 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;

[0034] receiving a closed-circuit voltage from the battery management system, the closed-circuit voltage being collected by the battery management system after continuously discharging to a power electronic unit at the preset current value;

[0035] actively correcting the current state of charge of the battery to a target state of charge based on the closed-circuit voltage.

[0036] Optionally, in the case that the active correction strategy is an active charging correction mode, actively correcting the current state of charge of the battery to a target state of charge according to the active correction strategy comprises:

[0037] sending a charging correction notification to a battery management system, so that the battery management system continuously charges the power electronic unit at a preset current value for a third preset time period;

[0038] receiving a closed-circuit voltage from the battery management system, the closed-circuit voltage being collected by the battery management system after continuously discharging the power electronic unit at a preset current value;

[0039] actively correcting the current state of charge of the battery to a target state of charge based on the closed-circuit voltage.

[0040] Optionally, actively correcting the current state of charge of the battery to a target state of charge based on the closed-circuit voltage comprises:

[0041] obtaining a battery temperature in the battery state data;

[0042] determining a true state of charge in a preset correspondence between battery temperature, closed-circuit voltage and state of charge according to the battery temperature and the closed-circuit voltage;

[0043] determining the target state of charge according to the true state of charge and the current state of charge;

[0044] correcting the current state of charge to the target state of charge.

[0045] Optionally, determining the target state of charge according to the true state of charge and the current state of charge comprises:

[0046] determining state of charge deviation data according to the true state of charge and the current state of charge;

[0047] 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 the sum of the state of charge deviation data and a first coefficient;

[0048] 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 the sum of the state of charge deviation data and a second coefficient;

[0049] if the state of charge deviation data is less than the third state of charge threshold, determining the target state of charge as the sum of the state of charge deviation data and a third coefficient.

[0050] Optionally, the method further comprises:

[0051] determining the required power according to the accelerator opening degree in the third preset time period;

[0052] determining the first target power to be output by the power electronic unit and the second target power to be output by the engine control unit by using a PID algorithm, with the required power as the target;

[0053] sending a first power request to the power electronic unit, so that the first actual power output by the power electronic unit is equal to the first target power;

[0054] sending a second power request to the engine control unit, so that the second actual power output by the engine control unit is equal to the second target power.

[0055] Optionally, the method further comprises:

[0056] if the battery is in a non-polarized state, obtaining the closed-circuit voltage collected by the battery management system;

[0057] obtaining the battery temperature in the battery state data;

[0058] determining the 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;

[0059] determining the charge deviation data according to the real state of charge and the current state of charge;

[0060] 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 the charge deviation data and a first coefficient multiplied by the current state of charge;

[0061] 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 the charge deviation data and a second coefficient multiplied by the current state of charge;

[0062] if the charge deviation data is less than the third charge threshold, determining the target state of charge as the sum of the charge deviation data and a third coefficient multiplied by the current state of charge;

[0063] correcting the current state of charge to the target state of charge.

[0064] In a second aspect, the application provides a state of charge correction device, comprising:

[0065] The first obtaining module is configured to obtain battery state data, dynamic characteristic parameters and vehicle state data of a battery in a hybrid vehicle in a first preset time period;

[0066] The first determining module is configured to determine whether the battery is in a polarization state according to the dynamic characteristic parameters;

[0067] The second determining module is configured to determine whether a current vehicle condition satisfies a state of charge active correction condition according to the vehicle state data and the battery state data if the battery is in the polarization state.

[0068] The correction module is configured to actively correct a current state of charge of the battery to a target state of charge if the current vehicle condition satisfies the state of charge active correction condition.

[0069] 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 complete mutual communication through the communication bus;

[0070] The memory is configured to store a computer program.

[0071] The processor is configured to execute the program stored on the memory to implement the state of charge correction method of any one of the first aspect.

[0072] In a fourth aspect, the present application provides a computer readable storage medium, wherein the computer readable storage medium stores a state of charge correction method program, and the state of charge correction method program is executed by a processor to implement the steps of the state of charge correction method of any one of the first aspect.

[0073] The present application has the following beneficial effects:

[0074] When the battery is in a polarization state and a current vehicle condition satisfies a state of charge active correction condition (that is, a hybrid vehicle current SOC error is large and needs to be corrected but SOC correction is not triggered), the present application can actively correct a current state of charge of the battery in the hybrid vehicle to a target state of charge, effectively solves the precision control problem caused by the inability to trigger full charge and full discharge correction on the hybrid vehicle, improves the accuracy of battery state of charge estimation, adapts to the special scenarios of frequent engine work of the hybrid vehicle and few fixed rate charge and discharge intervals, reduces energy management misjudgment caused by SOC error, prolongs battery life and improves overall system stability. BRIEF DESCRIPTION OF DRAWINGS

[0075] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0076] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0077] Figure 1 A structural diagram of a state-of-charge correction system provided in an embodiment of this application;

[0078] Figure 2 A flowchart of a state of charge correction method provided in an embodiment of this application;

[0079] Figure 3 for Figure 2 Flowchart of step S102;

[0080] Figure 4 for Figure 2 Flowchart of step S104;

[0081] Figure 5 for Figure 4 A flowchart of step S304;

[0082] Figure 6 for Figure 4 Another flowchart for step S304;

[0083] Figure 7 for Figure 5 intermediate step S403 or Figure 6 Flowchart of step S503;

[0084] Figure 8 A structural diagram of a state of charge correction device provided in an embodiment of this application;

[0085] Figure 9 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0086] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0087] Due to the characteristics of the power source, the SOC available interval of the battery of the hybrid vehicle is limited (30%~80% for non-plug-in hybrid, and 20%~90% for plug-in hybrid without home charging pile), which causes the BMS system to be unable to calibrate the SOC estimation accuracy through the full charge and full discharge extreme working condition, and the long-term operation is easy to accumulate errors; at the same time, 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 of the fixed rate is small, and the process 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 benchmark, which further aggravates the SOC estimation and control challenge. Therefore, the embodiments of the present application provide a state of charge correction method and device, electronic equipment and storage medium.

[0088] 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).

[0089] 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:

[0090] 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.

[0091] In the embodiments of the present application, the first preset time period can be a historical time period before the current time, such as the past 30 seconds, and the hybrid vehicle refers to an oil-electric hybrid vehicle. The battery state data includes closed-circuit voltage, battery temperature, etc., the dynamic characteristic parameters include recharging and discharging current data, etc., the recharging and discharging current data includes recharging current data and discharging current data at multiple time points in the first preset time period, and the vehicle state data includes throttle opening, vehicle speed, vehicle continuous driving time, etc.

[0092] In this step, the battery state 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) during the driving of the hybrid vehicle, and the vehicle state data can be obtained from the sensors (such as the accelerator sensor, the vehicle speed sensor, etc.) arranged on the vehicle.

[0093] In step S102, it is determined whether the battery is in the polarization state according to the dynamic characteristic parameters.

[0094] In the embodiments of the present application, the state of the battery includes: the polarization state and the non-polarization state, the polarization 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 charging and discharging process; the non-polarization state refers to the state that 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.

[0095] In this step, it can be determined whether the battery is in the polarization state according to the average value and the maximum value of the absolute value of the current signal (such as the recharging current or the discharging current) changing with time during the charging and discharging process of the battery.

[0096] In one embodiment of the present application, as shown in Figure 3 Step S102 of determining whether the battery is in the polarization state according to the dynamic characteristic parameters includes:

[0097] In step S201, the average value and the maximum value of the absolute value of the recharging / discharging current in the first preset time period are determined according to the recharging and discharging current data.

[0098] In the embodiments of the present application, the recharging and discharging current data includes: the recharging current data and the discharging current data at multiple time points in the first preset time period, if the battery is in the recharging state, the average value and the maximum value of the recharging current data at multiple time points in the first preset time period are calculated, and if the battery is in the discharging state, the average value and the maximum value of the discharging current data at multiple time points in the first preset time period are calculated.

[0099] In step S202, it is determined 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.

[0100] For example, the first current threshold can be 2 times the rated current of the battery, that is, 2I 额 , or equal to the rated current of the battery, that is, I 额 , and the second current threshold can be 3 times the rated current of the battery, that is, 3I 额 .

[0101] 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.

[0102] 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.

[0103] 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.

[0104] In the embodiments 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.

[0105] In one embodiment of the present application, step S103 of determining 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 includes:

[0106] 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 the first time threshold value and whether the battery temperature is within the 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.

[0107] Since the hybrid vehicle continuous driving time exceeds a certain length, 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 will deviate if it is not corrected in the high-pressure state for more than 2 hours, and the deviation will cause the battery to be damaged), and 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℃.

[0108] Step S104, if the current vehicle condition satisfies the active correction condition of the state of charge, the current state of charge of the battery is actively corrected to the target state of charge.

[0109] When the current vehicle condition meets the active correction condition of 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.

[0110] 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:

[0111] 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;

[0112] 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.

[0113] 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.

[0114] For example, the preset opening threshold is 30%, and the preset speed range is vehicle speed ≤120km / h.

[0115] Step S302, if the vehicle driving state meets the preset condition, obtaining the current state of charge of the battery;

[0116] Step S303, determining the active correction strategy according to the current state of charge;

[0117] 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.

[0118] 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.

[0119] For example, the first state of charge range is 50 < SOC ≤ 90%, and the second state of charge range is 20 ≤ SOC ≤ 50%.

[0120] Step S304 actively corrects the current state of charge of the battery to the target state of charge according to the active correction strategy.

[0121] 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:

[0122] 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.

[0123] 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, and the purpose of the PID closed-loop control is to ensure that the current is stably controlled within the preset current value during the driving of the whole vehicle, 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 the driving and static state of the vehicle, and the user driving demand is not affected, and the joint control of the PCU / VCU, BMS, PEU and EMS and other controllers is realized to break through the condition creation condition and expand the SOC correction scene.

[0124] 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 to make the first actual power output by the power electronic unit equal to the first target power; and the second power request is sent to the engine control unit to make the second actual power output by the engine control unit equal to the second target power.

[0125] In step S402, the closed-circuit voltage from the battery management system is received, and the closed-circuit voltage is collected by the battery management system after discharging the power electronic unit at the preset current value;

[0126] After the battery management system controls the battery to discharge at the preset current value, the closed-circuit voltage between the two ends of the battery can be collected and sent to the PCU / VCU.

[0127] 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.

[0128] 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.

[0129] In an embodiment of the present application, in the case where the active correction strategy is the active back-charge correction mode, as shown in Figure 6 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, including:

[0130] 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.

[0131] After sending the back charging correction notification to the battery management system, the PEU (for discharging) and the EMS (for charging) can be power requested and actual power collected to realize PID closed-loop control of power. The PCU (VCU) sends an 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. 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.

[0132] Further PID closed-loop control includes: within the third preset time period, the PCU / VCU can determine the demand power according to the accelerator opening degree; using the demand 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.

[0133] Step S502, receive the closed-circuit voltage from the battery management system, which is collected after the battery management system continuously discharges to the power electronic unit according to the preset current value;

[0134] 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.

[0135] Step S503, actively correct the current state of charge of the battery to the target state of charge based on the closed-circuit voltage.

[0136] 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.

[0137] 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:

[0138] Step S601, obtaining a battery temperature from the battery state data;

[0139] 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;

[0140] 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 below:

[0141] Table 1

[0142]

[0143] 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.

[0144] 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 below:

[0145] Table 2

[0146]

[0147] 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.

[0148] 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.

[0149] Step S603, determining the target state of charge according to the true state of charge and the current state of charge;

[0150] In an embodiment of the present application, the step S604 of determining the target state of charge according to the real state of charge and the current state of charge comprises: determining a state of charge deviation data according to the real state of charge and the current state of charge; determining the target state of charge as a sum of the state of charge deviation data and a first coefficient multiplied by 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 the state of charge deviation data and a second coefficient multiplied by 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; and determining the target state of charge as a sum of the state of charge deviation data and a third coefficient multiplied by the current state of charge if the state of charge deviation data is less than the third state of charge threshold.

[0151] 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; and 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.

[0152] The step S604 corrects the current state of charge to the target state of charge.

[0153] 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 a large amount of power is needed 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.

[0154] 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.

[0155] The embodiment of the application can actively correct the current state of charge of the battery in the hybrid electric vehicle to the target state of charge when the battery is in a polarization state and the current vehicle condition meets the active correction condition of the state of charge (that is, the SOC correction of the hybrid electric vehicle is needed due to large current SOC error, but the SOC correction is not triggered), effectively solves the precision control problem caused by the failure to trigger full charge and discharge correction on the hybrid electric vehicle, improves the accuracy of battery state of charge estimation, adapts to the special scene of frequent engine work of the hybrid electric vehicle and few fixed rate charge and discharge intervals, reduces the energy management misjudgment caused by SOC error, prolongs the battery life and improves the overall stability of the system.

[0156] In another embodiment of the application, the method further comprises the step of passive SOC correction:

[0157] If the battery is in a non-polarization state, the closed-circuit voltage collected by the battery management system is obtained.

[0158] 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.

[0159] The battery temperature is obtained from the battery state data.

[0160] The real state of charge is determined according to the battery temperature and the closed-circuit voltage in the preset corresponding relationship between battery temperature, closed-circuit voltage and state of charge.

[0161] The preset corresponding relationship between battery temperature, closed-circuit voltage and state of charge can be shown in Table 1 or Table 2.

[0162] The charge deviation data is determined according to the real state of charge and the current state of charge.

[0163] If the charge deviation data is greater than or equal to the second charge threshold, the product of the charge deviation data and the first coefficient and the current state of charge are determined as the target state of charge.

[0164] If the charge deviation data is greater than or equal to the third charge threshold and less than the second charge threshold, the product of the charge deviation data and the second coefficient and the current state of charge are determined as the target state of charge.

[0165] If the charge deviation data is less than the third charge threshold, the product of the charge deviation data and the third coefficient and the current state of charge are determined as the target state of charge.

[0166] That is, first, a state of charge deviation data ΔSOC is calculated, the ΔSOC being a difference between a true SOC and a current SOC; then a 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 being a sum of 30% of the 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 being a sum of 60% of the ΔSOC and the current SOC; 3) if the ΔSOC is less than or equal to 5%, the target state of charge being a sum of 100% of the ΔSOC and the current SOC.

[0167] The current state of charge is corrected to the target state of charge.

[0168] The embodiment of the present application directly corrects the passive working condition when the battery is in a non-polarization state, actively corrects the current state of charge of the battery in the hybrid electric vehicle to the target state of charge, effectively solves the precision control problem caused by the failure to trigger the full charge and discharge correction on the hybrid electric vehicle, improves the accuracy of the battery state of charge estimation, adapts 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, reduces the energy management misjudgment caused by the SOC error, prolongs the battery life and improves the overall stability of the system.

[0169] In another embodiment of the present application, a state of charge correction device is also provided, as shown in Figure 8 The device comprises:

[0170] A first acquisition module 11 is 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;

[0171] A first determination module 12 is configured to determine whether the battery is in a polarization state according to the dynamic characteristic parameters;

[0172] A second determination module 13 is configured to determine 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 battery is in the polarization state;

[0173] A correction module 14 is configured to actively correct a current state of charge of the battery to a target state of charge if the current vehicle condition meets the active state of charge correction condition.

[0174] In another embodiment of the present application, an electronic device is also provided, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus;

[0175] The memory is configured to store a computer program.

[0176] The processor is configured to implement the state-of-charge correction method according to any one of the preceding method embodiments by executing a program stored in the memory.

[0177] The electronic device provided by the embodiment of the application can actively correct the current state-of-charge of the battery in the hybrid vehicle to the target state-of-charge when the battery is in a polarization state and the current vehicle condition meets the active correction condition of the state-of-charge (that is, the SOC correction of the hybrid vehicle is needed because the current SOC error is large, but the SOC correction is not triggered), thereby effectively solving the precision control problem caused by the failure to trigger the full-charge full-discharge correction, improving the accuracy of the state-of-charge estimation of the battery, adapting to the special scenarios of the frequent work of the engine of the hybrid vehicle and the rare fixed-rate charging and discharging interval, reducing the energy management misjudgment caused by the SOC error, prolonging the service life of the battery, and improving the overall stability of the system.

[0178] 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 Only one thick line is used in the above electronic device, but it does not mean that there is only one bus or only one type of bus.

[0179] The communication interface 1120 is used for communication between the above electronic device and other devices.

[0180] The memory 1130 can include a random access memory (RAM) and can also include a non-volatile memory, such as at least one disk memory. Optionally, the memory can also be at least one storage device located away from the processor.

[0181] 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.

[0182] 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.

[0183] 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 include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0184] The above description is merely that of specific embodiments of the present application, and enables those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the present application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A state-of-charge correction method characterized by, The method comprises: acquiring battery state data, dynamic characteristic parameters and vehicle state data of a battery in a hybrid 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, determining whether a current vehicle condition satisfies a state-of-charge active correction condition according to the vehicle state data and the battery state data; if the current vehicle condition satisfies the state-of-charge active correction condition, actively correcting a current state-of-charge of the battery to a target state-of-charge; 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 satisfies a preset condition according to the vehicle state data; if the vehicle driving state satisfies the preset condition, acquiring the 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.

2. The state-of-charge correction method according to claim 1, characterized by The dynamic characteristic parameters comprise recharge and discharge current data; determining whether the battery is in the polarization state according to the dynamic characteristic parameters comprises: determining an average value and a maximum value of a plurality of recharge / discharge current absolute values within the 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 the polarization state.

3. The state-of-charge correction method according to claim 1, characterized by The vehicle state data comprises a vehicle continuous driving duration; the battery state data comprises a battery temperature; determining whether the current vehicle condition satisfies the state-of-charge active correction condition according to the vehicle state data and the battery state data comprises: if no state-of-charge correction request from the 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 satisfies the state-of-charge active correction condition.

4. The state-of-charge correction method according to claim 1, characterized by The vehicle state data comprises an accelerator opening degree and a vehicle speed; determining whether the vehicle driving state satisfies the 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; if the accelerator opening degree is less than or equal to the preset opening degree 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 satisfies the preset condition.

5. The state-of-charge correction method according to claim 1, characterized by Determining the active correction strategy according to the current state-of-charge comprises: acquiring a preset first state-of-charge range and a second state-of-charge range, a minimum value of the first state-of-charge range being greater than a maximum value of the second state-of-charge range; If the current state of charge is located in the first state of charge range, the active correction strategy is determined as an active discharge correction mode; If the current state of charge is located in the second state of charge range, the active correction strategy is determined as an active recharge correction mode.

6. The state-of-charge correction method according to claim 1, characterized by In the case that the active correction strategy is the 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, comprising: sending a discharge correction notification to the 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.

7. The state-of-charge correction method according to claim 1, characterized by, In the case that the active correction strategy is the 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, comprising: sending a recharge correction notification to the 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.

8. The state-of-charge correction method according to claim 6 or 7, characterized by, 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 true state of charge in a preset corresponding relationship between battery temperature, closed-circuit voltage and state of charge according to the battery temperature and the closed-circuit voltage; determining the target state of charge according to the true state of charge and the current state of charge; correcting the current state of charge to the target state of charge.

9. The state-of-charge correction method according to claim 8, characterized by Determining the target state of charge according to the true state of charge and the current state of charge, comprising: 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.

10. The state-of-charge correction method according to claim 6 or 7, characterized by, According to the active correction strategy, actively correcting the current state of charge of the battery to a target state of charge, further comprising: determining a demand power according to an accelerator opening degree within the third preset time period; 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 by using a PID algorithm with the demand 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.

11. The state-of-charge correction method according to claim 1, characterized by The method further comprises: if the battery is in a non-polarization state, obtaining a closed-circuit voltage collected by the battery management system; obtaining a battery temperature in the battery state data; determining a true state of charge in a preset correspondence between battery temperature, closed-circuit voltage and state of charge according to the battery temperature and the closed-circuit voltage; determining 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 target state of charge as a sum of the state of charge deviation data and a first coefficient; 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 the state of charge deviation data and a second coefficient; 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 the state of charge deviation data and a third coefficient; correcting the current state of charge to the target state of charge.

12. A state-of-charge correction device characterized by comprising: comprise: a first obtaining module, configured to obtain battery state data, dynamic characteristic parameters and vehicle state data of a battery in a hybrid vehicle in a first preset time period; a first determining module, configured to determine whether the battery is in a polarization state according to the dynamic characteristic parameters; a second determining module, configured to, if the battery is in a polarization state, determine whether a current vehicle condition satisfies a state of charge active correction condition according to the vehicle state data and the battery state data; a correction module, configured to, if the current vehicle condition satisfies the state of charge active correction condition, actively correct a current state of charge of the battery to a target state of charge; 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 satisfies a preset condition according to the vehicle state data; if the vehicle driving state satisfies the preset condition, obtaining the current state of charge of the battery; determining an active correction strategy according to the current state of charge; and actively correcting the current state of charge of the battery to the target state of charge according to the active correction strategy.

13. An electronic device, comprising: comprise a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory is used to store a computer program; the processor is used to execute the program stored on the memory, so as to implement the state of charge correction method in any one of claims 1-11.

14. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a state of charge correction method program, and the state of charge correction method program is executed by the processor to implement the steps of the state of charge correction method in any one of claims 1-11.

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