Vehicle battery health state determination method, electronic equipment and vehicle

Abstract

The invention relates to the technical field of vehicle batteries, and provides a method for determining the health state of a vehicle battery, electronic equipment and a vehicle. In the vehicle charging process, the charging current of the vehicle and the highest temperature of a battery pack are obtained; determining that a preset condition is met according to the charging current and the highest temperature, and determining an actual internal resistance coefficient of the battery pack according to the highest temperature and the charging current; and determining the health state value of the vehicle battery according to the actual internal resistance coefficient. When the health state value of the vehicle battery is determined, the actual internal resistance coefficient of the battery is considered, that is, the obtained health state value is the health state value represented based on the internal resistance, so that the obtained health state value is more accurate, and then the available power of the battery is determined subsequently according to the obtained health state value; the problems of under-voltage and over-voltage of the vehicle battery are avoided, the service life of the battery is prolonged, and the vehicle use experience of a user is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle battery technology, and in particular to a method for determining the health status of a vehicle battery, an electronic device, and a vehicle. Background Technology

[0002] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. Currently, as vehicles are used for longer periods, their batteries age, which in turn affects the vehicle's usable power.

[0003] The current method for determining battery health is inaccurate, which leads to a large error in the vehicle's available power based on the battery's health status. This accelerates battery aging and affects the user's driving experience. Summary of the Invention

[0004] In view of this, the purpose of this disclosure is to propose a method, electronic device and vehicle for determining the health status of a vehicle battery, in order to solve the problem that the current determination of the health status of the battery is inaccurate, which leads to a large error in the available power of the vehicle determined based on the battery health status, accelerates battery aging and affects the user's driving experience.

[0005] To achieve the above objectives, a first aspect of this disclosure provides a method for determining the health status of a vehicle battery, the method comprising: During vehicle charging, the vehicle's charging current and the battery pack's maximum temperature are obtained. The preset conditions are met based on the charging current and the maximum temperature, and the actual internal resistance coefficient of the battery pack is determined based on the maximum temperature and the charging current. The health status value of the vehicle battery is determined based on the actual internal resistance coefficient.

[0006] In some embodiments, determining whether the preset conditions are met based on the charging current and the maximum temperature includes: Get the charging current at each time point before the current time point and within the preset time period, and average all charging currents to obtain the average charging current. In response to the average charging current being less than a preset current threshold, the highest temperature meeting a preset temperature range, and no battery pack cooling request signal being received, it is determined that the preset conditions are met.

[0007] By setting the average charging current below a preset current threshold, errors caused by abrupt changes in the charging current are avoided, ensuring the current charging current remains stable. Furthermore, ensuring the maximum temperature meets the preset temperature range and that no battery pack cooling request signal is received, the vehicle's thermal management system does not intervene. This prevents the battery management system from influencing changes in battery internal resistance, thus avoiding the inability to ascertain the true internal resistance change and improving the accuracy of subsequent health status value determination.

[0008] In some embodiments, determining the actual internal resistance coefficient of the battery pack based on the highest temperature and the charging current includes: In response to the battery pack increasing from the highest temperature to the first temperature, the current moment is recorded as the first moment; In response to the battery pack increasing from the first temperature to the second temperature, the current moment is recorded as the second moment; The target temperature rise coefficient is determined based on the first time point, the second time point, the first temperature, and the second temperature. The actual internal resistance coefficient of the battery pack is determined based on the target temperature rise coefficient and the charging current.

[0009] In some embodiments, determining the target temperature rise coefficient based on the first time moment, the second time moment, the first temperature, and the second temperature includes: The time difference is obtained by subtracting the first time point and the second time point. The difference between the first temperature and the second temperature is calculated to obtain the first temperature difference value; The initial temperature rise coefficient is obtained by comparing the first temperature difference and the time difference. The initial temperature difference coefficient is determined based on the highest temperature, and the target temperature rise coefficient is obtained by subtracting the initial temperature rise coefficient from the initial temperature difference coefficient.

[0010] In some embodiments, determining the initial temperature difference coefficient based on the highest temperature includes: The ambient temperature of the vehicle's surroundings is obtained, and the difference between the highest temperature and the ambient temperature is calculated to obtain a second temperature difference value. Based on the second temperature difference, determine the initial temperature difference coefficient corresponding to the second temperature difference.

[0011] The above scheme, when determining the initial temperature difference coefficient, not only considers the battery's maximum temperature, but also takes into account the ambient temperature of the vehicle's environment. That is, it comprehensively considers the impact of the ambient temperature on the vehicle's charging process, thus making the determined initial temperature difference coefficient more accurate.

[0012] In some embodiments, determining the actual internal resistance coefficient of the battery pack based on the target temperature rise coefficient and the charging current includes: Get the charging current at each time point before the current time point and within the preset time period, and average all charging currents to obtain the average charging current. The average charging current is squared to obtain the target current value; The actual internal resistance coefficient of the battery pack is obtained by comparing the target temperature rise coefficient with the target current value.

[0013] By using the above method, when determining the actual internal resistance coefficient of the battery pack, the average charging current corresponding to all time points within a preset time period before the current time point is used for calculation, which improves the accuracy of the actual internal resistance coefficient. As a result, the health status value of the vehicle battery determined by the actual internal resistance coefficient is more accurate.

[0014] In some embodiments, determining the health status value of the vehicle battery based on the actual internal resistance coefficient includes: The average internal resistance coefficient is obtained by averaging all the actual internal resistance coefficients. The initial internal resistance coefficient of the battery pack is obtained, and the average internal resistance coefficient is compared with the initial internal resistance coefficient to obtain the health status value of the vehicle battery.

[0015] The above scheme determines the actual internal resistance coefficient at the time point when the charging current and the highest temperature of the battery pack meet the preset conditions, and then determines the average internal resistance coefficient. Based on the average internal resistance coefficient, the health status value is determined, which improves the accuracy of the health status value.

[0016] In some embodiments, after determining the state of health value of the vehicle battery based on the actual internal resistance coefficient, the method further includes: The actual charge level of the vehicle battery pack and the highest temperature are obtained by looking up a preset available power table to get the initial available power. The initial available power is corrected using the health status value to obtain the target available power, and the vehicle battery is controlled based on the target available power.

[0017] The above solution determines the initial available power based on the battery's internal resistance and then corrects it based on the battery's health status. In other words, when determining the target available power, the current actual health status of the battery is taken into account, thus avoiding undervoltage or overvoltage issues in the vehicle battery, extending battery life, and improving the user's driving experience.

[0018] Based on the same inventive concept, a second aspect of this disclosure proposes a device for determining the health status of a vehicle battery, comprising: The data acquisition module is configured to acquire the vehicle's charging current and the battery pack's maximum temperature during the vehicle charging process. The actual internal resistance coefficient determination module is configured to determine whether a preset condition is met based on the charging current and the maximum temperature, and to determine the actual internal resistance coefficient of the battery pack based on the maximum temperature and the charging current. The health status determination module is configured to determine the health status value of the vehicle battery based on the actual internal resistance coefficient.

[0019] Based on the same inventive concept, a third aspect of this disclosure proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the computer program, implements the method for determining the health status of a vehicle battery as described above.

[0020] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the method for determining the health status of a vehicle battery as described above.

[0021] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle, including the vehicle battery health determination device described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0022] As can be seen from the above, this disclosure proposes a method, electronic device, and vehicle for determining the health status of a vehicle battery. During vehicle charging, the charging current and the highest temperature of the battery pack are acquired. Based on the charging current and the highest temperature, preset conditions are determined. The actual internal resistance coefficient of the battery pack is determined based on the highest temperature and the charging current. The health status value of the vehicle battery is determined based on the actual internal resistance coefficient. For batteries of the same type, the internal resistance determines the battery's power performance. By considering the actual internal resistance coefficient when determining the health status value of the vehicle battery, the obtained health status value is a health status value based on internal resistance, making the obtained health status value more accurate. Subsequently, the available power of the battery is determined based on the obtained health status value, avoiding undervoltage and overvoltage problems in the vehicle battery, extending the battery's lifespan, and improving the user's driving experience. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a flowchart of a method for determining the health status of a vehicle battery according to an embodiment of this disclosure; Figure 2 This is a structural block diagram of a vehicle battery health status determination device according to an embodiment of the present disclosure; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0026] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0027] The following are definitions of terms used in this disclosure: SOH: The State of Health (SOH) of a vehicle battery is an important indicator that measures the difference between its performance and its initial state. It reflects the degree of aging of the battery during use, including factors such as capacity decay and increased internal resistance.

[0028] BMS: The vehicle's BMS (Battery Management System) is a critical system in electric vehicles used to monitor and manage the battery pack. It monitors parameters such as battery voltage, current, and temperature in real time to ensure that the battery operates within safe ranges. At the same time, it balances the charge between battery cells, prevents overcharging or over-discharging, extends battery life, and ensures vehicle performance and safety.

[0029] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. Currently, as vehicles are used for longer periods, their batteries age, which in turn affects the vehicle's usable power.

[0030] Vehicle usable power refers to the actual power output of a vehicle during operation. Currently, the usable power of a vehicle can be determined by comprehensively considering the battery charge, battery temperature, and battery state of health (SOH). The SOH value is a numerical quantification of the vehicle battery's SOH. It is understood that the SOH value is typically [0,1], with a higher value indicating a healthier battery and a lower risk of failure. However, the SOH of vehicle batteries is often characterized by capacity decay rate, which refers to the percentage decrease in the actual usable capacity of a vehicle's power battery relative to its initial capacity during long-term use.

[0031] In other words, capacity degradation rate refers to the rate at which battery capacity gradually decreases over time or with repeated use. A vehicle's power performance primarily depends on factors such as the battery's instantaneous output power, voltage level, and motor performance. Therefore, capacity degradation rate mainly affects the total amount of electricity a battery can store, rather than its instantaneous output capacity. Even if battery capacity degrades, as long as the battery voltage and output power remain within normal ranges, the vehicle's acceleration, hill-climbing, and other power performance characteristics can still be maintained at a certain level.

[0032] In other words, the relationship between capacity decay rate and vehicle power performance is relatively small. Therefore, using capacity decay rate to characterize the state of harmonics (SOH) of a vehicle battery and then using the SOH of the vehicle battery to determine the vehicle's available power will lead to a large error in the determined available power.

[0033] Inaccurate determination of a vehicle's available power can lead to under- or over-voltage operation of the battery, affecting the vehicle's normal use. Specifically, if the determined available power is too high, it exceeds the battery's tolerance, causing overvoltage, imbalance in the battery's internal chemical reactions, and potentially leading to dangerous situations such as battery bulging, leakage, or even fire, thus shortening battery life. Conversely, if the determined available power is too low, the vehicle will lack power, failing to meet normal driving needs, resulting in slow acceleration, difficulty climbing hills, and compromised driving safety.

[0034] In addition, a low available power may lead to battery undervoltage, which will prevent the battery from outputting power normally. Long-term undervoltage will cause sulfation of the battery plates, reduce battery performance and capacity, increase the risk of vehicle failure, and affect the normal use and driving experience of the vehicle.

[0035] In summary, inaccurate determination of battery health status can lead to significant errors in the vehicle's usable power output based on battery health, accelerating battery aging and negatively impacting the user experience. Therefore, this embodiment proposes a method for determining the health status of a vehicle battery, such as... Figure 1 As shown, the method includes: Step 101: During vehicle charging, obtain the vehicle's charging current and the battery pack's maximum temperature.

[0036] In practice, during the vehicle charging process, the vehicle's charging current and actual battery pack temperature are acquired. The charging current is the charging current value at each time point. That is, during the process of acquiring the charging current, it is acquired at a preset time interval, which is the time difference between two time points.

[0037] In this embodiment, the highest temperature of the battery pack refers to the highest temperature reached by all individual battery cells and other components (such as the battery management system and connecting lines) within the battery pack during operation. This temperature may be the highest temperature of a single battery cell, or it may be the high temperature generated by other parts of the battery pack.

[0038] In this embodiment, the charging current of the vehicle preferably includes the charging current corresponding to the current time point and the charging current corresponding to each time point within a preset time period before the current time point.

[0039] For example, the preset time period is 5 seconds. If the current calculation period is 100 milliseconds, then there are a total of 50 time points within the preset time period before the current time point. Therefore, the charging current of the vehicle is the charging current corresponding to the current time point and the charging current corresponding to the 49 time points before the current time point.

[0040] Step 102: Determine whether the preset conditions are met based on the charging current and the maximum temperature, and determine the actual internal resistance coefficient of the battery pack based on the maximum temperature and the charging current.

[0041] In practice, the preset conditions are determined based on the charging current and the highest temperature. When the preset conditions are met, it indicates that the vehicle charging current is relatively stable and the temperature of the vehicle battery will not cause the vehicle thermal management system to start, thus avoiding the impact of the start of the thermal management system on the determination of the internal resistance of the vehicle battery.

[0042] The actual internal resistance coefficient of the battery pack is determined based on the highest temperature and the charging current. In this embodiment, the actual internal resistance coefficient can be determined with reference to the heat calculation formula, which is expressed as:

[0043] Where I is the charging current in amperes (A), and R is the battery pack internal resistance in ohms (Ω). The temperature change at the highest temperature of the battery pack, in °C. To rise The time is in minutes, C is the specific heat capacity of the battery pack in J / (kg·℃), and M is the mass of the battery pack in kg.

[0044] By transforming the heat calculation formula, the actual internal resistance coefficient of the battery pack can be expressed by the following formula:

[0045] in, This represents the actual internal resistance coefficient of the battery pack.

[0046] Step 103: Determine the health status value of the vehicle battery based on the actual internal resistance coefficient.

[0047] In practice, for batteries of the same type, the internal resistance determines the battery's power performance. Internal resistance refers to the resistance inside the battery, which causes energy loss during charging and discharging. Specifically, when the battery discharges, the current flowing through the internal resistance creates a voltage drop, resulting in a decrease in the battery's output voltage. With a constant current, a decrease in output voltage reduces the battery's output power. Therefore, the higher the internal resistance, the lower the usable power; conversely, the lower the internal resistance, the higher the usable power.

[0048] Therefore, after determining the actual internal resistance coefficient, the health status value of the vehicle battery is determined based on the actual internal resistance coefficient. The health status value of the vehicle battery determined at this time is the health status value characterized by the battery internal resistance. Subsequently, the available power of the battery is determined based on the determined health status value, and the obtained available power is more accurate.

[0049] The above scheme involves acquiring the vehicle's charging current and the battery pack's maximum temperature during charging. Based on the charging current and maximum temperature, preset conditions are determined. The actual internal resistance coefficient of the battery pack is then determined based on the maximum temperature and charging current. The vehicle battery's state of health (SCH) value is determined based on the actual internal resistance coefficient. For batteries of the same type, the internal resistance determines the battery's power performance. By considering the battery's actual internal resistance coefficient when determining the SCH value, the obtained SCH value is more accurate. This allows for subsequent determination of the battery's usable power, preventing undervoltage and overvoltage issues, extending battery life, and improving the user experience.

[0050] In some embodiments, since the charging current includes the charging current at the current time point and the charging current at each time point within a preset time period preceding the current time point, the stability of the current vehicle charging current can be determined based on the charging current. Simultaneously, based on the determined maximum temperature of the battery pack, it is determined whether the thermal management system should intervene. To reduce the impact of the thermal management system's intervention on the actual internal resistance of the vehicle, and thus improve the accuracy of subsequent health status value determination, the health status value should be determined when the thermal management system is not involved. That is, step 102, determining whether the preset conditions are met based on the charging current and the maximum temperature, includes: Step 1021: Obtain the charging current corresponding to each time point before the current time point and within the preset time period, and perform average processing on all charging currents to obtain the average charging current. Step 1022: In response to the average charging current being less than a preset current threshold, the highest temperature meeting a preset temperature range, and no battery pack cooling request signal being received, it is determined that the preset conditions are met.

[0051] In practice, the charging current corresponding to each time point before the current time point and within a preset time period is obtained, that is, the charging current corresponding to each time point within a preset time period before the current time point is obtained, and all charging currents are averaged to obtain the average charging current.

[0052] For example, if the preset time period is 5 seconds, and the current calculation period is 100 milliseconds, then there are 50 time points within the preset time period before the current time point. Therefore, the vehicle's charging current is the charging current corresponding to the current time point plus the charging current corresponding to the 49 time points before the current time point. Then, the average charging current is obtained by averaging all the charging currents. The average charging current is expressed by the formula:

[0053] in, The average charging current, This is the charging current.

[0054] After obtaining the average charging current, the average charging current is compared with a preset current threshold. The highest temperature of the battery pack is compared with a preset temperature range, and it is determined whether a battery pack cooling request signal has been received.

[0055] If the average charging current is less than the preset current threshold, the current stability FLAG is set to 1. If the average charging current is greater than or equal to the preset current threshold, the current stability FLAG is set to 0. If the highest temperature of the battery pack is within the preset temperature range and no battery pack cooling request signal is received, the temperature enable FLAG is set to 1. If the highest temperature of the battery pack is not within the preset temperature range, and / or a battery pack cooling request signal is received, the temperature enable FLAG is set to 0.

[0056] In this embodiment, the preset temperature range is the temperature range within which the battery management system will not intervene. When the battery pack temperature is below the preset low-temperature threshold, the thermal management system will activate the heating function. When the battery pack temperature exceeds the preset high-temperature threshold, the thermal management system will activate the cooling function. For example, the preset temperature range is 25 degrees Celsius to 35 degrees Celsius.

[0057] In this embodiment, the battery pack cooling request signal is issued by the battery management system (BMS) based on the battery pack's temperature. A cooling request is issued when the battery pack temperature exceeds a set threshold or when the difference between the highest and lowest temperatures of different individual modules within the battery pack is too large. The presence of a battery pack cooling request signal indicates that the thermal management system has intervened. This intervention affects the change in the battery's internal resistance, making it impossible to determine the actual change in internal resistance.

[0058] For example, in low-temperature environments, the thermal management system continues to operate to maintain the battery within a suitable operating temperature range. This prevents the battery's internal resistance from continuously increasing due to excessively low temperatures, thereby ensuring normal charge and discharge efficiency and extending battery life. In high-temperature environments, the thermal management system can control the battery pack temperature within a reasonable range, preventing internal resistance fluctuations due to excessively high temperatures, ensuring battery stability and safety in high-temperature environments, and maintaining battery charge and discharge efficiency.

[0059] If it is determined that the average charging current is less than the preset current threshold, the maximum temperature meets the preset temperature range, and no battery pack cooling request signal is received, i.e., current stability is set to 1 and temperature enable is set to 1, and the preset conditions are met, the actual internal resistance coefficient of the battery pack can be determined based on the maximum temperature and the charging current.

[0060] In this embodiment, if the average charging current is determined to be greater than or equal to a preset current threshold, and / or the highest temperature does not meet the preset temperature range, and / or a battery pack cooling request signal is received, it indicates that the preset conditions are not met, and the subsequent determination of the actual internal resistance coefficient is stopped.

[0061] For example, in scenario one, if the average charging current is determined to be greater than or equal to a preset current threshold, it indicates that the preset condition is not met, and the determination of the actual internal resistance coefficient is stopped. In scenario two, if the highest temperature is determined to be outside the preset temperature range, it indicates that the preset condition is not met, and the determination of the actual internal resistance coefficient is stopped. In scenario three, if a battery pack cooling request signal is received, it indicates that the preset condition is not met, and the determination of the actual internal resistance coefficient is stopped.

[0062] In another example, scenario four, if the average charging current is determined to be greater than or equal to a preset current threshold and the highest temperature does not meet a preset temperature range, it indicates that the preset conditions are not met, and the determination of the actual internal resistance coefficient is stopped. Scenario five, if the average charging current is determined to be greater than or equal to a preset current threshold and a battery pack cooling request signal is received, it indicates that the preset conditions are not met, and the determination of the actual internal resistance coefficient is stopped. Scenario six, if the highest temperature is determined to be less than a preset temperature range and a battery pack cooling request signal is received, it indicates that the preset conditions are not met, and the determination of the actual internal resistance coefficient is stopped.

[0063] In another example, scenario seven, if it is determined that the average charging current is greater than or equal to a preset current threshold, the highest temperature does not meet the preset temperature range, and a battery pack cooling request signal is received, then it means that the preset conditions are not met, and the determination of the actual internal resistance coefficient is stopped.

[0064] By setting the average charging current below a preset current threshold, errors caused by abrupt changes in the charging current are avoided, ensuring the current charging current remains stable. Furthermore, ensuring the maximum temperature meets the preset temperature range and that no battery pack cooling request signal is received, the vehicle's thermal management system does not intervene. This prevents the battery management system from influencing changes in battery internal resistance, thus avoiding the inability to ascertain the true internal resistance change and improving the accuracy of subsequent health status value determination.

[0065] In some embodiments, as can be seen from the formula for the actual internal resistance coefficient of the battery pack shown in the foregoing embodiments, when determining the actual internal resistance coefficient, it is necessary to determine it based on the temperature change, the time change corresponding to the temperature change, and the charging current. That is, step 102, which determines the actual internal resistance coefficient of the battery pack based on the highest temperature and the charging current, specifically includes: Step 1021: In response to the battery pack increasing from the highest temperature to the first temperature, record the current time as the first time. Step 1022: In response to the battery pack increasing from the first temperature to the second temperature, record the current time as the second time. Step 1023: Determine the target temperature rise coefficient based on the first time point, the second time point, the first temperature, and the second temperature; Step 1024: Determine the actual internal resistance coefficient of the battery pack based on the target temperature rise coefficient and the charging current.

[0066] In practice, the actual maximum temperature of the battery pack is obtained in real time. If the actual maximum temperature of the battery pack increases from the maximum temperature to the first temperature, the current time is recorded as the first time. That is, the time corresponding to the actual maximum temperature of the battery pack being the first temperature is recorded as the first time. At this time, the actual maximum temperature of the battery pack is the first temperature.

[0067] If the actual maximum temperature of the battery pack increases from the first temperature to the second temperature, record the current time as the second time. That is, record the time corresponding to the actual maximum temperature of the battery pack being the second temperature as the second time. At this time, the actual maximum temperature of the battery pack is the second temperature.

[0068] A target temperature rise coefficient is determined based on the first time point, the second time point, the first temperature, and the second temperature, wherein the target temperature rise coefficient represents the correspondence between temperature change and time change. Specifically, the specific process for determining the target temperature rise coefficient includes: Step 10231: Subtract the first time point and the second time point to obtain the time difference value; Step 10232: Subtract the first temperature and the second temperature to obtain the first temperature difference value; Step 10233: Ratio the first temperature difference and the time difference to obtain the initial temperature rise coefficient; Step 10234: Determine the initial temperature difference coefficient based on the highest temperature, and subtract the initial temperature rise coefficient from the initial temperature difference coefficient to obtain the target temperature rise coefficient.

[0069] In practice, the difference between the first and second moments is calculated to obtain the time difference. Similarly, the difference between the first and second temperatures is calculated to obtain the first temperature difference.

[0070] The ratio of the first temperature difference to the time difference is taken as the initial temperature rise coefficient. An initial temperature difference coefficient is determined based on the highest temperature, wherein the initial temperature difference coefficient is the temperature difference coefficient calibrated when the battery is brand new. The difference between the initial temperature rise coefficient and the initial temperature difference coefficient is taken as the target temperature rise coefficient.

[0071] For example, the first moment is The second time is The calculated time difference is... The first temperature is The second temperature is The first temperature difference is calculated to be... The initial temperature rise coefficient is obtained by comparing the first temperature difference and the time difference. The initial temperature difference coefficient is determined as Kdiff based on the highest temperature. The difference between the initial temperature rise coefficient and the initial temperature difference coefficient is calculated to obtain the target temperature rise coefficient K = Ktot1 - Kdiff.

[0072] In this embodiment, for ease of calculation, the difference between the first temperature and the highest temperature, and the difference between the second temperature and the first temperature, can be set to be equal. For example, the difference between the first temperature and the highest temperature is 1 degree Celsius, and the difference between the second temperature and the first temperature is 1 degree Celsius. In this case, the first temperature difference is determined to be 1 degree Celsius.

[0073] In some embodiments, when determining the initial temperature difference coefficient based on the highest temperature, it can be comprehensively determined by combining the ambient temperature of the vehicle's environment. That is, step 10234, determining the initial temperature difference coefficient based on the highest temperature, specifically includes: Step A: Obtain the ambient temperature of the vehicle's environment, and calculate the difference between the highest temperature and the ambient temperature to obtain a second temperature difference value; Step B: Determine the initial temperature difference coefficient corresponding to the second temperature difference value based on the second temperature difference value.

[0074] In practice, the ambient temperature of the vehicle's environment is obtained, and the difference between the highest temperature and the ambient temperature is calculated to obtain the second temperature difference value.

[0075] The database is searched based on the second temperature difference to determine the initial temperature coefficient corresponding to the second temperature difference. The database stores the correspondence between the second temperature difference and the temperature coefficient. The correspondence may take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, and a bar chart relationship.

[0076] For example, the ambient temperature of the environment where the vehicle is located is The highest temperature is Then, the difference between the highest temperature and the ambient temperature is calculated to obtain a second temperature difference value, which is... .

[0077] The above scheme, when determining the initial temperature difference coefficient, not only considers the battery's maximum temperature, but also takes into account the ambient temperature of the vehicle's environment. That is, it comprehensively considers the impact of the ambient temperature on the vehicle's charging process, thus making the determined initial temperature difference coefficient more accurate.

[0078] In some embodiments, to further improve the accuracy of the actual internal resistance coefficient when determining the actual internal resistance coefficient of the battery pack, the average charging current corresponding to all time points within a preset time period before the current time point can be used for calculation. That is, in step 1024, the actual internal resistance coefficient of the battery pack is determined based on the target temperature rise coefficient and the charging current, specifically including: Step 10241: Obtain the charging current corresponding to each time point before the current time point and within the preset time period, and perform average processing on all charging currents to obtain the average charging current. Step 10242: Square the average charging current to obtain the target current value; Step 10243: The target temperature rise coefficient is compared with the target current value to obtain the actual internal resistance coefficient of the battery pack.

[0079] In practice, the charging current corresponding to each time point before the current time point and within a preset time period is obtained, that is, the charging current corresponding to each time point within a preset time period before the current time point is obtained, and all charging currents are averaged to obtain the average charging current.

[0080] For example, if the preset time period is 5 seconds, and the current calculation period is 100 milliseconds, then there are 50 time points within the preset time period before the current time point. Therefore, the vehicle's charging current is the charging current corresponding to the current time point plus the charging current corresponding to the 49 time points before the current time point. Then, the average charging current is obtained by averaging all the charging currents. The average charging current is expressed by the formula:

[0081] in, The average charging current, This is the charging current.

[0082] After obtaining the average charging current, the average charging current is squared to obtain the target current value. The target temperature rise coefficient is then compared with the target current value; the resulting ratio is the actual internal resistance coefficient of the battery pack, which is expressed by the formula:

[0083] in, This is the actual internal resistance coefficient.

[0084] By using the above method, when determining the actual internal resistance coefficient of the battery pack, the average charging current corresponding to all time points within a preset time period before the current time point is used for calculation, which improves the accuracy of the actual internal resistance coefficient. As a result, the health status value of the vehicle battery determined by the actual internal resistance coefficient is more accurate.

[0085] In some embodiments, during vehicle charging, there may be multiple time points where both the charging current and the maximum temperature of the battery pack meet preset conditions. Therefore, to improve the accuracy of the health status value subsequently determined based on the actual internal resistance coefficient, the actual internal resistance coefficient corresponding to each time point where both the charging current and the maximum temperature of the battery pack meet the preset conditions can be determined, thereby determining the average internal resistance coefficient. The health status value is then determined based on the average internal resistance coefficient. Specifically, step 103, which determines the health status value of the vehicle battery based on the actual internal resistance coefficient, includes: Step 1031: Calculate all the actual internal resistance coefficients, and average all the actual internal resistance coefficients to obtain the average internal resistance coefficient. Step 1032: Obtain the initial internal resistance coefficient of the battery pack, and perform a ratio calculation between the average internal resistance coefficient and the initial internal resistance coefficient to obtain the health status value of the vehicle battery.

[0086] In practice, during vehicle charging, there may be multiple time points where both the charging current and the maximum temperature of the battery pack meet the preset conditions. Therefore, the actual internal resistance coefficient corresponding to each time point where both the charging current and the maximum temperature of the battery pack meet the preset conditions can be determined separately. The specific method for determining the actual internal resistance coefficient is as shown in steps 1021 to 1024 and their subordinate embodiments, and will not be elaborated further.

[0087] In this embodiment, since the charging current includes the charging current corresponding to the current time point and the charging current corresponding to each time point within a preset time period before the current time point, and the average charging current is used to determine the actual internal resistance coefficient, the average charging current corresponding to each time point is determined by a rolling calculation method in this embodiment.

[0088] For example, the average charging current at the 5th second is calculated using the charging current at all time points from the 1st to the 5th second. The average charging current at the 6th second is calculated using the charging current at all time points from the 2nd to the 6th second.

[0089] The total number of actual internal resistance coefficients determined during this charging process is calculated by statistically analyzing all the actual internal resistance coefficients. Then, the average internal resistance coefficient is obtained by averaging all the actual internal resistance coefficients based on this total number. The average internal resistance coefficient is expressed by the following formula:

[0090] in, denoted as the average internal resistance coefficient, and n as the total number.

[0091] Obtain the initial internal resistance coefficient of the battery pack, wherein the initial internal resistance coefficient represents the internal resistance coefficient corresponding to the vehicle battery at the time of manufacture, and represents the internal resistance coefficient corresponding to the battery before aging.

[0092] In this embodiment, the average internal resistance coefficient within a preset driving distance can be set as the initial internal resistance coefficient. That is, when the driving distance is less than the preset distance, the vehicle battery is considered not to have aged. For example, the average internal resistance coefficient within a driving distance of less than 500km is used as the initial internal resistance coefficient.

[0093] The average internal resistance coefficient is compared with the initial internal resistance coefficient to obtain the vehicle battery's state of health value, which is expressed by the formula:

[0094] in, This represents the health status value. This is the initial internal resistance coefficient.

[0095] The above scheme determines the actual internal resistance coefficient at the time point when the charging current and the highest temperature of the battery pack meet the preset conditions, and then determines the average internal resistance coefficient. Based on the average internal resistance coefficient, the health status value is determined, which improves the accuracy of the health status value.

[0096] In some embodiments, after determining the state of health (SHS) value of the vehicle battery, the target available power of the vehicle battery can be determined based on the SHS value during the next vehicle trip, avoiding overvoltage or undervoltage issues and extending the battery's lifespan. Specifically, after determining the SHS value of the vehicle battery based on the actual internal resistance coefficient in step 103, the method further includes: Step 10A: Obtain the actual charge of the vehicle battery pack and the highest temperature, then look up the preset available power table to obtain the initial available power; Step 10B: Correct the initial available power using the health status value to obtain the target available power, and control the vehicle battery according to the target available power.

[0097] In practice, when the vehicle is in motion, the actual charge of the vehicle battery pack is obtained. The actual charge of the vehicle battery pack and the highest temperature are used to look up a preset available power table to obtain the initial available power corresponding to the battery internal resistance. The vehicle battery power MAP table is a two-dimensional lookup table model based on parameters such as battery pack charge and battery pack temperature. It is used to determine the maximum allowable power or current limit for battery charging and discharging in real time to ensure that the battery operates within the safety boundary.

[0098] The initial available power is corrected using the health status value. Specifically, the initial available power is multiplied by the health status value, and the resulting product is the target available power. The vehicle battery is then controlled based on the target available power, which is the maximum power that can actually be used to drive the vehicle or other on-board equipment under the current battery state.

[0099] The above solution determines the initial available power based on the battery pack charge and temperature, and then corrects the initial available power based on the battery health status value. In other words, when determining the target available power, the current actual health status of the battery is taken into account, avoiding undervoltage or overvoltage issues in the vehicle battery, extending the battery's lifespan, and improving the user's driving experience.

[0100] It should be noted that the method of this disclosure embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this disclosure embodiment, and the multiple devices will interact with each other to complete the method described.

[0101] It should be noted that the above description describes some embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0102] Based on the same inventive concept, corresponding to any of the above embodiments, this disclosure also provides a device for determining the health status of a vehicle battery.

[0103] refer to Figure 2 , Figure 2 The vehicle battery health status determination device, as described in this embodiment, includes: The data acquisition module 201 is configured to acquire the vehicle's charging current and the highest temperature of the battery pack during the vehicle charging process. The actual internal resistance coefficient determination module 202 is configured to determine whether a preset condition is met based on the charging current and the maximum temperature, and to determine the actual internal resistance coefficient of the battery pack based on the maximum temperature and the charging current. The health status determination module 203 is configured to determine the health status value of the vehicle battery based on the actual internal resistance coefficient.

[0104] In some embodiments, the actual internal resistance coefficient determination module 202 specifically includes: The average charging current determination unit is configured to acquire the charging current at each time point before the current time point and within a preset time period, and to perform average processing on all charging currents to obtain the average charging current. The judgment unit is configured to determine that the preset conditions are met in response to the average charging current being less than a preset current threshold, the highest temperature meeting a preset temperature range, and no battery pack cooling request signal being received.

[0105] In some embodiments, the actual internal resistance coefficient determination module 202 specifically includes: The first moment determination unit is configured to record the current moment as the first moment in response to the battery pack increasing from the highest temperature to the first temperature. The second time determination unit is configured to record the current time as the second time in response to the battery pack increasing from the first temperature to the second temperature. The target temperature rise coefficient determination unit is configured to determine the target temperature rise coefficient based on the first time moment, the second time moment, the first temperature, and the second temperature. The actual internal resistance coefficient determination unit is configured to determine the actual internal resistance coefficient of the battery pack based on the target temperature rise coefficient and the charging current.

[0106] In some embodiments, the target temperature rise coefficient determination unit specifically includes: The time difference determination subunit is configured to perform subtraction processing on the first time point and the second time point to obtain the time difference value; The first temperature difference determination subunit is configured to perform a subtraction operation on the first temperature and the second temperature to obtain a first temperature difference value. The initial temperature rise coefficient determination subunit is configured to perform ratio processing on the first temperature difference and the time difference to obtain the initial temperature rise coefficient; The target temperature rise coefficient determination subunit is configured to determine the initial temperature difference coefficient based on the highest temperature, and then subtract the initial temperature rise coefficient from the initial temperature difference coefficient to obtain the target temperature rise coefficient.

[0107] In some embodiments, the target temperature rise coefficient determination subunit is specifically configured as follows: The ambient temperature of the vehicle's surroundings is obtained, and the difference between the highest temperature and the ambient temperature is calculated to obtain a second temperature difference value. Based on the second temperature difference, determine the initial temperature difference coefficient corresponding to the second temperature difference.

[0108] In some embodiments, the actual internal resistance coefficient determination unit specifically includes: The average charging current determination subunit is configured to acquire the charging current at each time point before the current time point and within a preset time period, and to perform average processing on all charging currents to obtain the average charging current. The target current value determination subunit is configured to square the average charging current to obtain the target current value. The actual internal resistance coefficient determination subunit is configured to perform a ratio processing of the target temperature rise coefficient and the target current value to obtain the actual internal resistance coefficient of the battery pack.

[0109] In some embodiments, the health status determination module 203 specifically includes: The average internal resistance coefficient determination subunit is configured to statistically analyze all the actual internal resistance coefficients and perform averaging on all the actual internal resistance coefficients to obtain the average internal resistance coefficient. The health status value determination subunit is configured to obtain the initial internal resistance coefficient of the battery pack, and to process the ratio of the average internal resistance coefficient to the initial internal resistance coefficient to obtain the health status value of the vehicle battery.

[0110] In some embodiments, the apparatus further includes a target available power determination module, the target available power determination module specifically comprising: The initial available power determination unit is configured to obtain the actual charge of the vehicle battery pack and the highest temperature, look up a preset available power table, and obtain the initial available power. The target available power determination unit is configured to correct the initial available power using the health status value to obtain the target available power, and to control the vehicle battery based on the target available power.

[0111] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0112] The apparatus of the above embodiments is used to implement the corresponding method for determining the health status of a vehicle battery in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0113] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for determining the health status of a vehicle battery as described in any of the above embodiments.

[0114] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0115] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0116] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0117] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0118] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0119] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0120] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0121] The electronic devices described above are used to implement the corresponding vehicle battery health status determination method in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0122] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the method for determining the health status of a vehicle battery as described in any of the above embodiments.

[0123] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0124] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the method for determining the health status of the vehicle battery as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0125] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the vehicle battery health status determination device in the above embodiments, the electronic device in the above embodiments, and the computer-readable storage medium in the above embodiments, wherein the vehicle device implements the vehicle battery health status determination method described in any of the above embodiments.

[0126] The vehicles described in the above embodiments are used to implement the method for determining the health status of vehicle batteries as described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0127] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0128] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0129] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0130] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0131] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0132] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0133] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0134] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A method for determining the health status of a vehicle battery, characterized in that, include: During vehicle charging, the vehicle's charging current and the battery pack's maximum temperature are obtained. The preset conditions are met based on the charging current and the maximum temperature, and the actual internal resistance coefficient of the battery pack is determined based on the maximum temperature and the charging current. The health status value of the vehicle battery is determined based on the actual internal resistance coefficient.

2. The method according to claim 1, characterized in that, The step of determining whether the preset conditions are met based on the charging current and the maximum temperature includes: Get the charging current at each time point before the current time point and within the preset time period, and average all charging currents to obtain the average charging current. In response to the average charging current being less than a preset current threshold, the highest temperature meeting a preset temperature range, and no battery pack cooling request signal being received, it is determined that the preset conditions are met.

3. The method according to claim 1, characterized in that, The step of determining the actual internal resistance coefficient of the battery pack based on the highest temperature and the charging current includes: In response to the battery pack increasing from the highest temperature to the first temperature, the current moment is recorded as the first moment; In response to the battery pack increasing from the first temperature to the second temperature, the current moment is recorded as the second moment; The target temperature rise coefficient is determined based on the first time point, the second time point, the first temperature, and the second temperature. The actual internal resistance coefficient of the battery pack is determined based on the target temperature rise coefficient and the charging current.

4. The method according to claim 3, characterized in that, The step of determining the target temperature rise coefficient based on the first time point, the second time point, the first temperature, and the second temperature includes: The time difference is obtained by subtracting the first time point and the second time point. The difference between the first temperature and the second temperature is calculated to obtain the first temperature difference value; The initial temperature rise coefficient is obtained by comparing the first temperature difference and the time difference. The initial temperature difference coefficient is determined based on the highest temperature, and the target temperature rise coefficient is obtained by subtracting the initial temperature rise coefficient from the initial temperature difference coefficient.

5. The method according to claim 4, characterized in that, The step of determining the initial temperature difference coefficient based on the highest temperature includes: The ambient temperature of the vehicle's surroundings is obtained, and the difference between the highest temperature and the ambient temperature is calculated to obtain a second temperature difference value. Based on the second temperature difference, determine the initial temperature difference coefficient corresponding to the second temperature difference.

6. The method according to claim 3, characterized in that, The step of determining the actual internal resistance coefficient of the battery pack based on the target temperature rise coefficient and the charging current includes: Get the charging current at each time point before the current time point and within the preset time period, and average all charging currents to obtain the average charging current. The average charging current is squared to obtain the target current value; The actual internal resistance coefficient of the battery pack is obtained by comparing the target temperature rise coefficient with the target current value.

7. The method according to claim 1, characterized in that, Determining the health status value of the vehicle battery based on the actual internal resistance coefficient includes: The average internal resistance coefficient is obtained by averaging all the actual internal resistance coefficients. The initial internal resistance coefficient of the battery pack is obtained, and the average internal resistance coefficient is compared with the initial internal resistance coefficient to obtain the health status value of the vehicle battery.

8. The method according to claim 1, characterized in that, After determining the health status value of the vehicle battery based on the actual internal resistance coefficient, the process also includes: The actual charge level of the vehicle battery pack and the highest temperature are obtained by looking up a preset available power table to get the initial available power. The initial available power is corrected using the health status value to obtain the target available power, and the vehicle battery is controlled based on the target available power.

9. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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