Vehicle control method and device, vehicle and storage medium

Abstract

The invention relates to a vehicle control method and device, a vehicle and a storage medium, and the method comprises the steps that under the condition that the vehicle is in a limping mode, the limping power of a vehicle power battery is determined; under the condition that the vehicle meets the first preset condition, the discharging power of a vehicle power battery is controlled to be increased from limp power to first recovery power; under the condition that the duration time of the first recovery power is larger than a second time threshold value, whether the vehicle meets a second preset condition or not is determined; and under the condition that the vehicle meets the second preset condition, the discharging power of the vehicle power battery is controlled to be increased from the first recovery power to the second recovery power. According to the method, the discharge power is gradually and dynamically adjusted in stages in the limp mode, the problem of power fluctuation possibly caused by one-time limitation removal is avoided, and therefore the power continuity of the vehicle and the driving experience of a user can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a vehicle control method and device, a vehicle, and a storage medium. Background Technology

[0002] With the rapid development of new energy vehicles, the power battery system plays a crucial role in vehicle control. When an over-discharged battery is detected, the vehicle can be controlled to enter limp mode.

[0003] In related technologies, after a vehicle enters limp mode, short-time voltage rebound, fixed delay, or SOC increment can be used as trigger conditions to restore normal power. However, these methods may lead to frequent switching of limp mode, thus affecting the user's driving experience and system stability. Summary of the Invention

[0004] This application provides a vehicle control method and apparatus, a vehicle, and a storage medium, which can improve the user's driving experience and system stability.

[0005] This application provides a vehicle control method, which includes: determining the limp power of the vehicle's power battery when the vehicle is in limp mode; When the vehicle meets the first preset conditions, the discharge power of the vehicle's power battery is controlled to increase from the limp power to the first recovery power; wherein, the first preset conditions include the duration of the limp power being greater than a first time threshold, and / or, the voltage of the vehicle's power battery being greater than a first voltage threshold and the increase in the vehicle's battery charge being greater than a first charge threshold. If the duration of the first recovery power is greater than the second time threshold, it is determined whether the vehicle meets the second preset condition; wherein, the second preset condition is that the minimum single-cell voltage is greater than the second voltage threshold. When the vehicle meets the second preset conditions, the discharge power of the vehicle's power battery is controlled to increase from the first recovery power to the second recovery power.

[0006] Based on the above technical means, recovery conditions in multiple dimensions, such as time, SOC increment, and voltage rebound, are judged in limp mode, and the discharge power is dynamically adjusted in stages to achieve power recovery in limp mode. This avoids the power fluctuation problem that may be caused by lifting the restriction all at once, thereby achieving more accurate and reliable power management and improving the vehicle's power continuity and user driving experience.

[0007] In some embodiments, when the vehicle meets a first preset condition, controlling the discharge power of the vehicle's power battery to increase from the limp power to the first recovery power includes: If the vehicle meets the first preset condition, based on the road slope, traffic light status and congestion information obtained during the vehicle's driving process, it is determined whether the vehicle will be under high load conditions in the future preset time. If there are no high-load operating conditions within a preset time period in the future, the discharge power of the vehicle's power battery will be increased from the limp power to the first recovery power. If a high-load condition exists within a preset time period in the future, the discharge power of the vehicle's power battery will be increased from the limp power to the third recovery power; wherein the third recovery power is less than the first recovery power.

[0008] Based on the aforementioned technical means, multi-dimensional judgments are made based on road slope, traffic light status, and congestion information to determine whether the vehicle is under high load conditions. The power battery discharge power recovery strategy is dynamically adjusted according to the judgment results, and the power recovery is divided into more detailed stages. This can effectively avoid the false recovery phenomenon caused by instantaneous voltage rebound or algorithm error, and improve the vehicle's driving stability and user driving experience under complex road conditions. In some embodiments, high-load conditions include one or more of the following: The road gradient is greater than the first gradient threshold and the duration is greater than the first preset duration; The traffic light is red, and the distance between the vehicle and the traffic light intersection ahead is less than the first distance threshold. The vehicle's speed is less than the first speed and the number of times the vehicle starts and stops within the second preset time period exceeds a preset threshold.

[0009] Based on the above technical means, by setting up a variety of high-load scenarios, the perception accuracy of the actual operating status of the vehicle is improved, making the power recovery strategy more targeted and practical, and improving the accuracy of the power limiting strategy.

[0010] In some embodiments, the above method further includes: If the vehicle does not meet the second preset condition, determine whether the vehicle meets the third preset condition; wherein, the third preset condition is that the minimum single-cell voltage is greater than the third voltage threshold. If the vehicle does not meet the third preset condition, control the discharge power of the vehicle's power battery to be reduced from the first recovery power to the limp power. When the vehicle meets the third preset condition, the discharge power of the vehicle's power battery is controlled to be maintained at the first recovery power.

[0011] According to the above technical means, if the minimum single cell voltage is detected to be between the second voltage threshold and the third voltage threshold, it indicates that the battery still has a certain energy reserve. At this time, the first recovery power can continue to be maintained, which is conducive to maintaining the continuity of the power system and avoiding battery damage caused by over-discharge. If the minimum single cell voltage is detected to be lower than the third voltage threshold, the discharge power of the power battery will be gradually reduced from the first recovery power to the limp power. This can control the discharge power of the power battery to be reduced from the first recovery power to the limp power, reducing the impact on the user's driving experience.

[0012] In some embodiments, the method for determining the first recovery power includes: The first power is determined based on the vehicle's battery charge (SOC), current temperature, and battery health status (SOH). The second power is determined based on the limp power and the first coefficient; wherein the first coefficient is determined based on the proportional relationship between the power value corresponding to the preset discharge rate and the limp power; The smaller power between the first power and the second power is determined as the first recovery power.

[0013] Based on the above technical means, by taking the smaller value between the first power and the second power as the first recovery power, it is possible to ensure that the most conservative recovery strategy is adopted under multiple constraints, thereby improving the reliability and safety of the power recovery process, and thus extending battery life and improving the overall vehicle power performance.

[0014] In some embodiments, the method for determining the second recovery power includes: Obtain the vehicle's battery charge (SOC), current temperature, and battery health status (SOH); The third power is determined from the first mapping table based on the battery's state of charge (SOC) and current temperature. The second recovery power is determined by multiplying the third power and the battery state of health (SOH).

[0015] Based on the above technical means, by acquiring the battery's SOC, current temperature, and SOH, and combining the first mapping table and the product operation, the state of charge of the power battery, ambient temperature, and health status can be comprehensively considered. This allows for a more accurate determination of the upper limit of the power battery's usable power, thereby enabling more stable and reliable discharge power recovery control.

[0016] In some embodiments, the above method further includes: Obtain the minimum unit voltage of the vehicle; When the minimum single-cell voltage is less than the fourth voltage threshold, the discharge power of the vehicle's power battery is reduced to the limp power.

[0017] Based on the above technical means, by obtaining the minimum single cell voltage of the vehicle's power battery and reducing the discharge power to limp power when the minimum single cell voltage is lower than the preset fourth voltage threshold, the true energy state of the battery can be effectively identified, avoiding misjudgment caused by falsely high SOC. This allows for maintaining a certain power output while ensuring battery safety, thereby improving the user's driving experience and the system's reliability.

[0018] This application provides a vehicle control device, the device comprising: The first determining unit is used to determine the limp power of the vehicle's power battery when the vehicle is in limp mode. A first control unit is configured to control the discharge power of the vehicle's power battery to increase from limp power to a first recovery power when the vehicle meets a first preset condition; wherein the first preset condition includes the duration of limp power being greater than a first time threshold, and / or the voltage of the vehicle's power battery being greater than a first voltage threshold and the increase in the vehicle's battery charge being greater than a first charge threshold. The second determining unit is used to determine whether the vehicle meets the second preset condition when the duration of the first recovery power is greater than the second time threshold; wherein the second preset condition is that the minimum single-cell voltage is greater than the second voltage threshold. The second control unit is used to control the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power when the vehicle meets the second preset conditions.

[0019] This application provides a vehicle including a processor and a memory. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the steps in any of the above methods.

[0020] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps in any of the above methods.

[0021] This application provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the steps of any of the above methods.

[0022] The beneficial effects of this application are: (1) In limp mode, the recovery conditions of multiple dimensions, such as time, SOC increment and voltage rebound, are judged and the discharge power is dynamically adjusted in stages to achieve power recovery in limp mode. This avoids the power fluctuation problem that may be caused by releasing the restriction at once, thereby achieving more accurate and reliable power management and improving the power continuity of the vehicle and the user driving experience.

[0023] (2) Based on road slope, traffic light status and congestion information, multi-dimensional judgment is made to determine whether the vehicle is under high load conditions. The power battery discharge power recovery strategy is dynamically adjusted according to the judgment results. The power recovery is divided into more detailed stages, which can effectively avoid the false recovery phenomenon caused by instantaneous voltage rebound or algorithm error. This can improve the driving stability of the vehicle and the user driving experience under complex road conditions. (3) By taking the smaller value between the first power and the second power as the first recovery power, the most conservative recovery strategy can be adopted under multiple constraints, thereby improving the reliability and safety of the power recovery process, extending battery life and improving the overall vehicle power performance.

[0024] (4) By setting up a variety of high-load scenarios, the perception accuracy of the actual operating status of the vehicle is improved, making the power recovery strategy more targeted and practical, and improving the accuracy of the power limiting strategy.

[0025] (5) By acquiring the battery charge SOC, current temperature and battery health SOH, and combining the first mapping table and the operation of product operation, the state of charge of the power battery, ambient temperature and health status can be comprehensively considered, so as to more accurately determine the upper limit of the available power of the power battery, and thus achieve more stable and reliable discharge power recovery control.

[0026] (6) If the minimum single cell voltage is detected to be between the second voltage threshold and the third voltage threshold, it indicates that the battery still has a certain energy reserve. At this time, the first recovery power can be maintained, which is conducive to maintaining the continuity of the power system and avoiding battery damage caused by over-discharge. If the minimum single cell voltage is detected to be lower than the third voltage threshold, the discharge power of the power battery will be gradually reduced from the first recovery power to the limp power. This can control the discharge power of the power battery to be reduced from the first recovery power to the limp power, thereby reducing the impact on the user's driving experience.

[0027] (7) By obtaining the minimum single cell voltage of the vehicle's power battery and reducing the discharge power to limp power when the minimum single cell voltage is lower than the preset fourth voltage threshold, the true energy state of the battery can be effectively identified, avoiding misjudgment caused by falsely high SOC. This can maintain a certain power output while ensuring battery safety, thereby improving the user's driving experience and the system's reliability. Attached Figure Description

[0028] Figure 1 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 1 ; Figure 2 This is a schematic diagram of the upper voltage threshold for entering the power closed loop at different temperatures in the embodiments of this application; Figure 3 This is a schematic diagram showing the lower voltage threshold for entering the power closed loop at different temperatures in the embodiments of this application; Figure 4 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 2 ; Figure 5 This is a schematic diagram of the overall process of a vehicle control method provided in an embodiment of this application; Figure 6 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the hardware entity of a vehicle provided in an embodiment of this application. Detailed Implementation

[0029] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0030] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0031] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0032] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0033] In this embodiment, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0034] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0035] With the rapid development of new energy vehicles, the power battery system plays a crucial role in vehicle control. Especially in vehicles using lithium iron phosphate (LFP) batteries as a power source, the open circuit voltage (OCV) changes gradually within the intermediate state of charge (SOC) range (e.g., between 30% and 90% SOC). Traditional ampere-hour integration methods rely on current accumulation to calculate SOC, which is susceptible to sensor errors, temperature drift, and battery aging, resulting in an artificially high SOC during long-term operation (estimated values ​​deviating from the actual value by more than 10%). In this artificially high state, the battery management system (BMS)'s power control strategy based on SOC will misjudge available energy, causing the vehicle to trigger over-discharge protection during high-power demand scenarios such as rapid acceleration and hill climbing, forcing it into power closed-loop limiting (i.e., "limp mode"), resulting in power interruption.

[0036] In existing technologies, when a battery is detected to be in an over-discharged state, a fixed voltage threshold or preset time condition is usually used to trigger the limp mode, and short-term voltage rebound, fixed delay or SOC increment are used as the recovery basis, which leads to frequent secondary triggering of limp mode by the system, raising questions among users about the reliability of the power system.

[0037] For example, in the prior art, a limp mode is triggered based on a voltage threshold (e.g., 5kW), recovering conditionally dependent on timing (20s) or the relative increment of SOC (+5%), while requiring the voltage to rebound to the upper limit of the threshold (Vtg_100). However, due to the combined effect of LFP battery characteristics and artificially high SOC, this strategy may have the following problems: (1) Unreliable instantaneous voltage rebound: LFP has a sluggish voltage response in the middle SOC range. Short-term voltage recovery may only reflect sudden changes in operating conditions (such as a sudden drop in load) rather than an improvement in the actual state of the battery. For example, when a vehicle switches from rapid acceleration to coasting, the voltage may briefly rise and trigger recovery, but the subsequent high power demand will trigger the protection again.

[0038] (2) Insufficient effectiveness of SOC increment: When SOC is artificially high, the 5% increment may be due to algorithm error (such as current integral drift) rather than actual energy increase, resulting in insufficient usable energy after recovery and forming "recovery-limp" oscillation.

[0039] (3) Fixed delay lacks adaptability: The 20s recovery threshold does not take into account variables such as temperature, battery state of health (SOH), and historical operating conditions. For example, battery polarization recovery is slow at low temperatures, and a fixed 20s may prematurely lift the restriction, exacerbating the risk of secondary triggering.

[0040] Therefore, how to improve the power recovery strategy so that the power battery system does not frequently trigger over-discharge protection has become a technical problem that urgently needs to be solved in the field of new energy vehicle battery management.

[0041] Based on this, embodiments of this application provide a vehicle control method, the method comprising: determining the limp power of the vehicle's power battery when the vehicle is in limp mode; controlling the discharge power of the vehicle's power battery to increase from the limp power to a first recovery power when the vehicle meets a first preset condition; wherein the first preset condition includes the duration of the limp power being greater than a first time threshold, and / or the voltage of the vehicle's power battery being greater than a first voltage threshold and the increase in the vehicle's battery charge being greater than a first charge threshold; determining whether the vehicle meets a second preset condition when the duration of the first recovery power is greater than a second time threshold; wherein the second preset condition is that the minimum single-cell voltage is greater than a second voltage threshold; and controlling the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power when the vehicle meets the second preset condition. In this way, by judging recovery conditions in multiple dimensions, such as time, SOC increment, and voltage rebound, and dynamically adjusting the discharge power in stages, power recovery in limp mode is achieved, avoiding the power fluctuation problem that may be caused by a one-time release of restrictions. This enables more accurate and reliable power management, improving the vehicle's power continuity and the user's driving experience.

[0042] The technical solutions in the embodiments of this application will now be clearly and completely described with reference to the accompanying drawings.

[0043] It should be noted that the vehicle control method provided in the embodiments of this application can be executed by a battery management system, which is usually integrated into the vehicle controller of a new energy vehicle for monitoring the state and managing the power battery; or it can be executed by an electronic control unit.

[0044] Figure 1 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 1 ,like Figure 1 As shown, it may include S101 to S104, wherein: S101, when the vehicle is in limp mode, determines the limp power of the vehicle's power battery.

[0045] Here, limp mode refers to a power-limiting operation strategy adopted by the battery management system when the vehicle's power battery experiences an abnormal state (such as excessively low cell voltage) that may threaten the safe operation of the system. In limp mode, the vehicle's power output is limited to a lower level (i.e., limp power) to prevent further damage to the battery system and ensure driving safety.

[0046] Limp power refers to the minimum power limit set by the battery management system for the vehicle's power output after the vehicle enters limp mode, in order to ensure the safe operation of the system.

[0047] It should be noted that the limp power can be obtained by the developers through experimentation or it can be user-defined; this embodiment of the application does not limit this. For example, the limp power can be 5KW, 6KW, etc.

[0048] In some embodiments, the electronic control unit can determine whether the vehicle has entered limp mode, and if it is determined that the vehicle is in limp mode, determine the limp power of the vehicle's power battery in limp mode.

[0049] S102, when the vehicle meets the first preset conditions, control the discharge power of the vehicle's power battery to increase from the limp power to the first recovery power.

[0050] The first preset condition may include the duration of limp power being greater than a first time threshold, and / or the voltage of the vehicle's power battery being greater than a first voltage threshold and the increase in the vehicle's battery charge being greater than a first charge threshold.

[0051] Here, the first time threshold can be pre-configured by the system or defined by the user; this embodiment of the application does not limit this. For example, the first time threshold can be 20ms, 25ms, etc.

[0052] Here, the first power threshold can be set by the developer during the development phase or by the user during the usage phase based on the total power of different batteries; for example, the first power threshold can be set to 5% of the total battery power.

[0053] Here, the first voltage threshold is used to indicate the upper voltage limit for entering the power closed loop (limp mode) at the current temperature. That is, the upper voltage limit for entering the power closed loop is different at different temperatures and can be calibrated by the developers through experiments.

[0054] It should be noted that the upper voltage threshold may differ for different battery types.

[0055] For example, Figure 2 This is a schematic diagram illustrating the upper voltage threshold for entering the power closed loop at different temperatures in embodiments of this application; as shown below. Figure 2 As shown, the first voltage threshold is 2450mV when the temperature is -10℃; and 2650mV when the temperature is 0℃-15℃.

[0056] Here, the first recovery power refers to the phased power recovery target under the first preset condition. The first recovery power is the target power for the initial recovery phase.

[0057] In one possible implementation, the first recovery power can be pre-configured in the vehicle by the developers during the development phase; or, it can be set by the user through a custom interface.

[0058] In another possible implementation, the first recovery power can be determined based on the statistical values ​​between the acquired vehicle battery charge (SOC), current temperature, battery health status (SOH), and limp power. The specific determination method will be explained in detail in the following embodiments and will not be repeated here.

[0059] It should be noted that controlling the discharge power of the vehicle's power battery to increase from the limp power to the first recovery power can also be understood as controlling the discharge power of the vehicle's power battery to recover from the limp power to the first recovery power at a certain slope; for example, the electronic control unit can control the discharge power of the vehicle's power battery to recover from 5KW to 30KW (i.e., the first recovery power) at a slope of 5KW / s.

[0060] In some embodiments, when a vehicle enters limp mode, the electronic control unit can determine whether the duration of the vehicle maintaining limp power is greater than a first time threshold. If the duration of the vehicle maintaining limp power is greater than the first time threshold, the electronic control unit controls the discharge power of the vehicle's power battery to increase from limp power to a first recovery power.

[0061] For example, when a vehicle enters limp mode and the vehicle's limp power is maintained at 5 kW, the electronic control unit can determine whether the duration of the vehicle maintaining 5 kW is greater than 20 ms. If the duration of the vehicle maintaining limp power is greater than 20 ms, the electronic control unit controls the discharge power of the vehicle's power battery to increase from limp power to 30 kW.

[0062] In other embodiments, when the vehicle enters limp mode, the electronic control unit can determine whether the minimum single cell voltage of the vehicle's power battery is greater than a first voltage threshold and whether the increase in the vehicle's battery charge is greater than a first charge threshold. If the voltage of the vehicle's power battery is greater than the first voltage threshold and the increase in the vehicle's battery charge is greater than the first charge threshold, then the discharge power of the vehicle's power battery is controlled to increase from the limp power to the first recovery power.

[0063] For example, when the vehicle enters limp mode and the vehicle's limp power is maintained at 5KW, the electronic control unit can determine whether the minimum single cell voltage of the vehicle's power battery is greater than 2650mV and whether the increase in the vehicle's battery charge is greater than 5% of the total battery charge. If the voltage of the vehicle's power battery is greater than 2650mV and the increase in the vehicle's battery charge is greater than 5% of the total battery charge, then the discharge power of the vehicle's power battery is controlled to increase from the limp power to 30KW.

[0064] In other embodiments, when the vehicle enters limp mode, the electronic control unit can determine whether the duration of the vehicle maintaining limp power is greater than a first time threshold, whether the minimum single cell voltage of the vehicle's power battery is greater than a first voltage threshold, and whether the increase in the vehicle's battery charge is greater than a first charge threshold. If the duration of the vehicle maintaining limp power is greater than the first time threshold, the voltage of the vehicle's power battery is greater than the first voltage threshold, and the increase in the vehicle's battery charge is greater than the first charge threshold, then the discharge power of the vehicle's power battery is controlled to increase from limp power to a first recovery power.

[0065] For example, when a vehicle enters limp mode and the vehicle's limp power is maintained at 5 kW, the electronic control unit can determine whether the duration of the vehicle maintaining 5 kW is greater than 20 ms, and at the same time determine whether the minimum single cell voltage of the vehicle's power battery is greater than 2650 mV and whether the increase in the vehicle's battery charge is greater than 5% of the total battery charge. If the duration of the vehicle maintaining limp power is greater than 20 ms, the voltage of the vehicle's power battery is greater than 2650 mV, and the increase in the vehicle's battery charge is greater than 5% of the total battery charge, then the discharge power of the vehicle's power battery is controlled to increase from limp power to 30 kW.

[0066] S103, if the duration of the first recovery power is greater than the second time threshold, determine whether the vehicle meets the second preset condition.

[0067] The second preset condition is that the minimum single-cell voltage is greater than the second voltage threshold.

[0068] S104, when the vehicle meets the second preset conditions, control the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power.

[0069] Here, the second time threshold can be pre-configured by the system or defined by the user; this application embodiment does not limit this.

[0070] It should be noted that the second time threshold is greater than the first time threshold; for example, the second time threshold can be 3 minutes, 2.5 minutes, etc.

[0071] The second voltage threshold can be determined based on the mapping table between OCV and SOC. It can be understood that the mapping table between OCV and SOC can be a preset mapping table obtained by developers during the development phase based on numerous experiments. For example, Table 1 shows the mapping table between OCV and SOC. From Table 1, it can be seen that different SOCs and different capacities can correspond to different OCVs. Furthermore, the mapping relationship between OCV and SOC is also related to the test rate, test temperature, and SOH; that is, the mapping relationship between OCV and SOC may be different under different test rates, test temperatures, and SOH.

[0072] For example, the second voltage threshold can be the voltage value of OCV corresponding to 5% SOC. As can be seen from Table 1 below, the voltage value of OCV corresponding to 5% SOC is 3157mV, which means that the second voltage threshold can be 3157mV.

[0073] Table 1 Mapping Relationship between OCV and SOC

[0074] Here, the second recovery power refers to the phased power recovery target under the second preset condition. The second recovery power is the maximum power that can be achieved after further verification of battery stability.

[0075] In one possible implementation, the second recovery power can be pre-configured in the vehicle by the developers during the development phase; or it can be customized by the user.

[0076] In another possible implementation, the second recovery power can be determined based on the acquired vehicle battery charge (SOC), current temperature, and battery health status (SOH). The specific determination method will be explained in detail in the following embodiments and will not be repeated here.

[0077] It should be noted that controlling the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power can also be understood as controlling the discharge power of the vehicle's power battery to recover from the first recovery power to the second recovery power at a certain slope; for example, the electronic control unit can control the discharge power of the vehicle's power battery to recover from 30KW to 60KW (i.e., the second recovery power) at a slope of 5KW / s.

[0078] In some embodiments, when the electronic control unit determines that the vehicle is maintaining a first recovery power, it determines whether the duration of the first recovery power is greater than a second time threshold. If the duration of the first recovery power is greater than the second time threshold, it determines whether the minimum single cell voltage of the vehicle's power battery is greater than a second voltage threshold. Further, when the minimum single cell voltage of the vehicle is greater than the second voltage threshold, it controls the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power.

[0079] For example, when the electronic control unit determines that the vehicle maintains a first recovery power of 30KW, it determines whether the duration of the first recovery power is greater than 3 minutes. If the duration of the first recovery power is greater than 3 minutes, it determines whether the minimum single cell voltage of the vehicle's power battery is greater than the voltage value of OCV corresponding to 5% SOC, i.e., 3157mV. Further, if the minimum single cell voltage of the vehicle is greater than 3157mV, it controls the discharge power of the vehicle's power battery to increase from 30KW to 60KW at a slope of 5KW / s.

[0080] In this embodiment, recovery conditions in multiple dimensions, such as time, SOC increment, and voltage rebound, are determined in limp mode, and the discharge power is dynamically adjusted in stages to achieve power recovery in limp mode. This avoids the power fluctuation problem that may be caused by lifting the restriction all at once, thereby achieving more accurate and reliable power management and improving the vehicle's power continuity and user driving experience.

[0081] In some embodiments, the method for determining whether a vehicle has entered limp mode in S101 above may include the following steps: S1011, obtain the minimum single-cell voltage of the vehicle; S1012 controls the discharge power of the vehicle's power battery to decrease to the limp power when the minimum single cell voltage is less than the fourth voltage threshold.

[0082] Here, the minimum single cell voltage refers to the voltage value of the cell with the lowest voltage among all the single cells in the vehicle battery pack.

[0083] It is understandable that because the open-circuit voltage of lithium iron phosphate batteries changes gradually within the middle SOC range (30%-90%), it is easy to cause errors in SOC estimation, resulting in an inflated SOC. Monitoring the minimum single-cell voltage can more accurately reflect the overall energy state of the battery.

[0084] Here, the fourth voltage threshold is used to indicate the lower voltage limit for entering the power closed loop (limp mode) at the current temperature. That is, the lower voltage limit for entering the power closed loop is different at different temperatures and can be calibrated by the developers through experiments.

[0085] It should be noted that the lower voltage threshold can be different for different battery types.

[0086] For example, Figure 3 This is a schematic diagram illustrating the lower voltage threshold for entering the power closed loop at different temperatures in embodiments of this application; as shown below. Figure 3 As shown, the fourth voltage threshold is 1950mV when the temperature is -10℃; and 2150mV when the temperature is 0℃-15℃.

[0087] In some embodiments, the battery management system can obtain the voltage value of the smallest single cell in the vehicle. Further, the temperature sensor in the vehicle collects the current temperature of the vehicle and determines the fourth voltage threshold at the current temperature based on the correspondence between temperature and the fourth voltage threshold. The electronic control unit can compare the voltage of the smallest single cell with the fourth voltage threshold. If the voltage of the smallest single cell is less than the fourth voltage threshold, the discharge power of the vehicle's power battery is controlled to be reduced from the current output power to the limp power.

[0088] For example, the battery management system can obtain the voltage value of the smallest single cell battery in the vehicle as 2300mV; the temperature sensor in the vehicle collects the current temperature of the vehicle as 10°C, and the electronic control unit determines the fourth voltage threshold at the current temperature as 2150mV based on the correspondence between the current temperature and the fourth voltage threshold; if the electronic control unit determines that the voltage of the smallest single cell is greater than the fourth voltage threshold, it controls the discharge power of the vehicle's power battery to maintain the current output power.

[0089] In another example, the battery management system can obtain the voltage value of the smallest single cell in the vehicle as 1800mV; the temperature sensor in the vehicle collects the current temperature of the vehicle as -10℃, and the electronic control unit determines the fourth voltage threshold at the current temperature as 1950mV based on the correspondence between the current temperature and the fourth voltage threshold; if the electronic control unit determines that the voltage of the smallest single cell is less than the fourth voltage threshold, it controls the discharge power of the vehicle's power battery to be reduced from the current output power to the limp power.

[0090] In this embodiment of the application, by obtaining the minimum single cell voltage of the vehicle's power battery and reducing the discharge power to limp power when the minimum single cell voltage is lower than a preset fourth voltage threshold, the true energy state of the battery can be effectively identified, avoiding misjudgment caused by falsely high SOC. This allows for maintaining a certain power output while ensuring battery safety, thereby improving the user's driving experience and the reliability of the system.

[0091] In some embodiments of this application, Figure 4 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 2 ,like Figure 4As shown, the above-mentioned S102 "when the vehicle meets the first preset condition, control the discharge power of the vehicle's power battery to increase from the limp power to the first recovery power" may further include S1021 to S1023, wherein: S1021, if the vehicle meets the first preset condition, based on the road slope, traffic light status and congestion information obtained during the vehicle's driving process, determine whether the vehicle will be under high load conditions in the future preset time.

[0092] Here, road gradient refers to the degree of vertical height change of a road segment traversed by a vehicle during driving, typically expressed as a percentage (%) or angle (°). In this application, road gradient data can be provided in real time via an inertial measurement unit, an in-vehicle navigation system, GPS positioning, and digital maps to assess whether the vehicle is climbing an incline. For example, on uphill sections, the vehicle requires greater traction and higher battery discharge power; while on downhill sections, it may rely more on regenerative braking or brake energy management.

[0093] For example, a horizontal ground can be used as a reference, and positive and negative signs can be used to indicate whether the vehicle is going uphill or downhill; for example, if the road slope of the vehicle is 4%, it indicates that the vehicle is going uphill, and if the road slope of the vehicle is -10%, it indicates that the vehicle is going downhill.

[0094] Here, traffic light status refers to the current operating status of the traffic lights in front of the vehicle or on the road, including red, yellow, and green lights. Traffic light status information can be obtained through vehicle-to-everything (V2X) communication, camera recognition, or intelligent transportation systems to predict whether the vehicle will frequently start and stop while waiting for traffic lights, thereby affecting the load fluctuation of the power battery.

[0095] Here, congestion information refers to the traffic flow density along the vehicle's travel path, typically obtained through vehicle-to-everything (V2X) networks, navigation systems, or traffic radio. Congestion levels can be categorized as mild, moderate, and severe to determine whether vehicles are in a high-energy-consuming state characterized by frequent starts and stops and low-speed driving.

[0096] It's understandable that "high-compatibility conditions" refer to situations where the vehicle requires higher power output during driving, such as climbing hills, rapid acceleration, and starting from a red light. Under high-compatibility conditions, if the battery system determines that its energy reserves are insufficient, it may trigger limp mode again, causing a power interruption.

[0097] Understandably, to determine whether a high-load condition exists, a comprehensive analysis can be conducted, considering road gradient, traffic light status, and traffic congestion, to ascertain whether the vehicle will face high power demands. For example, when a vehicle is about to enter a continuous uphill section without traffic light adjustments, the system can determine that this is a high-load condition. In this situation, the system should not immediately resume high power output to avoid battery over-discharge and triggering the over-discharge protection mechanism.

[0098] In some embodiments, the determination of high operating loads may include one or more of the following: The road gradient is greater than the first gradient threshold and the duration is greater than the first preset duration; The traffic light is red, and the distance between the vehicle and the traffic light intersection ahead is less than the first distance threshold. The vehicle's speed is less than the first speed and the number of times the vehicle starts and stops within the second preset time period exceeds a preset threshold.

[0099] In one possible implementation, the electronic control unit can determine the road gradient and the duration of the gradient, and determine that the vehicle is under high load if the road gradient is detected to be greater than a first gradient threshold and the duration is greater than a first preset duration.

[0100] It's understandable that a steeper slope and a longer duration mean the vehicle needs to continuously provide higher power output, thus increasing battery discharge pressure. For example, if the slope exceeds 5% and lasts for more than 30 seconds, it is considered to be entering a high-load operating condition.

[0101] In this way, by judging both the gradient and the duration, it is possible to effectively distinguish between short-term acceleration and long-term climbing, thereby improving the accuracy of the power limiting strategy.

[0102] In another possible implementation, the electronic control unit can determine the traffic light status. If the traffic light is red and the distance between the vehicle and the intersection ahead is less than a first distance threshold, that is, if the vehicle is waiting for the red light and is close to the red light, the vehicle needs to accelerate rapidly when the traffic light changes from red to green, thus determining that the vehicle is in a high-load state.

[0103] In another possible implementation, the electronic control unit can determine whether the vehicle is in a congested section and needs to frequently start and stop by judging whether the vehicle's driving speed is less than a first driving speed and whether the number of vehicle starts and stops within a second preset time period is greater than a preset number threshold; if the vehicle is in a congested section and needs to frequently start and stop, it can be determined that the vehicle is in a high-load state.

[0104] In other embodiments, the road gradient, traffic light status, and congestion information obtained during the vehicle's driving process can be fed into a pre-trained prediction model to predict whether the vehicle will be under high load conditions within a preset future time.

[0105] S1022, if there is no high-load operating condition within a preset time in the future, control the discharge power of the vehicle's power battery to increase from the limp power to the first recovery power.

[0106] S1023 If a high-load condition exists within a preset time period in the future, the discharge power of the vehicle's power battery is increased from the limp power to the third recovery power.

[0107] The third recovery power is less than the first recovery power.

[0108] Here, the third recovery power is an intermediate value between the limp power and the first recovery power. The purpose of setting the third recovery power is to avoid premature recovery of high power under high load conditions and prevent secondary triggering of over-discharge protection. For example, assuming the limp power is 5kW and the first recovery power is 10kW, the third recovery power might be 7kW. The selection of the third recovery power needs to consider the battery's artificially high SOC characteristics, the voltage hysteresis effect of LFP batteries, and the safety boundaries in actual use scenarios. The introduction of the third recovery power allows the vehicle to maintain a certain level of power output when facing potentially high load scenarios, while avoiding the risk of battery over-discharge.

[0109] In some embodiments, the electronic control unit predicts whether the vehicle may experience high-load conditions in the future based on road gradient, traffic light status, and congestion information. If the vehicle does not experience high-load conditions in the future within a preset time, it indicates that the discharge power of the vehicle's power battery can be increased from the limp power to the first recovery power. Conversely, if the vehicle experiences high-load conditions in the future within a preset time, in order to avoid prematurely restoring high power under high-load conditions, thereby triggering over-discharge protection again, the discharge power of the vehicle's power battery can be increased from the limp power to the third recovery power.

[0110] In this embodiment, a multi-dimensional judgment is made based on road slope, traffic light status and congestion information to determine whether the vehicle is under high load. The power battery discharge power recovery strategy is dynamically adjusted according to the judgment results. The power recovery is divided into more detailed stages, which can effectively avoid the false recovery phenomenon caused by instantaneous voltage rebound or algorithm error. This can improve the driving stability of the vehicle under complex road conditions and the user driving experience.

[0111] In some embodiments of this application, the following steps may be included after S103 described above: If the vehicle does not meet the second preset condition, determine whether the vehicle meets the third preset condition; If the vehicle does not meet the third preset condition, control the discharge power of the vehicle's power battery to be reduced from the first recovery power to the limp power. When the vehicle meets the third preset condition, the discharge power of the vehicle's power battery is controlled to be maintained at the first recovery power.

[0112] The third preset condition is that the minimum single-cell voltage is greater than the third voltage threshold.

[0113] Here, the third voltage threshold can be determined based on the mapping relationship between OCV and SOC in Table 1 above. For example, the third voltage threshold can be the OCV voltage value corresponding to 0% SOC. As shown in Table 1, the OCV voltage value corresponding to 0% SOC is 2695mV, meaning the third voltage threshold can be 2695mV. The third voltage threshold represents the theoretical minimum voltage of the battery in a fully discharged state, typically lower than the normal operating range.

[0114] It should be noted that the voltage value corresponding to the third voltage threshold was calibrated by the developers through experiments and serves as an important reference for determining whether the battery is close to being completely discharged.

[0115] In some embodiments, when the electronic control unit determines that the vehicle does not meet the second preset condition, that is, the minimum single cell voltage of the vehicle's power battery is less than the second voltage threshold, it determines whether the minimum single cell voltage of the vehicle is greater than the third voltage threshold; when the minimum single cell voltage of the vehicle is greater than the third voltage threshold, it controls the discharge power of the vehicle's power battery to be maintained at the first recovery power; conversely, when the minimum single cell voltage of the vehicle is less than the third voltage threshold, it controls the discharge power of the vehicle's power battery to decrease from the first recovery power to the limp power at a preset slope.

[0116] For example, when the electronic control unit determines that the minimum single cell voltage of the vehicle power battery is less than the voltage value of the OCV corresponding to 5% SOC (second voltage threshold), it determines whether the minimum single cell voltage of the vehicle power battery is greater than the voltage value of the OCV corresponding to 0% SOC (third voltage threshold). If the minimum single cell voltage is less than the voltage value of the OCV corresponding to 0% SOC, the discharge power of the vehicle power battery is controlled to decrease from the first recovery power (e.g., 30 kW) to the limp power of 5 kW at a slope of 5 kW / s. If the minimum single cell voltage is greater than the voltage value of the OCV corresponding to 0% SOC, the discharge power of the vehicle power battery is controlled to be maintained at the first recovery power (30 kW).

[0117] In this embodiment, if the minimum single-cell voltage is detected to be between the second voltage threshold and the third voltage threshold, it indicates that the battery still has a certain energy reserve. At this time, the first recovery power can be maintained, which is beneficial to maintaining the continuity of the power system and avoiding battery damage caused by over-discharge. If the minimum single-cell voltage is detected to be lower than the third voltage threshold, the discharge power of the power battery is gradually reduced from the first recovery power to the limp power. This can control the discharge power of the power battery to be reduced from the first recovery power to the limp power, thereby reducing the impact on the user's driving experience.

[0118] In some embodiments of this application, the method for determining the first recovery power may include the following steps: The first power is determined based on the vehicle's battery charge (SOC), current temperature, and battery health status (SOH).

[0119] Here, State of Health (SOH) indicates the health status of the battery, reflecting the degree of performance degradation compared to a brand new battery, and is usually expressed as a percentage. The lower the SOH, the more severe the battery aging, and the more limited its usable energy and power output capabilities.

[0120] In some embodiments, the vehicle's battery charge state of charge (SOC) and the vehicle's current temperature can be obtained, and an initial power can be determined from a preset power mapping table based on the SOC and the current temperature; further, the vehicle's battery state of health (SOH) can be obtained, and the product of the initial power and the SOH can be calculated to obtain a first power.

[0121] As can be understood, a power map is a pre-calibrated mapping relationship that allows you to look up the corresponding theoretical maximum discharge power value (i.e., initial power) based on parameters such as battery SOC and temperature.

[0122] The second power is determined based on the limp power and the first coefficient.

[0123] The first coefficient can be determined based on the ratio between the power value corresponding to the preset discharge rate and the limp power; that is, the ratio between the power value corresponding to the preset discharge rate and the limp power can be calculated and rounded to determine the first coefficient; the first coefficient can be used to linearly amplify the limp power to form a reasonable upper limit for power recovery.

[0124] For example, if the preset discharge rate is 1C, the theoretical power corresponding to the 1C discharge rate is 50kW, and the limp power is 5kW, then the first coefficient can be 10.

[0125] It should be noted that the preset discharge rate can be calibrated by the developers based on experiments during the development phase, or set by the user based on a custom interface and real-time scenario. This application embodiment does not limit this.

[0126] The smaller power between the first power and the second power is determined as the first recovery power.

[0127] In some embodiments, after determining the first power and the second power, the electronic control unit may compare the power values ​​of the first power and the second power and determine the smaller power value as the first recovery power.

[0128] It can be understood that the first recovery power refers to the power value that the battery is allowed to gradually recover from the limp power to after meeting certain recovery conditions. The first recovery power is determined by the smaller value between the first power and the second power mentioned above, thereby ensuring that the most conservative recovery strategy is adopted under multiple constraints.

[0129] In this embodiment of the application, by taking the smaller value between the first power and the second power as the first recovery power, it is possible to ensure that the most conservative recovery strategy is adopted under multiple constraints, thereby improving the reliability and safety of the power recovery process, and thus extending battery life and improving the overall vehicle power performance.

[0130] In some embodiments of this application, the method for determining the second recovery power may include the following steps: Obtain the vehicle's battery charge (SOC), current temperature, and battery health status (SOH); The third power is determined from the first mapping table based on the battery's state of charge (SOC) and current temperature. The second recovery power is determined by multiplying the third power and the battery state of health (SOH).

[0131] Here, the first mapping table is a pre-calibrated table used to map battery state of charge (SOC) and current temperature to the corresponding theoretical maximum discharge power value. The first mapping table can be established based on experimental data from different battery types, temperature ranges, and battery SOC levels, ensuring that a reasonable power reference value is provided under various operating conditions. For example, when the battery SOC is 80% and the current temperature is 25℃, the first mapping table might provide a corresponding maximum power value P1.

[0132] The third power refers to the power value obtained from the first mapping table, which represents the maximum power that the power battery can theoretically output under the current battery charge SOC and current temperature conditions.

[0133] In some embodiments, the vehicle's battery charge state of charge (SOC) and the vehicle's current temperature can be obtained, and a third power can be determined from a preset power mapping table based on the SOC and the current temperature; further, the vehicle's battery state of health (SOH) can be obtained, and the product of the third power and the SOH can be calculated to obtain a second recovery power.

[0134] In this embodiment of the application, by acquiring the battery charge SOC, current temperature and battery health SOH, and combining the first mapping table and the operation of product, the state of charge of the power battery, ambient temperature and health status can be comprehensively considered, thereby more accurately determining the upper limit of the available power of the power battery, and thus achieving more stable and reliable discharge power recovery control.

[0135] In some embodiments of this application, Figure 5 This is a schematic diagram of the overall process of a vehicle control method provided in an embodiment of this application, such as... Figure 5 As shown, the method includes S501 to S510, wherein: S501 obtains the minimum single-cell voltage of the vehicle.

[0136] S502, determine whether the minimum single-cell voltage is less than the fourth voltage threshold; if so, execute S503.

[0137] The fourth voltage threshold is used to indicate the lower voltage limit threshold for entering the power closed loop (limp mode) at the current temperature.

[0138] S503 controls the discharge power of the vehicle's power battery to be reduced to the limp power.

[0139] S504: Determine whether the vehicle meets the first preset condition. If so, proceed to S505.

[0140] The first preset condition includes the duration of limp power being greater than a first time threshold, and / or the voltage of the vehicle's power battery being greater than a first voltage threshold and the increase in the vehicle's battery charge being greater than a first charge threshold.

[0141] S505 controls the discharge power of the vehicle's power battery to increase from the limp power to the first recovery power.

[0142] S506: If the duration of the first recovery power is greater than the second time threshold, determine whether the vehicle meets the second preset condition. If yes, proceed to S507; otherwise, proceed to S508. The second preset condition is that the minimum single-cell voltage is greater than the second voltage threshold.

[0143] S507 controls the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power.

[0144] S508, determine whether the vehicle meets the third preset condition; if yes, proceed to S509; otherwise, proceed to S510.

[0145] The third preset condition is that the minimum single-cell voltage is greater than the third voltage threshold.

[0146] S509 controls the discharge power of the vehicle's power battery to maintain the first recovery power.

[0147] S510 controls the discharge power of the vehicle's power battery to decrease from the first recovery power to the limp power.

[0148] The following describes the application of the vehicle control method provided in the embodiments of this application in a real-world scenario.

[0149] In some embodiments, this application relates to the field of power control for new energy vehicles, which can control the discharge power recovery of the power battery based on real-time indicators such as power recovery time, temperature, and SOC.

[0150] This application provides a strategy for controlling the recovery of power battery discharge power. It combines the recovery power duration with SOC rebound and voltage rebound values ​​to control battery discharge power from multiple dimensions, preventing "pseudo-recovery" of power. This mainly includes vehicle limp-state recognition, first-stage recovery power recognition, and second-stage recovery power recognition. Specifically, it includes: identifying whether the minimum single-cell voltage is lower than Vtg_0; if so, the power is limited to a limp-state power of 5 kW / s. Then, it judges the duration of entering the limp-state power, the SOC increase, and the voltage rebound value. If the recovery conditions are met, the power recovers to the first-stage recovery power at 5 kW / s. Then, it compares the duration of entering the first-stage recovery power and the minimum single-cell voltage with the voltage value corresponding to 5% SOC from the OCV table. If they match, the power recovers to the second-stage recovery power at 5 kW / s; if not, the power is limited to the limp-state power at 5 kW / s or the vehicle continues to operate at the first-stage recovery power.

[0151] In some embodiments, vehicle limp state recognition includes the following steps: Input information such as the current vehicle operating status, battery SOC, current, temperature, and voltage.

[0152] The minimum cell voltage in the BMS is determined. If the minimum cell voltage is lower than Vtg_0 (i.e., the fourth voltage threshold in the above embodiment), the power is limited to a limp power of 5 kW / s. Here, Vtg_0 is the lower limit of the voltage threshold for achieving closed-loop power at the current temperature, which can be calibrated according to different battery types and temperatures.

[0153] In some embodiments, the first-stage recovery power identification includes the following steps: Once the vehicle enters limp power mode, a timer is started. If the duration of limp power mode exceeds 20 seconds (i.e., the first time threshold in the above embodiment) or the SOC recovery value exceeds 5% (i.e., the first charge threshold in the above embodiment) and the voltage rebounds to Vtg_100 (i.e., the first voltage threshold in the above embodiment), the power recovers to the first stage recovery power (i.e., the first recovery power in the above embodiment) at a rate of 5 kW / s. Here, Vtg_100 is the upper limit of the voltage threshold at which the power achieves closed-loop operation at the current temperature.

[0154] In some embodiments, the magnitude of the first-stage recovery power can be determined by multiplying the SOC and temperature power MAP lookup table value by the SOH, and then by multiplying the limp power by a first coefficient, taking the smaller value. The first coefficient is determined by dividing the power value corresponding to the 1C discharge rate by the limp power, rounded to the nearest integer. If the above conditions are not met, the vehicle continues to remain in a limp state.

[0155] In some embodiments, second-stage power recovery identification may include the following steps: The logic for determining the next power recovery after the first stage power recovery duration exceeds 3 minutes is as follows: When the vehicle enters the first stage power recovery period exceeding 3 minutes (i.e., the second time threshold in the above embodiment), the lowest single-cell voltage value in the BMS is determined. If the lowest single-cell voltage is greater than the voltage value corresponding to 5% SOC looked up in the OCV table (i.e., the second voltage threshold in the above embodiment), the power is restored to the second stage power (i.e., the second recovery power in the above embodiment) at 5 kW / s. The second stage recovery power is the SOC, the power MAP lookup table value under the temperature condition, multiplied by the SOH.

[0156] In some embodiments, if the lowest single-cell voltage value is less than the voltage value corresponding to the OCV table (i.e., Table 1 above) when looking up 5% SOC and the lowest single-cell voltage is greater than the voltage value corresponding to the OCV table when looking up 0% SOC (i.e., the third voltage threshold in the above embodiments), the power continues to maintain the first-stage recovery power; if the lowest single-cell voltage is less than the voltage value corresponding to the OCV table when looking up 0% SOC, the power is limited to a limp power of 5 kW / s.

[0157] The embodiments of this application include one or more of the following: 1. Multi-dimensional recovery judgment fusion: In the time dimension, a phased duration threshold is introduced (20s initial recovery + 3 minutes steady-state verification) to avoid instantaneous operating condition interference, allowing sufficient time to eliminate polarization voltage noise and ensure the authenticity of the recovery conditions. In the energy dimension, the SOC increment (5%) is combined with the OCV table mapping (voltage value corresponding to 5% SOC) to verify the authenticity of the energy rather than algorithm error. In the voltage dimension, the lowest single-cell voltage is dynamically compared with the calibration threshold (Vtg_0 / Vtg_100), and associated with the OCV curve feature points (0% / 5% SOC voltage).

[0158] 2. Power is restored gradually in stages. In the first stage, the power is restored to the limited power (the smaller value of MAP lookup value * SOH and limp power factor) based on SOC / voltage conditions to avoid excessive rebound. In the second stage, after 3 minutes of steady-state monitoring, if the voltage meets the standard, the power is fully restored to the theoretical maximum power (MAP * SOH).

[0159] The beneficial effects of this application include: 1. Reducing "pseudo-recovery" events by more than 90%, improving power continuity in high-power scenarios. 2. Providing a dedicated BMS strategy for LFP batteries to compensate for their voltage characteristic shortcomings. Furthermore, the staged recovery model can be extended to other battery chemistry systems (such as NMC).

[0160] Based on the above embodiments, this application also provides a vehicle control device. Figure 6 This is a schematic diagram of the composition of a vehicle control device provided in an embodiment of this application. As shown in the figure, the vehicle control device 600 includes a first determining unit 601, a first controlling unit 602, a second determining unit 603, and a second controlling unit 604, wherein: The first determining unit 601 is used to determine the limp power of the vehicle's power battery when the vehicle is in limp mode. The first control unit 602 is used to control the discharge power of the vehicle power battery to increase from the limp power to the first recovery power when the vehicle meets the first preset conditions; wherein the first preset conditions include the duration of the limp power being greater than a first time threshold, and / or the voltage of the vehicle power battery being greater than a first voltage threshold and the increase in the vehicle battery charge being greater than a first charge threshold. The second determining unit 603 is used to determine whether the vehicle meets a second preset condition when the duration of the first recovery power is greater than a second time threshold; wherein the second preset condition is that the minimum single-cell voltage is greater than a second voltage threshold. The second control unit 604 is used to control the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power when the vehicle meets the second preset conditions.

[0161] In some embodiments of this application, the first control unit 602 is further configured to determine whether the vehicle is under high load conditions within a future preset time, based on the road slope, traffic light status and congestion information obtained during the vehicle's driving process, when the vehicle meets the first preset conditions. If there are no high-load operating conditions within a preset time period in the future, the discharge power of the vehicle's power battery will be increased from the limp power to the first recovery power. If a high-load condition exists within a preset time period in the future, the discharge power of the vehicle's power battery will be increased from the limp power to the third recovery power; wherein the third recovery power is less than the first recovery power.

[0162] In some embodiments of this application, the high-load operating condition includes one or more of the following: The road gradient is greater than the first gradient threshold and the duration is greater than the first preset duration; The traffic light is red, and the distance between the vehicle and the traffic light intersection ahead is less than the first distance threshold. The vehicle's speed is less than the first speed and the number of times the vehicle starts and stops within the second preset time period exceeds a preset threshold.

[0163] In some embodiments of this application, the vehicle control device 600 further includes a third determining unit, a third control unit, and a fourth control unit, wherein: The third determining unit is used to determine whether the vehicle meets the third preset condition if the vehicle does not meet the second preset condition; wherein the third preset condition is that the minimum single-cell voltage is greater than the third voltage threshold. The third control unit is used to control the discharge power of the vehicle's power battery to decrease from the first recovery power to the limp power when the vehicle does not meet the third preset condition. The fourth control unit is used to control the discharge power of the vehicle's power battery to be maintained at the first recovery power when the vehicle meets the third preset condition.

[0164] In some embodiments of this application, the first control unit 602 is further configured to determine the first power based on the acquired battery charge SOC, current temperature, and battery health state SOH of the vehicle; The second power is determined based on the limp power and the first coefficient; wherein the first coefficient is determined based on the proportional relationship between the power value corresponding to the preset discharge rate and the limp power; The smaller power between the first power and the second power is determined as the first recovery power.

[0165] In some embodiments of this application, the second control unit 604 is also used to acquire the vehicle's battery charge (SOC), current temperature, and battery health status (SOH). The third power is determined from the first mapping table based on the battery's state of charge (SOC) and current temperature. The second recovery power is determined by multiplying the third power and the battery state of health (SOH).

[0166] In some embodiments of this application, the vehicle control device 600 further includes an acquisition unit and a fifth control unit, wherein: Acquisition unit, used to acquire the minimum individual voltage of the vehicle; The fifth control unit is used to control the discharge power of the vehicle's power battery to decrease to the limp power when the minimum single cell voltage is less than the fourth voltage threshold.

[0167] It should be noted that, in the embodiments of this application, if the above methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of software products. These software products are stored in a storage medium and include several instructions to cause an electronic device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory, magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0168] This application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the computer program to implement the above-described method.

[0169] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method. The computer-readable storage medium can be transient or non-transient.

[0170] This application also provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In one optional embodiment, the computer program product is specifically embodied as a computer storage medium; in another optional embodiment, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0171] It should be noted that, Figure 7This is a schematic diagram of the hardware entity of a vehicle provided in an embodiment of this application, such as... Figure 7 As shown, the hardware entity of the vehicle 700 includes: a processor 701, a communication interface 702, and a memory 703, wherein: The processor 701 typically controls the overall operation of the vehicle 700.

[0172] The communication interface 702 enables the vehicle 700 to communicate with other terminals or servers via a network.

[0173] The memory 703 is configured to store instructions and applications executable by the processor 701, and can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data, and video communication data) in the processor 701 and various modules in the electronic device 700. It can be implemented using flash memory or RAM. Data transfer between the processor 701, the communication interface 702, and the memory 703 can be performed via bus 704.

[0174] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0175] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0176] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0177] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components may be combined, or integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0178] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0179] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0180] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory, magnetic disks, or optical disks.

[0181] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0182] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle is in limp mode, determine the limp power of the vehicle's power battery; When the vehicle meets a first preset condition, the discharge power of the vehicle's power battery is controlled to increase from the limp power to a first recovery power; wherein, the first preset condition includes the duration of the limp power being greater than a first time threshold, and / or, the voltage of the vehicle's power battery being greater than a first voltage threshold and the increase in the vehicle's battery charge being greater than a first charge threshold. If the duration of the first recovery power is greater than the second time threshold, it is determined whether the vehicle meets the second preset condition; wherein, the second preset condition is that the minimum single-cell voltage is greater than the second voltage threshold. When the vehicle meets the second preset condition, the discharge power of the vehicle's power battery is controlled to increase from the first recovery power to the second recovery power.

2. The method according to claim 1, characterized in that, When the vehicle meets the first preset condition, controlling the discharge power of the vehicle's power battery to increase from the limp power to the first recovery power includes: If the vehicle meets the first preset condition, based on the road gradient, traffic light status and congestion information obtained during the vehicle's driving process, it is determined whether the vehicle will be under high load conditions within a preset future time. If there are no high-load operating conditions within a preset time period in the future, the discharge power of the vehicle's power battery is controlled to increase from the limp power to the first recovery power; If a high-load condition exists within a preset time period in the future, the discharge power of the vehicle's power battery is controlled to increase from the limp power to the third recovery power; wherein the third recovery power is less than the first recovery power.

3. The method according to claim 2, characterized in that, The high-load operating conditions include one or more of the following: The road gradient is greater than a first gradient threshold and the duration is greater than a first preset duration; The traffic light is red, and the distance between the vehicle and the traffic light intersection ahead is less than a first distance threshold. The vehicle's driving speed is less than the first driving speed, and the number of times the vehicle starts and stops within the second preset time period is greater than a preset number threshold.

4. The method according to claim 1, characterized in that, The method further includes: If the vehicle does not meet the second preset condition, determine whether the vehicle meets the third preset condition; wherein, the third preset condition is that the minimum single-cell voltage is greater than a third voltage threshold. If the vehicle does not meet the third preset condition, the discharge power of the vehicle's power battery is controlled to decrease from the first recovery power to the limp power. When the vehicle meets the third preset condition, the discharge power of the vehicle's power battery is controlled to be maintained at the first recovery power.

5. The method according to any one of claims 1 to 4, characterized in that, The method for determining the first recovery power includes: The first power is determined based on the obtained battery charge SOC, current temperature, and battery health state SOH of the vehicle. The second power is determined based on the limp power and the first coefficient; wherein the first coefficient is determined based on the proportional relationship between the power value corresponding to the preset discharge rate and the limp power; The smaller power between the first power and the second power is determined as the first recovery power.

6. The method according to any one of claims 1 to 4, characterized in that, The method for determining the second recovery power includes: Obtain the vehicle's battery charge (SOC), current temperature, and battery health status (SOH); The third power is determined from the first mapping table based on the battery charge SOC and the current temperature; The second recovery power is determined based on the product of the third power and the battery health state (SOH).

7. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Obtain the minimum unit voltage of the vehicle; When the minimum single-cell voltage is less than the fourth voltage threshold, the discharge power of the vehicle power battery is controlled to be reduced to the limp power.

8. A vehicle control device, characterized in that, The device includes: The first determining unit is configured to determine the limp power of the vehicle's power battery when the vehicle is in limp mode. A first control unit is configured to control the discharge power of the vehicle's power battery to increase from the limp power to a first recovery power when the vehicle meets a first preset condition; wherein the first preset condition includes the duration of the limp power being greater than a first time threshold, and / or the voltage of the vehicle's power battery being greater than a first voltage threshold and the increase in the vehicle's battery charge being greater than a first charge threshold. The second determining unit is used to determine whether the vehicle meets a second preset condition when the duration of the first recovery power is greater than a second time threshold; wherein the second preset condition is that the minimum single-cell voltage is greater than a second voltage threshold. The second control unit is configured to control the discharge power of the vehicle's power battery to increase from the first recovery power to the second recovery power when the vehicle meets the second preset condition.

9. A vehicle comprising a processor and a memory, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the steps of the method described in any one of claims 1 to 7.

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