Vehicle battery power consumption management method and related equipment

Abstract

The invention discloses a vehicle battery power consumption management method and related equipment, and relates to the technical field of new energy vehicles, and the method comprises the steps: controlling a power battery to supply power to a low-voltage load of a whole vehicle through a first DCDC module under the condition that a target vehicle is in a high-voltage working state, and determining a charge state value through a battery management system; under the condition of the low-voltage working state, a second DCDC module arranged in a power battery pack is controlled to supply power to a low-voltage load of the whole vehicle, and the battery management system is controlled to enter a dormant state; obtaining the target accumulated power consumption of the second DCDC module during the power supply period; and under the condition of switching from the low-voltage working state to the high-voltage working state, determining a current charge state value based on the target accumulated power consumption and a charge state value stored before the battery management system enters the dormant state. According to the invention, the continuity and precision of charge state calculation can be ensured while the energy consumption of the whole vehicle is reduced and the service life of the battery management system is prolonged.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and more specifically, to a vehicle battery power consumption management method and related equipment. Background Technology

[0002] With the rapid development of new energy vehicle technology, the degree of vehicle electrification is constantly improving, and the functions of the whole vehicle are becoming more and more diversified. For example, the application scenarios of functions such as in-vehicle refrigerators, sentry mode, OTA remote upgrades, and in-vehicle entertainment systems are constantly expanding. While these functions bring intelligence and convenience, they also put forward higher requirements for the vehicle's power management system.

[0003] In related technologies, vehicle battery power management typically relies on a high-voltage power supply system to distribute energy across the vehicle. This means that the high-voltage system maintains power supply during vehicle operation, charging, and standby, with the battery management system (BMS) calculating the state of charge (SOC) value in real time. However, when the vehicle is in a non-high-voltage operating condition (such as hibernation or static mode), the BMS needs to remain continuously active to monitor the SOC. This results in the high-voltage system being powered on for extended periods, consuming significant energy, and preventing the system's controllers from entering hibernation mode, leading to substantial energy waste. Furthermore, the BMS cannot accurately collect energy consumption data from low-voltage loads during hibernation, and the SOC estimation results are prone to deviation under low-power conditions. This results in inaccurate SOC calculations when the vehicle is reactivated or when high-voltage switching occurs, affecting the reliability and safety of the vehicle's energy management. In other words, existing technologies generally suffer from high energy consumption, limited battery management system lifespan, and insufficient accuracy in SOC calculations during hibernation in low-voltage vehicle operation scenarios. Summary of the Invention

[0004] The summary section of this application introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. The summary section of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0005] The vehicle battery power consumption management method and related equipment provided in this application can reduce the overall vehicle energy consumption and extend the life of the battery management system by using different power supply and charge state value calculation mechanisms under high and low voltage conditions, while ensuring the continuity and accuracy of charge state calculation, thereby improving the efficiency and reliability of vehicle energy management.

[0006] In a first aspect, this application provides a vehicle battery power consumption management method, applied to a target vehicle, comprising: when the target vehicle is in a high-voltage operating state, controlling the power battery to supply power to the low-voltage load of the target vehicle through a first DC-DC module, and the battery management system of the target vehicle determining the state of charge (SOC) value of the target vehicle; when the target vehicle is in a low-voltage operating state, controlling a second DC-DC module disposed in the power battery pack to supply power to the low-voltage load of the vehicle, and controlling the battery management system to enter a dormant state, wherein the power of the second DC-DC module is less than the power of the first DC-DC module, and the second DC-DC module integrates a microprocessor and a current sampling circuit; acquiring the target cumulative power consumption of the second DC-DC module during the power supply period, wherein the power supply period is the period during which the second DC-DC module supplies power to the low-voltage load of the vehicle; when the target vehicle switches from the low-voltage operating state to the high-voltage operating state, determining the current SOC value of the target vehicle based on the target cumulative power consumption and the SOC value stored by the battery management system before entering the dormant state.

[0007] In some embodiments, when the target vehicle is in a low-voltage operating state, controlling the second DC-DC module located in the power battery pack to supply power to the low-voltage load of the vehicle and controlling the battery management system to enter a sleep state includes: receiving an activation command corresponding to a target function through the vehicle controller area network of the target vehicle, wherein the target function includes at least one of sentry mode, onboard refrigerator operation, and over-the-air (OTA) technology upgrade; in response to the activation command, the battery management system sends a start command and an output voltage request to the second DC-DC module; controlling other vehicle controllers, except for the controllers executing the target function and the second DC-DC module, to enter a sleep state; and adjusting the operating state of the second DC-DC module based on the start command and the output voltage request to supply power to the low-voltage load of the vehicle.

[0008] In some implementations, receiving the activation command corresponding to the target function through the vehicle controller area network of the target vehicle includes: obtaining an initial command from the in-vehicle central control system or remote communication module through the gateway controller of the target vehicle; sending the initial command to the vehicle integrated control unit of the target vehicle through the vehicle controller area network; and performing function identification on the initial command through the vehicle integrated control unit to generate the activation command corresponding to the target function.

[0009] In some embodiments, obtaining the target cumulative power consumption of the second DC-DC module during power supply includes: acquiring output current data during power supply through the current sampling circuit integrated in the second DC-DC module; performing ampere-hour integration calculation based on the output current data through the microprocessor integrated in the second DC-DC module to obtain an initial cumulative power consumption; and multiplying the initial cumulative power consumption by a preset conversion coefficient to generate the target cumulative power consumption for calculating the state of charge value.

[0010] In some implementations, determining the current state of charge (SOC) of the target vehicle based on the target cumulative power consumption and the SOC value stored by the battery management system before entering the dormant state includes: retrieving the SOC value stored before entering the dormant state from the non-volatile memory of the battery management system, and using the SOC value stored before entering the dormant state as a reference SOC value; determining a SOC compensation amount based on the target cumulative power consumption, the rated capacity of the power battery, and its health status parameters; determining the difference between the reference SOC value and the SOC compensation amount as the first estimated SOC value; and determining the current SOC value of the target vehicle based on the first estimated SOC value.

[0011] In some implementations, determining the current state of charge (SOC) of the target vehicle based on the first estimated SOC value includes: acquiring the duration of the target vehicle's operation in the low-voltage state; determining the first estimated SOC value as the current SOC value of the target vehicle if the duration is less than a preset duration threshold; acquiring the current open-circuit voltage of the power battery if the duration is equal to or less than the preset duration threshold; determining a second estimated SOC value based on the current open-circuit voltage and a preset voltage-SOC mapping relationship; and determining the current SOC value of the target vehicle based on the first estimated SOC value and the second estimated SOC value.

[0012] In some implementations, determining the current state of charge (SOC) of the target vehicle based on the first estimated SOC and the second estimated SOC includes: if the target vehicle is in charging mode, determining the larger of the first estimated SOC and the second estimated SOC as the current SOC of the target vehicle; if the operating mode is discharging mode, determining the smaller of the first estimated SOC and the second estimated SOC as the current SOC of the target vehicle.

[0013] Secondly, this application also provides a vehicle battery power consumption management device, applied to a target vehicle, comprising: a high-voltage power supply unit, configured to control the power battery to supply power to the low-voltage load of the target vehicle through a first DC-DC module when the target vehicle is in a high-voltage operating state, and the battery management system of the target vehicle to determine the state of charge (SOC) value of the target vehicle; a low-voltage power supply unit, configured to control a second DC-DC module disposed in the power battery pack to supply power to the low-voltage load of the vehicle when the target vehicle is in a low-voltage operating state, and to control the battery management system to enter a dormant state, wherein the power of the second DC-DC module is less than the power of the first DC-DC module, and the second DC-DC module integrates a microprocessor and a current sampling circuit; a power consumption determination unit, configured to acquire the target cumulative power consumption of the second DC-DC module during the power supply period, wherein the power supply period is the period during which the second DC-DC module supplies power to the low-voltage load of the vehicle; and a SOC determination unit, configured to determine the current SOC value of the target vehicle based on the target cumulative power consumption and the SOC value stored by the battery management system before entering the dormant state when the target vehicle switches from the low-voltage operating state to the high-voltage operating state.

[0014] Thirdly, this application also provides an electronic device, including: a memory and a processor, wherein the processor is configured to implement the steps of the vehicle battery power consumption management method described in the first aspect when executing a computer program stored in the memory.

[0015] Fourthly, this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle battery power consumption management method described in the first aspect.

[0016] Fifthly, this application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the steps of the vehicle battery power consumption management method provided in the embodiments of this application.

[0017] In summary, this application achieves optimized management of vehicle energy consumption by employing differentiated power supply strategies under different vehicle operating states. When the target vehicle is in a high-voltage operating state, the power battery supplies power to the vehicle's low-voltage load via the first DC-DC module, and the battery management system calculates the state of charge (SOC) value in real time. When the vehicle is in a low-voltage operating state, the second DC-DC module built into the power battery pack independently supplies power to the low-voltage load, eliminating the need for the vehicle to maintain high-voltage power, thus significantly reducing energy consumption under static conditions. In the low-voltage operating state, the battery management system is controlled to enter a dormant state, preventing it from running for extended periods. This reduces the power consumption of the battery management system, effectively extends its lifespan, and improves the long-term performance of the vehicle battery. The reliability and stability of the process are ensured. The second DC-DC module, with its built-in microprocessor and current sampling circuit, can collect current in real time during low-voltage power supply and calculate the power consumption during this period. By recording and storing this power consumption data, the energy use during the low-voltage operation phase can be accurately quantified, providing an accurate basis for subsequent correction calculations of the state of charge (SOC). When the vehicle switches from low-voltage to high-voltage operation, the SOC stored in the battery management system before hibernation and the accumulated power consumption data of the second DC-DC module are used to calculate the current accurate SOC value. This not only ensures the continuity and accuracy of SOC calculation but also achieves high efficiency and reliability of vehicle energy management while reducing energy consumption and extending system lifespan. In summary, the vehicle battery power consumption management method provided in this application, by using different power supply and SOC calculation mechanisms under high-voltage and low-voltage conditions, achieves the goal of reducing vehicle energy consumption, extending the battery management system lifespan, and ensuring the continuity and accuracy of SOC calculation, thereby improving the efficiency and reliability of vehicle energy management. Attached Figure Description

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating a vehicle battery power consumption management method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the composition structure of a vehicle battery power consumption management device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the composition structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] The terms used in the specification, claims, and drawings of this application, such as "first," "second," "third," "fourth," etc. (if any), are used to distinguish similar objects and not to describe a specific order or sequence. Therefore, it is to be understood that these terms can be used interchangeably where appropriate, allowing the described embodiments to be used in different orders, unless specifically required by the illustrations or description. Furthermore, the terms "is" and "has," and any variations thereof, are intended to cover, non-exclusively, all possible constituent elements. For example, a process, method, system, product, or apparatus comprising several steps or units is not necessarily limited to the steps or units explicitly listed, but may also include other steps or units not explicitly listed, or steps or units inherent to the process, method, product, or apparatus.

[0020] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (e.g., processing circuitry or memory), or a combination of both. One or more processors or memories can implement one or more modules or units. Furthermore, each module or unit can also be part of a larger module or unit.

[0021] The technical solutions of this application will be described in detail below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are only a part of this application, and not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0022] Figure 1 This is a schematic flowchart illustrating a vehicle battery power consumption management method provided in an embodiment of this application. For example, see [link to example]. Figure 1 The vehicle battery power consumption management method provided in this application embodiment may include the following steps 101 to 104: Step 101: When the target vehicle is in a high-voltage operating state, control the power battery to supply power to the low-voltage load of the target vehicle through the first DC-DC module, and the battery management system of the target vehicle determines the state of charge value of the target vehicle. In some examples, the target vehicle is a new energy vehicle to which the vehicle battery power consumption management method of this application is applied, including pure electric vehicles, plug-in hybrid electric vehicles, etc. High-voltage operating state is the state in which the target vehicle requires the power battery to output high-voltage electrical energy to support the operation of core functions. This can include scenarios such as vehicle driving, DC charging, and AC charging. It can be determined by the state signals collected by the Vehicle Integrated Control Unit (VIUC). For example, when the accelerator pedal is depressed and the motor controller is activated, it is determined to be a driving state (one type of high-voltage operating state); when the charging gun is inserted into the charging interface and the charging controller is activated, it is determined to be a charging state (another type of high-voltage operating state). The power battery is a high-voltage battery pack that provides the main power energy for the target vehicle. It can be composed of multiple individual cells connected in series or parallel, and has high capacity and high voltage characteristics. The first DC-DC module is a high-power DC-DC converter (DCDC) in the target vehicle used to convert the high-voltage DC power from the power battery into low-voltage DC power. It is mainly used to supply power to low-voltage loads under high-voltage operating conditions; for example, a first DC-DC module with a rated power of 2kW can convert 380V high-voltage power into 12V low-voltage power. The low-voltage load of the vehicle refers to the electrical components in the target vehicle that require low-voltage (usually 12V) power supply. This encompasses equipment related to vehicle operation and auxiliary functions, and can include all electrical devices connected to the vehicle's low-voltage power distribution network, such as the in-vehicle entertainment system, power steering pump, window regulator motor, and instrument panel. The Battery Management System (BMS) is a control system responsible for monitoring and managing the state of the power battery, possessing functions such as data acquisition, state estimation, and safety protection. For example, a BMS can be a specific model with voltage, current, and temperature acquisition capabilities and the ability to calculate the State of Charge (SOC). The State of Charge (SOC) is the percentage of the power battery's current remaining charge relative to its rated capacity, reflecting the battery's remaining energy level. It can be calculated by the BMS by collecting data such as the power battery's voltage, current, and temperature, combined with algorithms such as the ampere-hour integral method and the open-circuit voltage method. For example, a calculation result of 80% indicates that the battery's remaining charge is 80% of its rated capacity.

[0023] By implementing step 101, when the vehicle is in a high-voltage operating state, the power battery is controlled to supply power to the low-voltage load of the vehicle through the first DC-DC module, which can ensure the normal operation of the vehicle's low-voltage systems. At the same time, the battery management system collects data such as voltage and current in real time and calculates the state of charge value, realizing accurate monitoring of the energy state of the power battery. This ensures the stability of energy supply and the real-time calculation of the state of charge value under high-voltage conditions such as driving or charging, providing a reliable foundation for subsequent energy management.

[0024] Step 102: When the target vehicle is in a low-voltage operating state, control the second DC-DC module installed in the power battery pack to supply power to the low-voltage load of the vehicle, and control the battery management system to enter a sleep state. The power of the second DC-DC module is less than that of the first DC-DC module. The second DC-DC module integrates a microprocessor and a current sampling circuit. In some examples, low-voltage operating state refers to a state where the target vehicle does not require the high-voltage electrical energy output from the power battery to drive the power system, but only needs to supply power to some low-voltage functional components. This can include scenarios such as Sentry Mode operation, onboard refrigerator operation, and Over-the-Air (OTA) technology upgrades. Low-voltage operating state can be determined by function activation commands received by the vehicle's integrated control unit. For example, when the onboard central control system sends a Sentry Mode activation signal, the vehicle's integrated control unit confirms that the target vehicle has entered low-voltage operating state. The power battery pack is a sealed housing assembly that houses the power battery, battery management system, and related auxiliary components, providing protection, heat dissipation, and electrical connection functions. The second DC-DC module is a low-power DC-DC converter located within the power battery pack, used to convert the high-voltage DC power from the power battery into low-voltage DC power. Its power is less than that of the first DC-DC module. For example, a second DC-DC module with a rated power of 300W can convert 380V high-voltage power to 12V low-voltage power, suitable for low-power power supply needs under low-voltage operating conditions. The second DC-DC module integrates a microprocessor (MPU) and a current sampling circuit. The microprocessor is the core chip integrated within the second DC-DC module, used to implement control logic and data processing, and has computing, storage, and communication functions. For example, a microprocessor based on the ARM Cortex-M4 architecture with a main frequency of 80MHz supports analog-to-digital conversion and vehicle controller area network (CAN) communication. The current sampling circuit is a circuit unit integrated within the second DC-DC module used to collect its output current data, and can include sensors, signal conditioning circuits, and analog-to-digital conversion components. For example, a sampling circuit based on a Hall effect sensor has a measurement range of 0~5A and an accuracy of ±0.01A, which can accurately capture small current changes under low-voltage operating conditions. Hibernation is a low-power state in which the battery management system stops non-essential data acquisition and calculation functions, retaining only the minimum wake-up response capability. For example, power supply to the voltage acquisition circuit, current sensor and main processor is cut off, and only the wake-up signal detection module is allowed to operate.

[0025] By implementing step 102, when the vehicle enters a low-voltage operating state, the second DC-DC module in the power battery pack is activated to supply power to the low-voltage load, and the battery management system enters a dormant state. This avoids the vehicle from maintaining a high-voltage power supply, thereby significantly reducing energy consumption under static conditions. Since the second DC-DC module has a smaller power and is designed specifically for low-voltage scenarios, it can meet the necessary functional operation requirements while reducing energy waste. At the same time, its built-in microprocessor and current sampling circuit enable the system to have independent energy consumption acquisition capabilities, providing data support for subsequent state of charge value correction.

[0026] Step 103: Obtain the target cumulative power consumption of the second DC-DC module during the power supply period, wherein the power supply period is the period during which the second DC-DC module supplies power to the low-voltage load of the vehicle; In some examples, the power supply period is a continuous time period during which the second DC-DC module provides low-voltage power to the low-voltage load of the vehicle. It starts when the second DC-DC module responds to the start command and begins to output voltage, and ends when the second DC-DC module receives the stop command or stops outputting due to a fault. It can be determined by the start timestamp and stop timestamp recorded by the microprocessor integrated in the second DC-DC module. For example, when the user turns on the sentry mode, the second DC-DC module starts to supply power at 14:30:00 and stops supplying power when the user turns off the sentry mode at 15:30:00. This 1-hour period is the power supply period. The target cumulative power consumption is the total electrical energy provided by the second DCDC module to the low-voltage load of the vehicle during the power supply period. This value needs to be corrected for energy conversion efficiency to match the actual power consumption of the power battery. It can be calculated by the microprocessor of the second DCDC module based on the output current data, output voltage and power supply duration collected by the current sampling circuit. For example, during a 1-hour power supply period, if the average output current of the second DCDC module is 2A, the output voltage is 12V and the conversion efficiency coefficient is 0.9, then the target cumulative power consumption is (2A×12V×3600s)÷1000×0.9=77.76 watt-hours (Wh).

[0027] By implementing step 103, during the power supply of the second DCDC module, the output current data is sampled and the target cumulative power consumption is calculated, which can accurately record the energy consumption of the vehicle under low-voltage operating conditions. By acquiring this power consumption data, it is possible to achieve quantitative statistics on energy use during the low-voltage operation phase, ensuring that even if the battery management system is in a dormant state, the changes in the vehicle's electrical energy can still be accurately tracked, thereby providing a real and reliable basis for the subsequent correction calculation of the state of charge value.

[0028] Step 104: When the target vehicle switches from a low-voltage operating state to a high-voltage operating state, determine the current state of charge of the target vehicle based on the target cumulative power consumption and the state of charge value stored by the battery management system before entering the dormant state. In some examples, the switch from low-voltage to high-voltage operation involves the target vehicle transitioning from a state where it relies solely on the second DC-DC module to power the low-voltage load and the battery management system is in a dormant state, to a state where the power battery outputs high-voltage electrical energy to drive the power system or charging system and the first DC-DC module is activated. This transition can be determined by trigger signals detected by the vehicle's integrated control unit. For example, when the user inserts the key and turns it to the start position (triggering the high-voltage demand for driving), or when the charging controller sends a high-voltage wake-up signal after the charging gun is inserted (triggering the high-voltage demand for charging), the state transition is considered complete. The state of charge (SOC) value stored by the battery management system before entering the dormant state is calculated by the battery management system using real-time collected power battery data before responding to the dormant command, and stored in its own non-volatile memory (NVM). For example, before starting the low-voltage operation, the BMS calculates the current SOC to be 78% and writes this value to a designated address in the non-volatile memory. The current state of charge (SOC) value of the target vehicle is the percentage of the current remaining charge of the power battery relative to its rated capacity, calculated after the target vehicle completes the switch from low-voltage to high-voltage operating state, combined with the SOC value stored in the battery management system before hibernation and the target cumulative power consumption of the second DC-DC module; for example, based on the 78% SOC stored before hibernation and the 2% SOC loss corresponding to the target cumulative power consumption, the current SOC is calculated to be 76%.

[0029] By implementing step 104, when the vehicle switches from a low-voltage operating state to a high-voltage operating state, the current state of charge (SOC) value is recalculated based on the target cumulative power consumption recorded by the second DC-DC module and the SOC value stored by the battery management system before hibernation. This effectively compensates for energy changes during hibernation, ensuring the continuity and accuracy of SOC calculation and avoiding power estimation deviations caused by battery management system hibernation. This achieves precise control of the vehicle's energy state and improves the reliability of the vehicle's energy management.

[0030] In summary, this application embodiment achieves optimized management of vehicle energy consumption by employing differentiated power supply strategies under different vehicle operating states. When the target vehicle is in a high-voltage operating state, the power battery supplies power to the vehicle's low-voltage load via the first DC-DC module, and the battery management system calculates the state of charge value in real time. When the vehicle is in a low-voltage operating state, the second DC-DC module built into the power battery pack independently supplies power to the low-voltage load, and the vehicle does not need to maintain high-voltage power, thereby significantly reducing energy consumption under static conditions. In the low-voltage operating state, the battery management system is controlled to enter a dormant state, avoiding its prolonged operation, which reduces the power consumption of the battery management system, effectively extends its service life, and improves the long-term performance of the vehicle battery. The reliability and stability during operation are ensured. The second DC-DC module, with its built-in microprocessor and current sampling circuit, can collect current in real time during low-voltage power supply and calculate the power consumption during this period. By recording and storing this power consumption data, the energy use during the low-voltage operation phase can be accurately quantified, providing an accurate basis for subsequent correction calculations of the state of charge (SOC). When the vehicle switches from low-voltage to high-voltage operation, the SOC stored in the battery management system before hibernation and the accumulated power consumption data of the second DC-DC module are used to calculate the current accurate SOC value. This not only ensures the continuity and accuracy of SOC calculation but also achieves high efficiency and reliability of vehicle energy management while reducing energy consumption and extending system lifespan. In summary, the vehicle battery power consumption management method provided in this application, by employing different power supply and SOC calculation mechanisms under high-voltage and low-voltage conditions, achieves both reduced vehicle energy consumption and extended battery management system lifespan while ensuring the continuity and accuracy of SOC calculation, thereby improving the efficiency and reliability of vehicle energy management.

[0031] In some embodiments, step 102 may include: receiving an activation command corresponding to a target function via the vehicle controller area network of the target vehicle, wherein the target function may include at least one of sentry mode, onboard refrigerator operation, and over-the-air (OTA) technology upgrade; in response to the activation command, sending a start command and an output voltage request to the second DC-DC module by the battery management system; controlling other vehicle controllers, except for the controllers performing the target function and the second DC-DC module, to enter a sleep state; and adjusting the operating state of the second DC-DC module based on the start command and the output voltage request to supply power to the low-voltage load of the vehicle.

[0032] In some examples, the Vehicle Controller Area Network (VDN) is a serial communication network within the target vehicle used for data communication between various electronic controllers, possessing high reliability and real-time performance. For instance, a certain vehicle model's CAN 2.0B network has a transmission rate of 500kbps and supports information exchange between multiple nodes such as the body controller and battery management system. The activation command corresponding to the target function is an electrical signal or data frame used to trigger the activation of the target function. It contains a function identifier and activation parameters and can be a command generated by user operation or automatic system triggering. For example, when a user clicks the "Sentry Mode Activation" button on the vehicle's central control screen, the central control system generates a command frame containing the function code "0x01". Target functions are specific auxiliary functions that a target vehicle can operate under low-voltage conditions. They rely on low-voltage power supply and do not require the participation of a high-voltage system. For example, a certain vehicle model supports low-voltage scenario functions such as Sentry Mode, in-vehicle refrigerator operation, and over-the-air (OTA) upgrade technology. Sentry Mode is a function that monitors the surrounding environment through in-vehicle cameras, ultrasonic radar, and other devices after the target vehicle is turned off and locked. When a collision or abnormal approach is detected, it automatically records images and issues an alarm. For example, when Sentry Mode is activated on a certain vehicle model, the front-view camera, left / right rearview mirror cameras, and millimeter-wave radar work together to store abnormal event images to the in-vehicle hard drive. The operation of the vehicle refrigerator refers to the continued operation of the refrigeration / freezing equipment in the target vehicle after the vehicle is turned off. It relies on a low-voltage power supply to maintain its cooling function. This can be activated by the user through the refrigerator control panel or the vehicle's central control system. For example, a 12V vehicle refrigerator with a capacity of 15L in a certain model can maintain a refrigeration temperature of 5℃ under low-voltage conditions. Over-the-air (OTA) upgrade technology is a function that remotely updates vehicle software via wireless communication networks, enabling updates to control system programs, entertainment system applications, etc. For example, a certain model's vehicle infotainment system receives navigation map upgrade packages via a 4G network and completes data download and installation under low-voltage conditions. The start command and output voltage request are control signals sent by the battery management system to the second DC-DC module. The start command triggers the second DC-DC module to switch from standby to operating state, and the output voltage request specifies the low-voltage value it outputs. Controlling other vehicle controllers, except for the controllers and the second DC-DC module that execute the target function, to enter a sleep state means keeping only the controllers and the second DC-DC module related to the target function in operation, while shutting down the power supply to other non-essential controllers or cutting off their main computing functions to reduce energy consumption. For example, when the target function is in sentry mode, only the camera controller, radar controller, and second DC-DC module are kept in operation, and sleep commands are sent to other vehicle controllers such as the air conditioning controller, seat heating controller, and BMS to stop them from operating.The process of adjusting the operating state of the second DC-DC module based on the start command and output voltage request involves the second DC-DC module activating its internal circuit after receiving the start command and adjusting its output low-voltage value according to the output voltage request to match the power supply requirements of the vehicle's low-voltage load. The microprocessor of the second DC-DC module can parse the instructions and control the internal power conversion circuit. For example, after the second DC-DC module receives the start command, the microprocessor controls the switching transistor to turn on, converting the 380V high-voltage power from the power battery into 12V low-voltage power, and stabilizing the output voltage through the feedback circuit.

[0033] For example, when a user sends a "activate Sentry Mode" command via the Telematics Box (T-BOX), the command is transmitted to the vehicle integrated control unit via the vehicle controller area network. The vehicle integrated control unit identifies the target function as Sentry Mode, generates a corresponding activation command, and sends it to the battery management system. The battery management system responds to the command by sending a start command and a 12V output voltage request to the second DC-DC module. At the same time, the vehicle integrated control unit sends a sleep command to controllers unrelated to Sentry Mode (such as window controllers and wiper controllers), keeping only the camera controller and radar controller running. After the microprocessor of the second DC-DC module parses the command, it starts the internal power conversion circuit to convert the high-voltage electricity from the power battery into 12V low-voltage electricity to continuously power the low-voltage loads related to Sentry Mode.

[0034] Through the implementation of the above embodiments, an intelligent control mechanism based on the vehicle controller network is introduced in the low-voltage operating state of the vehicle. According to the specific functional requirements such as sentry mode, vehicle refrigerator, OTA upgrade, etc., the corresponding low-voltage power supply scenario can be accurately identified and activated. In this process, the battery management system sends a start command and output voltage request to the second DC-DC module to ensure that it outputs stable power on demand, while controlling the non-related controllers to go into sleep mode, thereby minimizing unnecessary energy consumption, improving system operating efficiency and ensuring the independent power supply safety of key functions.

[0035] In some embodiments, receiving the activation command corresponding to the target function via the vehicle controller area network of the target vehicle may include: obtaining an initial command from the in-vehicle central control system or remote communication module via the gateway controller of the target vehicle; sending the initial command to the vehicle integrated control unit of the target vehicle via the vehicle controller area network; and performing function identification on the initial command via the vehicle integrated control unit to generate an activation command corresponding to the target function.

[0036] In some examples, the Gateway Controller (GC) is a control unit within the target vehicle used to connect different types of communication networks (such as Controller Area Network, Local Interconnect Network, etc.), enabling data forwarding and protocol conversion. It has the function of isolating different networks and optimizing communication efficiency. For example, the gateway controller in a certain vehicle model supports protocol conversion between Controller Area Network, Local Interconnect Network (LIN), and Ethernet, with a data forwarding latency of ≤10ms. The In-Vehicle Central Control System (IVCCS) is an integrated system in the target vehicle used for user interaction, function control, and information display. It may include a touchscreen, processor, and user interface. For example, a certain vehicle model is equipped with a 15.6-inch high-definition touchscreen that allows users to activate Sentry Mode and adjust the temperature of the in-vehicle refrigerator through the interface. The remote communication module is a module in the target vehicle used to achieve wireless communication with external networks (such as cloud servers and user terminals), supporting data transmission and reception as well as receiving remote control commands. For example, a certain vehicle model's remote communication module supports 5G networks and can receive commands sent by the user's mobile application to "activate over-the-air (OTA) upgrade." Initial commands are raw signals initiated by the user through the in-vehicle central control system or remote communication module to request the activation of a certain function. They contain the user's operational intent but have not been parsed for function type. For example, after a user clicks "Start Car Refrigerator" in a mobile application, the remote communication module receives a data packet containing the function identifier "FRIDGE_ON"; or after a user clicks the "Sentry Mode" icon on the in-vehicle central control screen, the central control system generates an electrical signal containing the operation code "0x02". The vehicle integrated control unit is the core control unit in the target vehicle used to coordinate the work of various subsystems, process function requests, and manage status. It has the ability to parse commands, make logical judgments, and generate control signals. For example, the vehicle integrated control unit of a certain model uses a 32-bit microprocessor, which can process commands from the gateway controller and send control signals to the battery management system, controller area network, etc. The process of identifying the function of an initial command and generating an activation command corresponding to the target function through the vehicle integrated control unit involves the vehicle integrated control unit receiving the initial command, parsing the function identifier, operation code, and other information in the command to determine the specific target function requested by the user (such as sentry mode, vehicle refrigerator operation, etc.), and generating a standardized command containing the function's activation parameters and execution requirements. For example, if the initial command contains the operation code "0x03", the vehicle integrated control unit identifies the function type through a pre-stored code mapping table ("0x03" corresponds to "over-the-air technology upgrade") and generates an activation command containing the upgrade scope and power supply requirements.

[0037] For example, a user sends a "activate Sentry Mode" command via a mobile application. This command is transmitted via the mobile network to the remote communication module of the target vehicle. The remote communication module converts it into an initial command (containing the function identifier "GUARD_MODE=1") and sends it to the gateway controller. After recognizing the communication protocol of the command, the gateway controller forwards the initial command to the vehicle integrated control unit via the controller area network. The vehicle integrated control unit parses the function identifier in the initial command, determines that the target function is Sentry Mode, and then generates an activation command containing the startup time and a list of associated sensors. This command is then sent to the battery management system via the controller area network, triggering the startup process of the subsequent second DC-DC module.

[0038] Through the implementation of the above embodiments, the multi-level communication of the gateway controller, the vehicle central control system and the vehicle integrated control unit is utilized to realize the automatic identification and distribution of the target function activation command. This avoids the response delay and operation complexity caused by traditional manual settings or multi-module switching. The vehicle can quickly enter the target low-voltage operation mode after receiving user operation or remote command, realizing the intelligent and standardized low-voltage power supply control, and improving the system response speed and ease of use.

[0039] In some embodiments, the aforementioned step 103 may include: acquiring output current data during power supply through the current sampling circuit integrated in the second DCDC module; performing ampere-hour integration calculation based on the output current data through the microprocessor integrated in the second DCDC module to obtain the initial cumulative power consumption; and multiplying the initial cumulative power consumption by a preset conversion coefficient to generate a target cumulative power consumption for calculating the state of charge value.

[0040] In some examples, the output current data is the magnitude and change of the output current of the second DCDC module while it is supplying power to the low-voltage load of the vehicle. This can be recorded as instantaneous current values. The output current data is acquired by the current sampling circuit integrated into the second DCDC module. For example, a Hall effect sensor can be used to acquire current data once per second, resulting in a continuous sequence of instantaneous current values ​​such as 1.2A, 1.3A, and 1.1A. Ampere-Hour Integration Calculation is a method for calculating the total charge based on the accumulation of current values ​​per unit time. Its core logic is to multiply the current at each moment by the corresponding time interval and then sum them up to obtain the total ampere-hours (Ah). This can be implemented by the microprocessor of the second DCDC module executing a preset algorithm. For example, multiplying the current data (unit: A) acquired per second by the time interval (1 second = 1 / 3600 hours) and then summing all the products to obtain the total ampere-hours. The initial cumulative power consumption is the total electrical energy output by the second DC-DC module during the power supply period, calculated using ampere-hour integration. It does not consider factors such as energy conversion efficiency and only reflects the output energy on the low-voltage side. It can be calculated by the microprocessor of the second DC-DC module based on output current data, output voltage, and power supply duration. For example, if the average output current during the power supply period is 1.5A, the output voltage is 12V, and the duration is 2 hours, the initial cumulative power consumption is 1.5A × 12V × 2h = 36 watt-hours. The preset conversion coefficient is a coefficient pre-stored in the microprocessor of the second DC-DC module to correct the initial cumulative power consumption. Its value is determined by the energy conversion efficiency of the second DC-DC module (i.e., the ratio of the power battery input energy to the low-voltage output energy), and is usually less than 1. It can be experimentally calibrated and written into the microprocessor's non-volatile memory before the target vehicle leaves the factory. For example, if the conversion efficiency of a certain model of second DC-DC module is 90%, then the preset conversion coefficient is 0.9. The target cumulative power consumption is the cumulative power consumption after being corrected by a preset conversion coefficient. It reflects the actual energy consumption of the power battery during low-voltage operation and is used for the subsequent calculation of the state of charge value. It can be obtained by multiplying the initial cumulative power consumption by the preset conversion coefficient by the microprocessor of the second DC-DC module. For example, if the initial cumulative power consumption is 36Wh and the preset conversion coefficient is 0.9, then the target cumulative power consumption is 36Wh × 0.9 = 32.4Wh.

[0041] For example, when the second DC-DC module supplies power to the vehicle refrigerator, its integrated current sampling circuit collects output current data at 500-millisecond intervals, obtaining instantaneous values ​​such as 1.8A and 1.7A, and transmits them to the microprocessor. The microprocessor calculates based on ampere-hour integration, multiplying each instantaneous current by the output voltage (12V) and the sampling interval (500 milliseconds = 1 / 7200 hours), and summing them up to obtain the initial cumulative power consumption of 43.2Wh during 2 hours of power supply. Subsequently, the microprocessor calls the preset conversion coefficient 0.95 to calculate the target cumulative power consumption of 41.04Wh, and stores this value in the internal memory. When the vehicle switches to high-voltage operating state, it provides this value to the battery management system for updating the state of charge value.

[0042] Through the implementation of the above embodiments, the current sampling circuit and microprocessor integrated in the second DCDC module are used to realize real-time current sampling and ampere-hour integration calculation during low-voltage power supply, thereby obtaining the target cumulative power consumption. Energy measurement can be completed independently in the sleep state of the battery management system, avoiding the problem of insufficient accuracy of the main current sensor under low current conditions. By correcting the preset conversion coefficient, the acquisition results are made closer to the actual energy consumption, thereby ensuring that the energy consumption during the sleep period is accurately recorded, which can provide reliable data support for the correction of the state of charge value.

[0043] In some embodiments, determining the current state of charge (SOC) of the target vehicle based on the target cumulative power consumption and the SOC value stored by the battery management system before entering the dormant state may include: obtaining the SOC value stored before entering the dormant state from the non-volatile memory of the battery management system and using the SOC value stored before entering the dormant state as a reference SOC value; determining a SOC compensation amount based on the target cumulative power consumption, the rated capacity of the power battery, and the health status parameters; determining the difference between the reference SOC value and the SOC compensation amount as a first estimated SOC value; and determining the current SOC value of the target vehicle based on the first estimated SOC value.

[0044] In some examples, non-volatile memory (NGM) is memory that retains data even after power loss, possessing persistent data characteristics. It can be used to store critical information that needs to be retained long-term and is an integrated storage component in the battery management system (BMS). For example, a certain model of BMS may incorporate an electrically erasable programmable read-only memory (EEPROM) with a capacity of 1MB, used to store data such as state of charge (SOC) values ​​and fault codes. The SOC value stored before entering hibernation is calculated by the BMS using real-time data collection of the battery's voltage, current, and temperature, and written into the NGM. This can be a storage operation performed by the BMS during the hibernation process; for example, when the target vehicle is about to enter a low-voltage operating state, the BMS calculates the current SOC to be 85% and stores this value at a designated address in the NGM. The reference SOC value is the SOC value read from the NGM's NGM and stored before entering hibernation, serving as a reference for calculating the current SOC value. Rated capacity and state of health (SOH) are two key parameters describing the energy characteristics of a power battery. Rated capacity is the standard capacity designed into the power battery and can be expressed in kilowatt-hours (kWh). The state of health parameter is the ratio of the current actual capacity of the power battery to its rated capacity, expressed as a percentage, reflecting the degree of battery aging. Rated capacity is the parameter calibrated when the power battery leaves the factory; for example, a power battery has a rated capacity of 70 kWh. The state of health parameter is calculated by the battery management system through long-term charge and discharge data. For example, if the actual capacity of a power battery after one year of use is 63 kWh, its state of health parameter is 90% (63 / 70 × 100%). The process of determining the state-of-charge (SOC) compensation amount based on the target cumulative power consumption, the rated capacity of the power battery, and its health status parameters involves calculating the proportion of the target cumulative power consumption to the current available total capacity of the power battery. This yields the SOC loss, which can be calculated by the battery management system using a preset algorithm. The calculation formula is: SOC compensation amount = (target cumulative power consumption ÷ (rated capacity × health status parameters)) × 100%. For example, if the target cumulative power consumption is 3.15 kWh, the rated capacity is 70 kWh, and the health status parameter is 90%, then the SOC compensation amount = (3.15 ÷ (70 × 0.9)) × 100% = 5%. The target cumulative power consumption, after being corrected by a preset conversion coefficient, reflects the actual energy consumption of the power battery during low-voltage operation and is used to accurately calculate the SOC compensation amount.The first estimated state of charge (SOC) value is obtained by subtracting the SOC compensation from the baseline SOC value. It reflects a preliminary estimate of energy consumption during low-voltage operation and can be obtained by the battery management system through subtraction. For example, if the baseline SOC value is 85% and the SOC compensation is 5%, then the first estimated SOC value is 85% - 5% = 80%. The process of determining the current SOC value of the target vehicle based on the first estimated SOC value involves verifying or correcting it according to the actual scenario (such as the duration of low-voltage operation) to ultimately obtain the current remaining charge percentage of the power battery.

[0045] For example, when the target vehicle switches from a low-voltage operating state to a high-voltage operating state, the battery management system (BMS) wakes up from its dormant state. First, it reads the state of charge (SOC) value of 85% stored in the non-volatile memory before entering dormant mode, using this as the baseline SOC value. Then, the BMS obtains the target cumulative power consumption of 3.15 kWh recorded by the second DC-DC module and uses the pre-stored rated battery capacity of 70 kWh and health status parameter of 90% to calculate a SOC compensation of 5%. Next, the BMS subtracts the compensation of 5% from the baseline SOC value of 85% to obtain a first estimated SOC value of 80%. Since the low-voltage operation lasts only one hour (shorter than the preset threshold), the BMS directly determines 80% as the target vehicle's current SOC value and sends it to the instrument panel display via the controller area network.

[0046] Through the implementation of the above embodiments, when the vehicle re-enters the high-voltage state, the compensation calculation is performed based on the state of charge value stored in the battery management system before hibernation and the target cumulative power consumption recorded by the second DCDC module. This can effectively correct the energy loss error during hibernation. Combined with the battery's rated capacity and health status parameters, the compensation amount of the state of charge value is calculated, making the restored state of charge value more accurate. This ensures the continuity and consistency of the vehicle's energy state estimation and avoids sudden changes or drift in the state of charge value.

[0047] In some embodiments, determining the current state of charge (SOC) of the target vehicle based on the first estimated SOC value may include: obtaining the duration of the target vehicle's operation in a low-voltage state; determining the first estimated SOC value as the current SOC value of the target vehicle if the duration is less than a preset duration threshold; obtaining the current open-circuit voltage of the power battery if the duration is equal to or less than the preset duration threshold; determining a second estimated SOC value based on the current open-circuit voltage and a preset voltage-SOC mapping relationship; and determining the current SOC value of the target vehicle based on the first estimated SOC value and the second estimated SOC value.

[0048] In some examples, the duration is the time interval between the target vehicle entering low-voltage operation and switching to high-voltage operation. It's used to determine whether the estimated state of charge (SOC) needs to be corrected for open-circuit voltage. This duration can be calculated from the start and stop times recorded by the microprocessor of the second DC-DC module. For example, if the second DC-DC module starts supplying power at 8:00 and stops at 13:00, the duration is 5 hours. The preset duration threshold is a pre-set critical value used to distinguish the duration of low-voltage operation. This value is calibrated based on the characteristics of the power battery (such as open-circuit voltage stability) and can be 4-6 hours. When the low-voltage operation time is short (duration less than the preset duration threshold), the cumulative error of the ampere-hour integration method is small, requiring no additional correction; the first estimated value is directly used as the current SOC. For example, if the duration is 2 hours (less than the 4-hour threshold), then 78% of the first estimated SOC is determined as the current SOC. The current open circuit voltage (OCV) is the terminal voltage of the power battery in a no-load state (i.e., when charging and discharging are stopped). It reflects the battery's true state of charge and can be measured by the battery management system (BMS) through a voltage acquisition circuit after the vehicle switches to high-voltage operation but before charging and discharging begins. For example, the measurement result is 382V. The preset voltage-state-of-charge (SOC) mapping relationship is a pre-calibrated table of correspondence between open circuit voltage and SOC values, reflecting the remaining charge percentage of the battery at different voltages. This mapping is obtained by calibrating the OCV before the vehicle leaves the factory through experiments (such as performing charge-discharge cycles on the power battery and recording OCV at different SOCs) and storing it in the BMS. For example, in the mapping relationship, 382V corresponds to 80% SOC. The second estimated SOC value is the SOC value obtained based on the current open circuit voltage and the preset voltage-SOC mapping relationship. It is used to correct the first estimated value after prolonged low-voltage operation and can be obtained by the BMS by querying the mapping table. For example, if the current open circuit voltage is 382V, querying the mapping table yields a second estimated SOC value of 80%. When the duration of low-voltage operation reaches or exceeds the preset duration threshold, the current SOC is determined by combining the two estimation results (the first estimated state of charge value and the second estimated state of charge value) to balance the ampere-hour integral error and the open-circuit voltage delay characteristics.

[0049] For example, when the target vehicle switches from a low-voltage operating state to a high-voltage operating state, the battery management system first obtains the low-voltage operating duration of 5 hours recorded by the second DC-DC module. After comparing it with the preset duration threshold of 4 hours, it determines that it needs to be corrected in conjunction with the open-circuit voltage. The BMS measures the current open-circuit voltage of the power battery as 382V, queries the preset voltage-state-of-charge mapping relationship to obtain the second estimated state-of-charge value of 80%, and at the same time calls the previously calculated first estimated state-of-charge value of 77%. Since the vehicle is currently in discharge mode (preparing to drive), the BMS takes the smaller value of the two, 77%, as the current state-of-charge value of the target vehicle and synchronizes it to the instrument panel display.

[0050] Through the implementation of the above embodiments, the open-circuit voltage correction is determined based on the duration of low-voltage operation, thereby achieving dynamic optimization of the state of charge (SOC) estimation. When the sleep time is short, the SOC calculation can be performed directly using the energy integration method to quickly restore the system state. After a long sleep period, calibration is performed based on the mapping relationship between OCV and SOC, which can eliminate integration errors and balance computational efficiency and accuracy, ensuring that the SOC maintains a reasonable and reliable estimation result under different sleep durations.

[0051] In some embodiments, determining the current state of charge (SOC) of the target vehicle based on the first estimated SOC and the second estimated SOC may include: if the target vehicle is in charging mode, determining the larger of the first estimated SOC and the second estimated SOC as the current SOC; if the target vehicle is in discharging mode, determining the smaller of the first estimated SOC and the second estimated SOC as the current SOC.

[0052] In some examples, the operating mode refers to the current energy flow state of the target vehicle, which can be divided into charging mode and discharging mode. This distinguishes whether the power battery is receiving or outputting electrical energy. It can be determined by the vehicle integrated control unit by detecting the status of key components. For example, detecting a charging gun insertion signal and activation of the charging controller indicates charging mode; detecting an accelerator pedal signal or motor controller activation indicates discharging mode. The charging mode is the operating mode in which the target vehicle's power battery receives electrical energy from an external power source (such as a charging station or household power) to replenish its charge. This can be determined by the vehicle integrated control unit through the connection signal of the charging interface and the operating status of the charging controller. For example, when the user inserts the charging gun into the vehicle's charging port, the charging controller sends a "charging start" signal to the vehicle integrated control unit, indicating that the vehicle is in charging mode. In charging scenarios, to avoid the risk of overcharging due to an underestimated state of charge (SOC), the larger of two estimated values ​​is selected as the current SOC. This selection logic can be executed by the battery management system after comparing the two estimated values. For example, if the first estimated SOC is 82% and the second estimated SOC is 85%, then 85% is selected as the current SOC. Discharge mode is the operating mode in which the target vehicle's power battery outputs electrical energy to power devices such as the drive motor and low-voltage loads. This includes scenarios such as vehicle driving and low-voltage function operation (e.g., sentry mode). The vehicle's integrated control unit can determine this mode through the enable signal from the motor controller and the power supply status of the low-voltage loads. For example, when the user starts the vehicle and engages a driving gear, the motor controller sends a "drive enable" signal, indicating that the vehicle is in discharge mode. In discharge scenarios, to avoid the risk of over-discharge of the power battery due to an overestimation of the state of charge (SOC), the smaller of the two estimated values ​​is selected as the current SOC. This selection logic can be executed by the battery management system after comparing the two estimated values. For example, if the first estimated SOC is 75% and the second estimated SOC is 73%, then 73% is selected as the current SOC.

[0053] For example, when the target vehicle connects to a home charging station and enters charging mode, the battery management system (BMS) obtains a first estimated state of charge (SOC) of 83% and a second estimated SOC of 86%. Since it is in charging mode, the BMS selects the larger value of 86% as the current SOC to prevent over-discharge. When the user starts the vehicle and enters driving mode (discharge mode), the BMS obtains a first estimated SOC of 72% and a second estimated SOC of 70%, and selects the smaller value of 70% as the current SOC to avoid over-discharge and ensure the safety of the power battery. Finally, the current SOC is sent to the instrument panel through the controller area network to provide the user with a power reference.

[0054] Through the implementation of the above embodiments, during the state of charge (SOC) correction stage, the logic of taking the larger or smaller value is adopted according to whether the vehicle is currently in charging or discharging mode, which can effectively prevent the risk of overcharging or over-discharging. In the charging scenario, a higher SOC is prioritized to ensure safe charging, and in the discharging scenario, a lower SOC is prioritized to prevent the battery from being over-discharged. This can improve the safety and adaptability of SOC correction and further enhance the accuracy and reliability of power battery energy management.

[0055] Furthermore, as an implementation of the aforementioned method embodiments, this application also provides a vehicle battery power consumption management device for implementing the aforementioned method embodiments. This device embodiment corresponds to the aforementioned method embodiments. For ease of reading, this vehicle battery power consumption management device embodiment will not repeat the details of the aforementioned method embodiments one by one, but it should be understood that the device in this application embodiment can correspondingly implement all the contents of the aforementioned method embodiments. For example... Figure 2 As shown, the vehicle battery power consumption management device 20 includes: a high-voltage power supply unit 201, a low-voltage power supply unit 202, a power consumption determination unit 203, and a state of charge determination unit 204. The high-voltage power supply unit 201 is used to control the power battery to supply power to the low-voltage load of the target vehicle through a first DC-DC module when the target vehicle is in a high-voltage operating state, and the target vehicle's battery management system determines the target vehicle's state of charge value. The low-voltage power supply unit 202 is used to control a second DC-DC module installed in the power battery pack to supply power to the low-voltage load of the vehicle when the target vehicle is in a low-voltage operating state, and to control the power supply... The battery management system enters a dormant state, wherein the power of the second DC-DC module is less than that of the first DC-DC module, and the second DC-DC module integrates a microprocessor and a current sampling circuit; the power consumption determination unit 203 is used to obtain the target cumulative power consumption of the second DC-DC module during the power supply period, wherein the power supply period is the period during which the second DC-DC module supplies power to the low-voltage load of the vehicle; the state of charge determination unit 204 is used to determine the current state of charge of the target vehicle based on the target cumulative power consumption and the state of charge value stored by the battery management system before entering the dormant state when the target vehicle switches from a low-voltage operating state to a high-voltage operating state.

[0056] In some embodiments, the low-voltage power supply unit 202 is further configured to receive an activation command corresponding to a target function via the vehicle controller area network of the target vehicle, wherein the target function includes at least one of sentry mode, on-board refrigerator operation, and over-the-air technology upgrade; in response to the activation command, the battery management system sends a start command and an output voltage request to the second DC-DC module; control other vehicle controllers, except for the controllers performing the target function and the second DC-DC module, to enter a sleep state; and adjust the operating state of the second DC-DC module based on the start command and the output voltage request to supply power to the low-voltage load of the vehicle.

[0057] In some embodiments, the low-voltage power supply unit 202 is further configured to obtain initial instructions from the vehicle central control system or remote communication module through the gateway controller of the target vehicle; send the initial instructions to the vehicle integrated control unit of the target vehicle through the vehicle controller area network; and perform function identification on the initial instructions through the vehicle integrated control unit to generate an activation instruction corresponding to the target function.

[0058] In some embodiments, the power consumption determination unit 203 is further configured to collect output current data during power supply through the current sampling circuit integrated in the second DCDC module; perform ampere-hour integration calculation based on the output current data through the microprocessor integrated in the second DCDC module to obtain the initial cumulative power consumption; and multiply the initial cumulative power consumption by a preset conversion coefficient to generate a target cumulative power consumption for calculating the state of charge value.

[0059] In some embodiments, the state of charge determination unit 204 is further configured to: obtain the state of charge value stored before entering the dormant state from the non-volatile memory of the battery management system, and use the state of charge value stored before entering the dormant state as the reference state of charge value; determine the state of charge compensation amount based on the target cumulative power consumption, the rated capacity of the power battery and the health status parameters; determine the difference between the reference state of charge value and the state of charge compensation amount as the first estimated state of charge value; and determine the current state of charge value of the target vehicle based on the first estimated state of charge value.

[0060] In some embodiments, the state of charge determination unit 204 is further configured to: acquire the duration of the target vehicle operating in a low-voltage state; determine the first estimated state of charge value as the current state of charge value of the target vehicle if the duration is less than a preset duration threshold; acquire the current open-circuit voltage of the power battery if the duration is equal to or less than the preset duration threshold; determine the second estimated state of charge value based on the current open-circuit voltage and a preset voltage-state of charge mapping relationship; and determine the current state of charge value of the target vehicle based on the first estimated state of charge value and the second estimated state of charge value.

[0061] In some embodiments, the state of charge determination unit 204 is further configured to determine the larger of the first estimated state of charge value and the second estimated state of charge value as the current state of charge value of the target vehicle if the operating mode of the target vehicle is charging mode; and to determine the smaller of the first estimated state of charge value and the second estimated state of charge value as the current state of charge value of the target vehicle if the operating mode is discharging mode.

[0062] This application also provides a computer-readable storage medium storing computer-executable instructions or computer programs, which, when executed by a processor, will cause the processor to perform any step of the vehicle battery power consumption management method provided in this application.

[0063] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be a variety of devices that include one or any combination of the above-mentioned memories.

[0064] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0065] In some embodiments, computer-executable instructions may, but do not necessarily, correspond to files in a file system, and may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0066] In some embodiments, computer-executable instructions may be deployed to execute on an electronic device, or on multiple electronic devices located at one location, or on multiple electronic devices distributed across multiple locations and interconnected via a communication network.

[0067] like Figure 3As shown, this application also provides an electronic device 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements any step of the above-described vehicle battery power consumption management method.

[0068] This application also provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the electronic device to perform any step of the vehicle battery power management method described above.

[0069] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for managing vehicle battery power consumption, characterized in that, Applied to the target vehicle, the vehicle battery power consumption management method includes: When the target vehicle is in a high-voltage operating state, the power battery is controlled to supply power to the low-voltage load of the target vehicle through the first DC-DC module, and the battery management system of the target vehicle determines the state of charge value of the target vehicle. When the target vehicle is in a low-voltage operating state, the second DC-DC module installed in the power battery pack is controlled to supply power to the low-voltage load of the vehicle, and the battery management system is controlled to enter a sleep state. The power of the second DC-DC module is less than that of the first DC-DC module, and the second DC-DC module integrates a microprocessor and a current sampling circuit. Obtain the target cumulative power consumption of the second DCDC module during the power supply period, wherein the power supply period is the period during which the second DCDC module supplies power to the low-voltage load of the vehicle; When the target vehicle switches from the low-voltage operating state to the high-voltage operating state, the current state of charge of the target vehicle is determined based on the target cumulative power consumption and the state of charge value stored by the battery management system before entering the dormant state.

2. The vehicle battery power consumption management method according to claim 1, characterized in that, When the target vehicle is in a low-voltage operating state, controlling the second DC-DC module installed in the power battery pack to supply power to the low-voltage load of the vehicle, and controlling the battery management system to enter a sleep state, includes: The system receives an activation command corresponding to a target function through the vehicle controller area network of the target vehicle. The target function includes at least one of sentry mode, vehicle refrigerator operation, and over-the-air (OTA) technology upgrade. In response to the start command, the battery management system sends a start command and an output voltage request to the second DC-DC module; Control all vehicle controllers except the controllers performing the target function and the second DC-CDC module to enter a sleep state; Based on the start command and the output voltage request, the operating state of the second DCDC module is adjusted to supply power to the low-voltage load of the vehicle.

3. The vehicle battery power consumption management method according to claim 2, characterized in that, Receiving an activation command corresponding to the target function through the vehicle controller area network of the target vehicle includes: The gateway controller of the target vehicle obtains initial instructions from the in-vehicle central control system or remote communication module. The initial command is sent to the vehicle integrated control unit of the target vehicle via the vehicle controller area network; The vehicle integrated control unit performs function identification on the initial command and generates the activation command corresponding to the target function.

4. The vehicle battery power consumption management method according to claim 1, characterized in that, The step of obtaining the target cumulative power consumption of the second DCDC module during power supply includes: The output current data during the power supply period is collected through the current sampling circuit integrated in the second DCDC module; The microprocessor integrated in the second DCDC module performs ampere-hour integration calculation based on the output current data to obtain the initial cumulative power consumption; The initial cumulative power consumption is multiplied by a preset conversion coefficient to generate the target cumulative power consumption used for calculating the state of charge value.

5. The vehicle battery power consumption management method according to claim 1, characterized in that, The determination of the current state of charge (SOC) value of the target vehicle based on the target cumulative power consumption and the SOC value stored by the battery management system before entering the dormant state includes: The state of charge value stored before entering the hibernation state is obtained from the non-volatile memory of the battery management system, and the state of charge value stored before entering the hibernation state is used as the reference state of charge value. Based on the target cumulative power consumption, the rated capacity and health status parameters of the power battery, the state of charge compensation amount is determined; The difference between the reference state of charge value and the state of charge compensation amount is determined as the first estimated state of charge value; Based on the first estimated state of charge value, the current state of charge value of the target vehicle is determined.

6. The vehicle battery power consumption management method according to claim 5, characterized in that, Determining the current state of charge (SOC) of the target vehicle based on the first estimated SOC value includes: The duration of the target vehicle in the low-pressure operating state is obtained; If the duration is less than a preset duration threshold, the first estimated state of charge value is determined as the current state of charge value of the target vehicle. If the duration is equal to or less than the preset duration threshold, the current open-circuit voltage of the power battery is obtained; Based on the current open-circuit voltage and the preset voltage-state of charge mapping relationship, a second estimated state of charge value is determined; Based on the first estimated state of charge value and the second estimated state of charge value, the current state of charge value of the target vehicle is determined.

7. The vehicle battery power consumption management method according to claim 6, characterized in that, Determining the current state of charge (SOC) of the target vehicle based on the first estimated SOC and the second estimated SOC includes: If the target vehicle is in charging mode, the larger of the first estimated state of charge value and the second estimated state of charge value is determined as the current state of charge value of the target vehicle. If the operating mode is discharge mode, the smaller of the first estimated state of charge value and the second estimated state of charge value is determined as the current state of charge value of the target vehicle.

8. A vehicle battery power consumption management device, characterized in that, Applied to the target vehicle, the vehicle battery power management device includes: The high-voltage power supply unit is used to control the power battery to supply power to the low-voltage load of the target vehicle through the first DC-DC module when the target vehicle is in a high-voltage operating state, and the battery management system of the target vehicle determines the state of charge value of the target vehicle. The low-voltage power supply unit is used to control the second DC-DC module installed in the power battery pack to supply power to the low-voltage load of the vehicle when the target vehicle is in a low-voltage operating state, and to control the battery management system to enter a sleep state. The power of the second DC-DC module is less than that of the first DC-DC module, and the second DC-DC module integrates a microprocessor and a current sampling circuit. A power consumption determination unit is used to obtain the target cumulative power consumption of the second DCDC module during the power supply period, wherein the power supply period is the period during which the second DCDC module supplies power to the low-voltage load of the vehicle; The state of charge determination unit is used to determine the current state of charge of the target vehicle based on the target cumulative power consumption and the state of charge value stored by the battery management system before entering the dormant state when the target vehicle switches from the low-voltage operating state to the high-voltage operating state.

9. An electronic device, comprising: The memory and processor are characterized in that the processor, when executing a computer program stored in the memory, implements the steps of the vehicle battery power consumption management method as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle battery power consumption management method as described in any one of claims 1 to 7.

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