Vehicle control method, electronic equipment, vehicle and storage medium

Abstract

The invention provides a vehicle control method, electronic equipment, a vehicle and a storage medium, the method is applied to the technical field of hybrid power vehicle control, and the method comprises the steps that under the condition that the vehicle is in a running state, whether a power battery of the vehicle is in a preset working condition or not is judged; and under the condition that it is determined that the power battery is in the preset working condition, target components in the vehicle are controlled to work every second preset duration, so that the output current of the power battery is larger than second preset current. According to the method, the power battery can temporarily output large current, so that the current sensor is triggered to carry out high-precision detection and calibration, the measurement error accumulated by small current output for a long time before is offset, and the accuracy of residual electric quantity calculation is improved.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle control technology, and more specifically, to a vehicle control method, electronic equipment, vehicle, and storage medium in the field of hybrid vehicle control technology. Background Technology

[0002] With the rapid development of new energy vehicle technology, the accurate calculation of the remaining power of the power battery, as the core power source of new energy vehicles, is directly related to key aspects such as vehicle range prediction, energy distribution optimization, and battery life protection.

[0003] In real-world vehicle use scenarios, vehicles often operate under conditions where they continuously supply power to onboard devices for extended periods. Under such conditions, the power battery will continuously output a low current (e.g., less than 0.2A). This small current is easily affected by factors such as circuit noise and sensor errors, making it impossible for the current sensor to collect an accurate current and thus impossible to accurately estimate the remaining power battery capacity. Summary of the Invention

[0004] This application provides a vehicle control method, electronic device, vehicle, and storage medium. The method enables the power battery to briefly output a large current, thereby triggering a current sensor to perform high-precision detection and calibration to offset the measurement error accumulated from the previous long-term low-current output, thereby improving the accuracy of remaining power calculation.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: when the vehicle is in operation, determining whether the vehicle's power battery is in a preset operating condition; wherein, under the preset operating condition, the output current of the power battery is continuously less than a first preset current for a first preset duration; when it is determined that the power battery is in the preset operating condition, controlling a target component in the vehicle to operate every second preset duration, so that the output current of the power battery is greater than the second preset current; wherein, the first preset current is less than the second preset current.

[0006] The above technical solution, when the vehicle is in operation, determines whether the power battery is in a preset operating condition where it continuously outputs a current less than a first preset time period. This accurately identifies whether the current situation is a special operating condition requiring optimization of the remaining power battery charge calculation. This facilitates subsequent control operations under such special conditions, avoiding meaningless operations. If the power battery is determined to be in a preset operating condition, operations are performed every second preset time period, avoiding energy waste caused by frequent interventions. Furthermore, by controlling the target components in the vehicle to operate every second preset time period, the output current of the power battery can be increased to a higher than the second preset current through active intervention. This triggers the current sensor to perform high-precision detection and calibration, offsetting the measurement errors accumulated from previous long periods of low current output. This provides accurate data support for calculating the remaining power battery charge, improving the accuracy of the remaining charge calculation and ensuring the rationality and reliability of the vehicle's energy management strategy.

[0007] In conjunction with the first aspect, in certain implementations of the first aspect, the target component is any one of a motor, a thermal management system for the power battery, and a DC-DC converter. Controlling the target component in the vehicle to operate at second preset intervals to make the output current of the power battery greater than a second preset current includes: acquiring the current state of the motor and / or the current temperature of the power battery at second preset intervals; controlling the motor to operate when the current state of the motor is available, so that the output current of the power battery is greater than the second preset current; controlling the thermal management system of the power battery to operate when the current temperature of the power battery is not within a preset temperature range, so that the output current of the power battery is greater than the second preset current; controlling the motor to operate and / or controlling the thermal management system of the power battery to operate when the current state of the motor is available and the current temperature of the power battery is not within a preset temperature range, so that the output current of the power battery is greater than the second preset current; and controlling the DC-DC converter of the power battery to operate when the current state of the motor is unavailable and the current temperature of the power battery is within a preset temperature range, so that the output current of the power battery is greater than the second preset current.

[0008] The above technical solution acquires the current status of the motor and / or the current temperature of the power battery every second preset time interval. This allows for the understanding of the motor's operating status and the battery's thermal state, providing data support for subsequent precise control and avoiding improper control due to information lag. When the motor is currently in an usable state, the solution controls the motor to operate, utilizing the energy consumed by the motor's operation to quickly increase the power battery's output current to above the second preset current. When the power battery's current temperature is not within the preset temperature range, the solution controls the thermal management system to operate, adjusting the power battery's temperature to a suitable range, eliminating the limitation of the power battery's output capacity due to abnormal temperature, and ensuring that the power battery's output current is greater than the second preset current. When the motor is in an unusable state and the power battery's temperature is within the preset temperature range, the solution controls the DC-DC converter to operate. This allows for operations such as supplying power to low-voltage loads and charging the battery, consuming the power battery's energy and ensuring that the power battery's output current is greater than the second preset current. Through these steps, the solution ensures that the power battery's high current output requirement can be met under different operating conditions, improving the system's reliability and flexibility.

[0009] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, controlling the motor to operate so that the output current of the power battery is greater than the second preset current includes: controlling the state of the motor to periodically switch between a power generation state and a standby state until the cumulative duration of the periodic switching is equal to a third preset duration or the cumulative number of periodic switching is equal to a preset number, so that the output current of the power battery is greater than the second preset current; wherein, the single maintenance duration of the power generation state and the standby state is a fourth preset duration.

[0010] The above technical solution, by controlling the motor's state to periodically switch between power generation and standby states, enables internal charging and discharging actions within the motor. This triggers a transient high current output from the power battery, exceeding a second preset current. This, in turn, triggers a current sensor to perform high-precision detection and calibration, thereby offsetting measurement errors accumulated from prolonged low-current output, dynamically correcting SOC calculation deviations, and reducing long-term accumulated deviations. By setting a third preset duration to limit the cumulative duration of this periodic switching action, or by setting a preset number of times to limit the cumulative number of switches corresponding to the periodic switching process, residual deviations caused by insufficient correction can be avoided, as well as resource waste caused by over-correction. By setting a fourth preset duration to limit the single maintenance duration of the power generation and standby states, it ensures that the power battery outputs a stable high current for a sufficient duration to complete the current sensor calibration while the motor is in power generation state. Simultaneously, it maintains a consistent rhythm during the low-power state of the motor in power generation state, improving the controllability and stability of state switching.

[0011] In conjunction with the first aspect and the above-described implementation methods, in some implementation methods of the first aspect, controlling the thermal management system of the power battery to operate so that the output current of the power battery is greater than the second preset current includes: when the current temperature of the power battery is greater than the upper limit of the preset temperature range, controlling the thermal management system to continuously cool for a fifth preset duration so that the output current of the power battery is greater than the second preset current; when the current temperature of the power battery is less than the lower limit of the preset temperature range, controlling the thermal management system to continuously heat for a sixth preset duration so that the output current of the power battery is greater than the second preset current.

[0012] The above technical solution, when the current temperature of the power battery is higher than the upper limit of the preset temperature range, can quickly reduce the battery temperature by controlling the thermal management system to avoid output current limitation caused by high temperature. At the same time, setting a fifth preset duration can ensure that the temperature drops to the optimal range without over-cooling, ensuring the stability of high current output and battery safety. When the current temperature of the power battery is lower than the lower limit of the preset temperature range, can quickly increase the battery temperature by controlling the thermal management system to reduce the battery's internal resistance at low temperatures. At the same time, setting a sixth preset duration can prevent insufficient heating from causing the temperature to not reach the standard or excessive heating from causing new current limitations, ensuring the recovery of battery output capacity. Through the above control actions, the output current of the power battery can be made greater than the second preset current, which can provide the necessary high current detection conditions for SOC calculation accuracy correction, while taking into account the energy consumption of the thermal management system and the battery life.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, controlling the DC-DC converter of the power battery to operate so that the output current of the power battery is greater than the second preset current includes: controlling the DC-DC converter of the power battery to start and continuously charging the vehicle's battery and / or supplying power to the low-voltage load in the vehicle for a seventh preset duration so that the output current of the power battery is greater than the second preset current.

[0014] The above technical solution controls the start-up of the DC-DC converter of the power battery, which can establish an energy transmission channel between the power battery, the storage battery, and the low-voltage load, providing a foundation for the subsequent output of a large instantaneous current from the power battery; setting a seventh preset time and ensuring that the battery is continuously charged and / or the low-voltage load in the vehicle is continuously supplied within the seventh preset time can ensure that the output current of the power battery is greater than the second preset current, while avoiding overcharging of the storage battery and unnecessary energy consumption.

[0015] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the second preset current is set based on the lower limit of the detection range of the target current sensor, and the target current sensor is a current sensor in the vehicle used to measure the output current of the power battery.

[0016] The above technical solution sets a second preset current based on the lower limit of the detection range of the target current sensor that measures the output current of the power battery. This ensures that the instantaneously triggered current of the power battery can accurately fall into the effective detection range of the target current sensor, thereby avoiding the problem of error accumulation caused by small currents being lower than the lower limit of the detection range. It can provide accurate current data support for the calculation of the remaining power battery capacity and reduce calculation deviations from the source.

[0017] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, determining whether the vehicle's power battery is in a preset operating condition includes: acquiring the status of the vehicle's high-voltage system, the vehicle's current driving needs, and the input current of the vehicle's low-voltage system; when the high-voltage system is in an available state, the vehicle currently has no driving needs, and the input current of the low-voltage system is greater than a third preset current, determining that the power battery's output current is less than a first preset current; and when the duration for which the power battery's output current is less than the first preset current is greater than or equal to a first preset duration, determining that the power battery is in a preset operating condition.

[0018] The above technical solution, by acquiring the status of the vehicle's high-voltage system, the vehicle's current driving needs, and the input current of the vehicle's low-voltage system, can provide a more comprehensive basis for determining the operating condition of the power battery, avoiding misjudgments due to missing data and ensuring the accuracy of the operating condition determination; by superimposing multiple conditions, it can more accurately determine that the power battery is currently in a condition where the output current is less than a first preset current; by filtering through a duration threshold, it can effectively eliminate temporary scenarios where the power battery outputs a small current for a short period of time, making it easier to accurately determine the preset operating condition of outputting a small current for a long period of time, providing a precise trigger basis for the subsequent SOC error correction strategy, and improving the accuracy of the operating condition determination.

[0019] Secondly, a vehicle control device is provided, comprising: a judgment module, configured to determine whether the vehicle's power battery is in a preset operating condition when the vehicle is in operation; wherein, under the preset operating condition, the output current of the power battery is continuously less than a first preset current for a first preset duration; and a control module, configured to control a target component in the vehicle to operate every second preset duration when it is determined that the power battery is in the preset operating condition, so that the output current of the power battery is greater than the second preset current; wherein, the first preset current is less than the second preset current.

[0020] In conjunction with the second aspect, in some implementations of the second aspect, the target component is any one of a motor, a thermal management system for the power battery, and a DC-DC converter. The control module is specifically configured to: acquire the current state of the motor and / or the current temperature of the power battery every second preset time interval; when the current state of the motor is usable, control the motor to operate so that the output current of the power battery is greater than a second preset current; when the current temperature of the power battery is not within a preset temperature range, control the thermal management system of the power battery to operate so that the output current of the power battery is greater than the second preset current; when the current state of the motor is usable and the current temperature of the power battery is not within a preset temperature range, control the motor to operate, and / or control the thermal management system of the power battery to operate so that the output current of the power battery is greater than the second preset current; when the current state of the motor is unusable and the current temperature of the power battery is within a preset temperature range, control the DC-DC converter of the power battery to operate so that the output current of the power battery is greater than the second preset current.

[0021] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the control module includes a first control unit, which is specifically used to: control the state of the motor to periodically switch between a power generation state and a standby state until the cumulative duration of the periodic switching is equal to a third preset duration or the cumulative number of periodic switching is equal to a preset number, so that the output current of the power battery is greater than a second preset current; wherein, the single maintenance duration of the power generation state and the standby state is a fourth preset duration.

[0022] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the control module includes a second control unit, which is specifically used to: control the thermal management system to continuously cool for a fifth preset duration when the current temperature of the power battery is greater than the upper limit of the preset temperature range, so that the output current of the power battery is greater than the second preset current; and control the thermal management system to continuously heat for a sixth preset duration when the current temperature of the power battery is less than the lower limit of the preset temperature range, so that the output current of the power battery is greater than the second preset current.

[0023] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the control module includes a third control unit, which is specifically used to: control the DC-DC converter of the power battery to start, and continuously charge the vehicle's battery and / or supply power to the low-voltage load in the vehicle within a seventh preset duration, so that the output current of the power battery is greater than the second preset current.

[0024] In combination with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the second preset current is set based on the lower limit of the detection range of the target current sensor, which is a current sensor in the vehicle used to measure the output current of the power battery.

[0025] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the judgment module is specifically used to: obtain the status of the vehicle's high-voltage system, the vehicle's current driving needs, and the input current of the vehicle's low-voltage system; when the high-voltage system is in an available state, the vehicle currently has no driving needs, and the input current of the low-voltage system is greater than a third preset current, determine that the output current of the power battery is less than a first preset current; when the duration for which the output current of the power battery is less than the first preset current is greater than or equal to a first preset duration, determine that the power battery is in a preset operating condition.

[0026] Thirdly, an electronic device is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the electronic device to perform the vehicle control method of the first aspect and any possible implementation thereof.

[0027] Fourthly, this application provides a vehicle including an electronic device for performing the methods described in the first aspect and any possible implementation thereof.

[0028] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the vehicle control method of the first aspect and any possible implementation thereof.

[0029] In a sixth aspect, a non-volatile storage medium is provided, which stores computer program code that, when executed on a computer, causes the computer to perform the vehicle control method of the first aspect and any possible implementation thereof. Attached Figure Description

[0030] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application; Figure 2 This is a timing diagram showing the change of motor state over time, provided in an embodiment of this application. Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0031] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0033] With the rapid development of new energy vehicle technology, the accurate calculation of the remaining power of the power battery, as the core power source of new energy vehicles, is directly related to key aspects such as vehicle range prediction, energy distribution optimization, and battery life protection.

[0034] In real-world vehicle use, vehicles often operate under conditions where they continuously power onboard devices for extended periods. Under these conditions, the battery continuously outputs a low current (e.g., less than 0.2A). However, existing current sensors have limited detection accuracy in the low-current range, and even small currents are susceptible to interference from circuit noise and sensor errors. This makes it difficult for current sensors to accurately collect current data in this range. Consequently, the Battery Management System (BMS) cannot accurately calculate the remaining battery capacity based on precise current information. Distorted remaining battery capacity data directly impacts the rationality of the vehicle's energy management strategy, leading to problems such as inaccurate range prediction, unbalanced energy distribution, and inaccurate battery charging and discharging control. In severe cases, it can even affect vehicle stability and battery lifespan. Therefore, it is urgent to address the problem of inaccurate remaining battery capacity calculation caused by inaccurate current acquisition in low-current scenarios.

[0035] To address the aforementioned technical problems, this application provides a vehicle control method. The method is executed by the vehicle itself, specifically by a controller within the vehicle. Under a preset operating condition where the power battery is continuously outputting a small current, the method controls a target component in the vehicle to operate at preset intervals. This allows the power battery to briefly output a larger current, triggering a current sensor to perform high-precision detection and calibration. This process offsets the measurement errors accumulated from the previous long-term small current output, providing accurate data support for calculating the remaining power battery capacity and improving the accuracy of the remaining capacity calculation.

[0036] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0037] For example, such as Figure 1 As shown, the method 100 includes: Step 101: When the vehicle is in operation, determine whether the vehicle's power battery is in the preset operating condition.

[0038] Under the preset operating conditions, the output current of the power battery is continuously less than the first preset current for a first preset duration.

[0039] Step 102: When it is determined that the power battery is in a preset operating condition, the target component in the vehicle is controlled to work every second preset time interval so that the output current of the power battery is greater than the second preset current.

[0040] The first preset current is less than the second preset current.

[0041] In this embodiment, when the vehicle is in operation, determining whether the power battery is in a preset operating condition where it continuously outputs a current less than a first preset time period can accurately identify whether the current condition requires optimization of the remaining power battery charge calculation. This facilitates subsequent control operations under such conditions, avoiding meaningless operations. If the power battery is determined to be in a preset operating condition, operations are performed every second preset time period, avoiding energy waste caused by frequent interventions. Furthermore, by controlling the target components in the vehicle to operate every second preset time period, the output current of the power battery can be increased to a higher than the second preset current through active intervention. This triggers the current sensor to perform high-precision detection and calibration, offsetting the measurement errors accumulated from the previous long-term low-current output. This provides accurate data support for calculating the remaining power battery charge, improving the accuracy of the charge calculation and ensuring the rationality and reliability of the vehicle's energy management strategy.

[0042] The following is about Figure 1 The implementation methods of each step in the illustrated embodiment are explained in detail below: In step 101, the above-mentioned operating state refers to the state in which the vehicle's power supply is turned on and the vehicle's high-voltage system is ready, but the vehicle has not yet started moving.

[0043] For example, the above-mentioned vehicle power supply being in the "on" state can specifically mean that the vehicle's power mode is in the "ON" position.

[0044] The ON position mentioned above can also be called the "ignition position" or "running position". When the power mode is in the ON position, the vehicle control system is fully powered on, the engine (for fuel vehicles) or high voltage system (for new energy vehicles) has completed pre-start preparation, and the vehicle is usually in a ready-to-drive state.

[0045] The power battery in the aforementioned vehicle refers to the high-voltage battery used to provide driving energy in new energy vehicles. It can typically output high-power electrical energy to drive the motor. It can also convert high-voltage electricity into low-voltage electricity through a DC-DC converter, and then use the converted low-voltage electricity to power low-voltage loads. In addition, the converted low-voltage electricity can also charge the battery.

[0046] Furthermore, when the vehicle is in operating mode, low-voltage loads within the vehicle may continuously consume electrical energy. If the total load demand of these low-voltage loads is low and stable (e.g., continuously on ambient lighting, onboard chargers, etc.), the power battery will continuously output a small current (e.g., less than 0.2A) for an extended period. As mentioned earlier, existing current sensors have limited detection accuracy in the low-current range, and even small currents are easily affected by circuit noise and sensor errors, making it difficult for current sensors to accurately collect current data in the low-current range. Furthermore, if the power battery outputs a small current for an extended period, the measurement error of the current sensor will accumulate over time, leading to increasingly larger deviations in the calculation of the remaining battery charge, and consequently, lower accuracy in calculating the remaining battery charge (i.e., SOC). Therefore, this embodiment of the application can determine whether the vehicle's power battery is in a preset operating condition of continuously outputting a small current when the vehicle is in operating mode.

[0047] As mentioned above, under the aforementioned preset operating conditions, the power battery typically exhibits an output current that is consistently lower than the first preset current for a first preset duration.

[0048] For example, the first preset duration can be set according to actual needs, such as 8 hours; the first preset current can be set according to the lower limit of the detection range of the current sensor. For example, if the lower limit of the detection range of the current sensor is 0.3A, then the first preset current can be set to 0.2A.

[0049] In some embodiments, determining whether the vehicle's power battery is in a preset operating condition includes: acquiring the status of the vehicle's high-voltage system, the vehicle's current driving needs, and the input current of the vehicle's low-voltage system; determining that the output current of the power battery is less than a first preset current when the high-voltage system is in an available state, the vehicle currently has no driving needs, and the input current of the low-voltage system is greater than a third preset current; and determining that the power battery is in a preset operating condition when the duration for which the output current of the power battery is less than the first preset current is greater than or equal to a first preset duration.

[0050] The status of the high-voltage system usually refers to the availability status of the power battery and the high-voltage circuit. By obtaining the status of the high-voltage system, it can be determined whether the power battery and the high-voltage circuit are currently in a state of readiness, fault-free, normal insulation performance, and stable power supply capability.

[0051] For example, an enable signal can be pre-set to characterize the state of the high-voltage system. For instance, an enable signal named "HV_baochi" can be set. When HV_baochi=able, the state of the high-voltage system is determined to be available; when HV_baochi=unable, the state of the high-voltage system is determined to be unavailable.

[0052] The aforementioned vehicle's current driving demand refers to whether the vehicle currently has a driving need, or whether the vehicle currently has a normal ready request. This can usually be determined by whether the vehicle's powertrain receives a command to "put the vehicle into a driving-ready state." For example, the power supply status signal, the powertrain's ready signal, and the vehicle speed signal can also be acquired, and the vehicle's current driving needs can be determined based on these signals. If the vehicle's power supply is in the ON position, the powertrain is not in the ready state, and the vehicle speed remains at 0, it can be determined that the vehicle does not currently need to be driven.

[0053] The input current of a vehicle's low-voltage system refers to the total current that the vehicle's low-voltage system draws from the power battery. It is used to reflect the total consumption intensity of the low-voltage load. The input current of the low-voltage system can usually be obtained through a current sensor at the low-voltage output terminal.

[0054] For example, the third preset current can be set according to actual needs, such as 2A.

[0055] It is understandable that if the high-voltage system is in an available state, it means that the power battery can output electrical energy normally. At this time, there is a possibility that the output current of the power battery is continuously less than the first preset current. Therefore, if the high-voltage system is in an available state, the power battery may be in a preset operating condition.

[0056] If the vehicle is not currently in a driving condition, it means that the vehicle is not in a high-current operating condition. The power battery may need to supply power to a low-voltage load. In this case, there is a possibility that the output current of the power battery will be continuously less than the first preset current. Therefore, if the vehicle is not currently in a driving condition, the power battery may be in a preset operating condition.

[0057] If the input current of the low-voltage system is greater than the third preset current, it indicates that the power battery is supplying power to the low-voltage load. Since the current of a single low-voltage load is usually less than 1A when it is working, if the input current of the low-voltage system is greater than 2A, it means that multiple low-voltage loads are working continuously at the same time, and the load strength is sufficient for the power battery to generate continuous output. At this time, there is a possibility that the output current of the power battery is continuously less than the first preset current. Therefore, if the input current of the low-voltage system is greater than the third preset current, the power battery may be in a preset operating condition.

[0058] In summary, when the high-voltage system is in an available state, the vehicle currently has no driving needs, and the input current of the low-voltage system is greater than the third preset current, it indicates that the power battery can currently supply power normally, the power battery does not need to provide power for vehicle driving, and the low-voltage load of the vehicle is consuming the power battery's power. At this time, it can be determined that the output current of the power battery is less than the first preset current.

[0059] Furthermore, in order to ensure the accuracy of the preset operating condition identification, the duration of the operating condition in which the output current of the power battery is less than the first preset current can also be determined. Specifically, when it is determined that the output current of the power battery is less than the first preset current, timing can be started to obtain the timing duration, which is the duration of the power battery output current being less than the first preset current.

[0060] If the duration of the power battery's output current being less than the first preset current is greater than or equal to the first preset duration, it indicates that the current situation is not a scenario where the power battery briefly outputs a small current due to the short-term start-up of a low-voltage load, and thus it can be determined that the power battery is in the preset operating condition.

[0061] The above method, by acquiring the status of the vehicle's high-voltage system, the vehicle's current driving needs, and the input current of the vehicle's low-voltage system, can provide a more comprehensive basis for determining the operating condition of the power battery, avoiding misjudgments due to missing data and ensuring the accuracy of the operating condition determination. By superimposing multiple conditions, it can more accurately determine that the power battery is currently in a condition where the output current is less than a first preset current. By filtering through a duration threshold, it can effectively eliminate temporary scenarios where the power battery outputs a small current for a short period of time, making it easier to accurately determine the preset operating condition of outputting a small current for a long period of time. This provides a precise triggering basis for the subsequent SOC error correction strategy and improves the accuracy of the operating condition determination.

[0062] In step 102, it can be understood that when the power battery is determined to be in the preset operating condition, it means that the power battery has been in a state of outputting a small current for a long time. Since the small current is much lower than the lower limit of the measurement range of the current sensor, the long-term output of a small current will cause the measurement error of the current sensor to accumulate over a long period of time, resulting in the calculation deviation of the SOC of the power battery becoming larger and larger, which in turn affects the accuracy of the calculation of the SOC of the power battery.

[0063] Based on this, the embodiments of this application can control the components in the vehicle to start working at regular intervals (such as a second preset duration) to generate a transient large current. This transient large current is usually within the effective measurement range of the current sensor and can trigger the current sensor to perform high-precision detection and calibration, thereby offsetting the measurement error accumulated from the previous long-term small current output, thereby dynamically correcting the SOC calculation deviation and reducing the deviation accumulated over a long period of time.

[0064] For example, the second preset duration can be set according to actual needs, such as 3 hours.

[0065] Furthermore, the aforementioned target component can be any one of the following components in the vehicle: the motor, the thermal management system of the power battery, and the DC-DC converter of the power battery.

[0066] It is understandable that the operation of the target component itself will generate specific power requirements, and these requirements will usually directly affect the output circuit of the power battery. Therefore, by controlling the operation of the target component in the vehicle, the power consumption of the power battery is significantly increased. Since the power increase will directly increase the current in the relatively stable voltage power battery circuit, it can cause the output current of the power battery to be greater than the second preset current.

[0067] In some embodiments, the second preset current is set based on the lower limit of the detection range of the target current sensor, which is a current sensor in the vehicle used to measure the output current of the power battery.

[0068] It is understandable that the aforementioned target current sensor refers to a sensor in a vehicle specifically designed to detect the output current of the power battery.

[0069] Typically, due to the inherent limitations of the current sensor's detection accuracy, the target current sensor has a defined lower limit for its detection range. When the output current of the power battery falls below this lower limit, the measurement error of the target current sensor will increase significantly, failing to meet the accuracy requirements for SOC calculation. Therefore, a second preset current can be set based on the lower limit of the target current sensor's detection range.

[0070] For example, to ensure that the output current of the power battery falls entirely within the detection range of the target current sensor, the second preset current can be set to a value slightly higher than the lower limit of the target current sensor's detection range. For instance, if the lower limit of the target current sensor's detection range is 0.3A, the second preset current can be set to 0.5A.

[0071] The above method sets a second preset current based on the lower limit of the detection range of the target current sensor that measures the output current of the power battery. This ensures that the instantaneously triggered current of the power battery can accurately fall into the effective detection range of the target current sensor, thereby avoiding the error accumulation problem caused by the small current being lower than the lower limit of the detection range. It can provide accurate current data support for the calculation of the remaining power battery capacity and reduce calculation deviation from the source.

[0072] To avoid a sudden increase in the instantaneous power consumption of the power battery due to the simultaneous operation of multiple target components, which would result in unnecessary additional energy consumption and directly affect the actual driving range of the vehicle, this application embodiment can obtain the current state of the motor and / or the current temperature of the power battery, and control any one of the multiple target components to operate based on the current state of the motor and / or the current temperature of the power battery.

[0073] In some embodiments, the target component is any one of a motor, a thermal management system for the power battery, and a DC-DC converter. Controlling the target component in the vehicle to operate at second preset intervals to make the output current of the power battery greater than a second preset current includes: acquiring the current state of the motor and / or the current temperature of the power battery at second preset intervals; controlling the motor to operate when the current state of the motor is available, making the output current of the power battery greater than the second preset current; controlling the thermal management system of the power battery to operate when the current temperature of the power battery is not within a preset temperature range, making the output current of the power battery greater than the second preset current; controlling the motor to operate and / or controlling the thermal management system of the power battery to operate when the current state of the motor is available and the current temperature of the power battery is not within a preset temperature range, making the output current of the power battery greater than the second preset current; and controlling the DC-DC converter of the power battery to operate when the current state of the motor is unavailable and the current temperature of the power battery is within a preset temperature range, making the output current of the power battery greater than the second preset current.

[0074] Understandably, in order to avoid unnecessary energy consumption, the current state of the vehicle's motor and / or the current temperature of the power battery can be obtained every second preset time interval, and based on the current state of the motor and / or the current temperature of the power battery, any one of the multiple target components can be controlled to work.

[0075] For example, the current state of the vehicle's motor can be obtained every second preset time interval. Based on the current state of the motor, it can be determined whether the output current of the power battery can be made greater than the second preset current by controlling the motor to work.

[0076] The current state of the motor is used to reflect whether the motor currently has the ability to operate for a short period of time to generate a transient large current in the vehicle's power battery.

[0077] In some embodiments, the vehicle control unit (VCU) can send a status query command to the motor control unit (MCU). After receiving the command, the MCU obtains the status of the motor (such as standby status, working status, sleep status, and fault status). If the VCU determines that the motor is not in a fault state, it can determine that the current state of the motor is a usable state that can operate for a short time to generate a transient large current.

[0078] Furthermore, assuming the motor is currently in an available state, by controlling the motor to start and operate briefly, an electromagnetic field can be rapidly established in the motor windings, forming a closed current loop. This process generates a significant transient current demand on the high-voltage bus, driving the power battery to output a discharge current far exceeding the current demand under low load conditions for a short period. Since the large transient current output from the power battery can cover the effective measurement range of the current sensor, it reduces the measurement errors accumulated from previous long periods of low current output, thereby accurately correcting SOC calculation deviations and improving the accuracy of SOC estimation.

[0079] In some embodiments, controlling the motor to operate so that the output current of the power battery is greater than a second preset current includes: controlling the state of the motor to periodically switch between a power generation state and a standby state until the cumulative duration of the periodic switching is equal to a third preset duration or the cumulative number of periodic switching is equal to a preset number, so that the output current of the power battery is greater than the second preset current; wherein the single maintenance duration of the power generation state and the standby state is a fourth preset duration.

[0080] It is understandable that when the power battery is in a preset operating condition, the motor is usually in a dormant state. Based on this, the motor can be controlled to switch from the dormant state to the working state every second preset time interval.

[0081] The aforementioned hibernation state refers to a low-power state in which the motor and the associated high-voltage system (such as the motor controller and high-voltage circuit) are completely shut down. At this time, the motor does not respond to work commands and can only be started after a process of high-voltage power-on and controller wake-up. There is no power output or power generation action.

[0082] The above-mentioned working states refer to the states in which the motor can operate stably, including power generation state, drive state, etc. At this time, the motor controller has been awakened, the high voltage circuit is turned on, and the motor can perform actions such as power generation and power output according to instructions.

[0083] It is understandable that since the vehicle typically has no driving needs when the power battery is in the preset operating condition, the aforementioned operating state specifically refers to the motor's power generation state. In other words, when the power battery is in the preset operating condition, the motor is controlled to switch from a dormant state to a power generation state every second preset time interval.

[0084] Furthermore, to avoid the extra energy waste caused by the motor being in continuous power generation mode, the motor's state can be controlled to periodically switch between power generation mode and standby mode when the motor is in power generation mode.

[0085] The aforementioned standby state, also known as "STANDBY state," is a state between the motor's hibernation and operating states. Specifically, it is a high-voltage ready, low-load standby state. In this state, the motor and its associated motor controller are awakened, and the high-voltage circuit is connected, but the motor does not perform any actions such as power generation or output. The motor has no torque output and no continuous electrical energy generation. Furthermore, only the motor controller remains operational at this time, without consuming additional power from the battery.

[0086] It is understandable that since the motor and associated controller are already in a high-voltage ready state in the standby state, when the motor is switched to the power generation state or other working states, there is no need to re-execute redundant processes such as high-voltage power-on and controller wake-up. It can quickly respond to commands and control the motor to enter the working state. Therefore, by controlling the motor to periodically switch between the power generation state and the standby state, this embodiment of the application can both enable the power battery to output a large instantaneous current to meet the error calibration requirements when the motor is in the power generation state, and avoid the additional energy consumption caused by continuous power generation through the low-power standby mode in the standby state.

[0087] Furthermore, in order to ensure that the motor returns to the dormant state in a timely manner after the power battery outputs a large instantaneous current in order to reduce energy consumption, the embodiments of this application may set a third preset duration to limit the cumulative duration of the above-mentioned periodic switching action, or set a preset number to limit the cumulative number of switching corresponding to the above-mentioned periodic switching process, and at the same time set a fourth preset duration to limit the single maintenance duration of the motor in the power generation state and the standby state.

[0088] Understandably, the third preset duration is set to limit the cumulative duration of periodic switching, preventing the motor from remaining in a non-dormant state after the power battery outputs a large instantaneous current, thus preventing unnecessary energy consumption due to excessive and continuous switching actions. The preset number of times is set to limit the cumulative number of periodic switching actions, preventing frequent repetition of switching actions, reducing the extra energy consumption caused by the motor repeatedly switching between generating and standby states, while also reducing component wear and extending the motor's lifespan. The fourth preset duration is set to control the duration of each single maintenance of the motor in generating and standby states, preventing the motor from staying in a single non-dormant state for a long time, ensuring that the motor can return to the dormant state in a timely manner, ensuring a rapid reduction in energy consumption after a large instantaneous current output, and balancing the rhythm of the motor in the working and dormant states, preventing the energy supply of other vehicle functions from being affected by a single state being maintained for too long.

[0089] For example, the third preset duration can be set according to actual needs, such as 60 seconds; the preset number of times can also be set according to actual needs, such as 60 times; the fourth preset duration can also be set according to actual needs, such as 0.5 seconds.

[0090] It is understandable that the duration of one periodic switch is the sum of the duration of a single maintenance of the motor in the generating state and the duration of a single maintenance of the standby state (i.e., the motor is in the standby state after switching from the generating state to the standby state); the cumulative duration of the above periodic switch action can be the sum of the durations of multiple periodic switches; the cumulative number of switches corresponding to the above periodic switch process can be obtained by dividing the cumulative duration of the periodic switch action by the duration of one periodic switch.

[0091] For example, Figure 2 This is a timing diagram showing the change of motor state over time, provided in an embodiment of this application.

[0092] like Figure 2 As shown, Figure 2 The "high level" (i.e., the raised square wave band) indicates that the motor is in the power generation state, and the motor will maintain the power generation state for 0.5 seconds (i.e., the single maintenance duration of the power generation state is 0.5 seconds). During this time, the power battery will output a large instantaneous current greater than the second preset current. Figure 2 The "low level" (i.e., a flat square wave) indicates that the motor is in standby mode, and the motor will also remain in standby mode for 0.5 seconds. During this time, the power battery will output a very small current required to maintain the standby mode.

[0093] Figure 2 The entire waveform cycles through "0.5 seconds of power generation state + 0.5 seconds of standby state" as one cycle. By controlling the motor's state to periodically switch between power generation state and standby state, the output current of the power battery is greater than the second preset current.

[0094] Furthermore, as mentioned above, in order to save energy, the cumulative duration or the cumulative number of periodic switching cycles can be limited. Assuming the third preset duration is set to 60 seconds or the preset number of cycles is set to 60, then when the cumulative duration of the periodic switching between the motor's state and standby state reaches 60 seconds, or the cumulative number of periodic switching cycles between the motor's state and standby state reaches 60 times, the motor will be controlled to return to sleep mode.

[0095] For example, suppose the third preset duration is 60 seconds and the fourth preset duration is 0.5 seconds. When the motor is currently in an available state, the motor can be controlled to switch from a sleep state to a power generation state. After the motor maintains the power generation state for 0.5 seconds, the motor can be controlled to switch from the power generation state to a standby state. After the motor maintains the standby state for 0.5 seconds, the motor can be controlled to switch from the standby state to the power generation state again. The motor state is controlled to periodically switch between the power generation state and the standby state according to the above process until the cumulative duration of the periodic switching reaches 60 seconds. During the above periodic switching process, the output current of the power battery is greater than the second preset current.

[0096] In some embodiments, during the process of periodically switching the state of the motor between the power generation state and the standby state, if the output current of the power battery is detected to be greater than a second preset current, the periodic switching of the motor state can be stopped and the motor state can be restored to the sleep state.

[0097] The above method, by periodically switching the motor's state between power generation and standby states, enables internal charging and discharging actions within the motor. This triggers a transient high current output from the power battery, exceeding a second preset current. This, in turn, triggers a current sensor to perform high-precision detection and calibration, thus offsetting the measurement errors accumulated from prolonged low-current output. This dynamically corrects the SOC calculation deviation and reduces long-term accumulated deviations. By setting a third preset duration to limit the cumulative duration of this periodic switching action, or by setting a preset number of times to limit the cumulative number of switches corresponding to the periodic switching process, residual deviations caused by insufficient correction can be avoided, as well as resource waste caused by over-correction. By setting a fourth preset duration to limit the duration of each power generation and standby state, it ensures that the power battery outputs a stable high current for a sufficient duration to complete the current sensor calibration while the motor is in power generation state. Simultaneously, it maintains a consistent rhythm during the low-power state of the motor in power generation state, improving the controllability and stability of state switching.

[0098] For example, if the motor is determined to be in an unavailable state, the current temperature of the power battery can be obtained, and based on the current temperature of the power battery, it can be determined whether the output current of the power battery can be made greater than the second preset current by controlling the thermal management system of the power battery.

[0099] In addition, the current temperature of the power battery can be directly obtained every second preset time interval. Based on the current temperature of the power battery, it can be determined whether the output current of the power battery can be made greater than the second preset current by controlling the thermal management system of the power battery.

[0100] The current temperature of the aforementioned power battery can be detected by the power battery temperature sensor.

[0101] Understandably, when the power battery is under preset operating conditions, the temperature of the power battery may deviate from the optimal temperature range due to ambient temperature or heat accumulation under low load for a long time. In order to avoid damage to the battery cells, the output current will be automatically reduced when the temperature of the power battery deviates from the optimal temperature range, thus limiting the output current of the power battery. Furthermore, when the temperature of the power battery deviates from the optimal temperature range, it may also cause the correspondence between voltage and charge to be distorted, which in turn leads to deviations in the SOC estimation model based on voltage and internal resistance.

[0102] Based on this, the embodiments of this application can determine whether the current temperature of the power battery is within the preset temperature range (i.e., the optimal temperature range), and when the current temperature of the power battery is not within the preset temperature range, control the thermal management system of the power battery to work, so that the temperature of the power battery returns to the preset temperature range. This enables the BMS to remove the current limit on the power battery, release the current output potential of the power battery, stably output a large instantaneous current greater than the second preset current, and make the battery parameters of the power battery (such as internal resistance, open circuit voltage, charge and discharge efficiency, etc.) more stable, making the correspondence between parameters and capacity (such as OCV-SOC curve) more accurate, thereby effectively avoiding the interference of temperature fluctuations on SOC calculation and improving the SOC calculation accuracy of the power battery.

[0103] In some embodiments, controlling the thermal management system of the power battery to operate so that the output current of the power battery is greater than a second preset current includes: when the current temperature of the power battery is greater than the upper limit of a preset temperature range, controlling the thermal management system to continuously cool for a fifth preset duration so that the output current of the power battery is greater than the second preset current; and when the current temperature of the power battery is less than the lower limit of a preset temperature range, controlling the thermal management system to continuously heat for a sixth preset duration so that the output current of the power battery is greater than the second preset current.

[0104] For example, the above-mentioned preset temperature range can be set according to the optimal temperature range when the power battery is working. For example, if the optimal temperature range when the power battery is working is [20℃, 40℃], then the above-mentioned preset temperature range can also be set to [20℃, 40℃].

[0105] It is understandable that if the current temperature of the power battery is higher than the upper limit of the preset temperature range, it means that the current temperature of the power battery is high and above the optimal temperature range. In order to ensure that the temperature of the power battery is within the preset temperature range, the thermal management system can be controlled to cool down the power battery.

[0106] If the current temperature of the power battery is lower than the lower limit of the preset temperature range, it means that the current temperature of the power battery is low and below the optimal temperature range. In order to ensure that the temperature of the power battery is within the preset temperature range, the thermal management system can be controlled to generate heat to raise the temperature of the power battery.

[0107] The aforementioned thermal management system refers to a system that regulates the temperature of the power battery. Specifically, it regulates the temperature of the power battery through a temperature regulation module and stabilizes the temperature of the power battery within the optimal temperature range.

[0108] For example, the temperature regulation module mentioned above may specifically include a positive temperature coefficient heater (PTC heater) and a refrigerant circuit (including components such as compressor, condenser, and evaporator).

[0109] Furthermore, when it is necessary to raise the temperature of the power battery (i.e., when it is necessary to control the thermal management system to heat), the PTC heater can be started to achieve heating; when it is necessary to lower the temperature of the power battery (i.e., when it is necessary to control the thermal management system to cool), the refrigerant circuit can be operated to achieve cooling.

[0110] To ensure that the temperature of the power battery falls precisely within the preset temperature range and to avoid over-adjustment of the temperature, a fifth preset duration and a sixth preset duration can be set to limit the duration of heating or cooling by the thermal management system.

[0111] For example, the fifth preset duration and the sixth preset duration can both be set according to actual needs. The fifth preset duration and the sixth preset duration can be set to the same value or different values. This application embodiment does not limit this.

[0112] For example, both the fifth and sixth preset durations can be set to 3 seconds.

[0113] For example, assuming both the fifth and sixth preset durations are set to 3 seconds, and the preset temperature range is [20℃, 40℃], when the current temperature of the power battery is detected to be 50℃, the refrigerant circuit in the thermal management system can be controlled to operate continuously for 3 seconds to achieve cooling, so that the output current of the power battery is greater than the second preset current; when the current temperature of the power battery is detected to be 0℃, the PTC heater can be controlled to start continuously for 3 seconds to achieve heating, so that the output current of the power battery is greater than the second preset current.

[0114] The above method, when the current temperature of the power battery is higher than the upper limit of the preset temperature range, can quickly reduce the battery temperature by controlling the thermal management system to avoid output current limitation caused by high temperature. At the same time, setting a fifth preset duration can ensure that the temperature drops to the optimal range without over-cooling, ensuring the stability of high current output and battery safety. When the current temperature of the power battery is lower than the lower limit of the preset temperature range, the thermal management system can quickly raise the battery temperature by controlling the heating system to reduce the battery's internal resistance at low temperatures. At the same time, setting a sixth preset duration can prevent insufficient heating from causing the temperature to not reach the standard or excessive heating from causing new current limitations, ensuring the recovery of battery output capacity. Through the above control actions, the output current of the power battery can be made greater than the second preset current, which can provide the necessary high current detection conditions for SOC calculation accuracy correction, while taking into account the energy consumption of the thermal management system and the battery life.

[0115] Furthermore, the current status of the motor and the current temperature of the power battery can be obtained simultaneously. If the current status of the motor is usable and the current temperature of the power battery is not within the preset temperature range, it indicates that the motor is in normal condition and the current temperature of the power battery is not within the preset temperature range. At this time, the power battery can output a large instantaneous current by controlling the motor state switching, or by adjusting the current temperature of the power battery. Alternatively, the power battery can output a large instantaneous current by simultaneously controlling the motor state switching and controlling the thermal management system of the power battery. If the motor is currently unavailable and the current temperature of the power battery is within the preset temperature range, it means that it is impossible to achieve a large instantaneous current output from the power battery by controlling the motor state switching, and it is also impossible to achieve a large instantaneous current output from the power battery by adjusting the current temperature of the power battery.

[0116] Based on this, embodiments of this application can also control the operation of the DC-DC converter (i.e., DC-DC converter) of the power battery to convert the high voltage of the power battery into low voltage, and supply power to the low voltage load or low voltage battery (i.e., storage battery) in the vehicle for a short time, so that the power battery outputs a large instantaneous current.

[0117] The aforementioned DC-DC converter refers to the power conversion component in the high-voltage system of new energy vehicles. Specifically, it is used to accurately convert DC power of one voltage level to DC power of another voltage level (such as converting the high voltage of the power battery into low voltage output), and to follow the power conservation principle (i.e., input power ≈ output power) during the conversion process, while ensuring the stability of the output voltage or current.

[0118] In some embodiments, controlling the DC-DC converter of the power battery to operate so that the output current of the power battery is greater than a second preset current includes: controlling the DC-DC converter of the power battery to start and continuously charging the vehicle's battery and / or supplying power to the low-voltage load in the vehicle for a seventh preset duration so that the output current of the power battery is greater than the second preset current.

[0119] Understandably, as mentioned above, by converting the high-voltage electricity of the power battery into low-voltage electricity through a DC-DC converter, and then supplying power to the low-voltage load or low-voltage battery (i.e., storage battery) in the vehicle for a short time, the power battery can output a large instantaneous current.

[0120] Specifically, the current battery level can be obtained, and the specific control strategy of the DC-DC converter can be determined based on the current battery level.

[0121] When the current charge of the battery is less than or equal to a preset charge threshold, the DC-DC converter of the power battery can be activated to charge the battery, so that the output current of the power battery is greater than a second preset current.

[0122] When the current charge of the battery is greater than the preset charge threshold, if the DC-DC converter controlling the power battery starts and charges the battery, it may cause the battery to be overcharged, which may lead to battery damage. Therefore, it is possible to start the low-voltage load in the vehicle that is not started and supply power to the low-voltage load in the vehicle so that the output current of the power battery is greater than the second preset current.

[0123] In addition, to ensure that the output current of the power battery is greater than the second preset current, when the current charge of the battery is less than or equal to the preset charge threshold, the DC-DC converter of the power battery can be started to charge the battery. At the same time, the low-voltage loads in the vehicle that are not started can be started and supplied with power to the low-voltage loads in the vehicle, so that the power battery can output a large instantaneous current.

[0124] For example, the preset power threshold can be set according to actual needs, such as 50%.

[0125] Furthermore, as mentioned above, in order to avoid unnecessary energy waste, a seventh preset duration can be set to limit the continuous working time of the DC-DC converter and also to limit the discharge time of the power battery, that is, to control the DC-DC converter to work within the seventh preset duration.

[0126] For example, the seventh preset duration can be set according to actual needs, such as 3 seconds.

[0127] For example, suppose the seventh preset duration is set to 3 seconds, the preset temperature range is [20℃, 40℃], and the preset battery power threshold is 50%. When the current state of the motor is detected as unavailable and the current temperature of the power battery is 30℃, the current battery power is obtained. If the current battery power is 90%, the system controls the starting of the low-voltage load in the vehicle that is not started, and supplies power to the low-voltage load in the vehicle for 3 seconds, so that the output current of the power battery is greater than the second preset current.

[0128] The above method controls the start of the DC-DC converter of the power battery, which can establish an energy transmission channel between the power battery, the storage battery, and the low-voltage load, providing a foundation for the subsequent output of a large instantaneous current from the power battery. Setting a seventh preset time and ensuring that the battery is continuously charged and / or the low-voltage load in the vehicle is continuously supplied within the seventh preset time can ensure that the output current of the power battery is greater than the second preset current, while avoiding overcharging of the storage battery and unnecessary energy consumption.

[0129] Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0130] For example, such as Figure 3 As shown, the device 300 includes: The judgment module 301 is used to determine whether the vehicle's power battery is in a preset operating condition when the vehicle is in operation.

[0131] Under the preset operating conditions, the output current of the power battery is continuously less than the first preset current for a first preset duration.

[0132] The control module 302 is used to control the target component in the vehicle to work every second preset time interval when it is determined that the power battery is in a preset working condition, so that the output current of the power battery is greater than the second preset current.

[0133] The first preset current is less than the second preset current.

[0134] In some embodiments, the target component is any one of a motor, a thermal management system for the power battery, and a DC-DC converter. The control module is specifically configured to: acquire the current state of the motor and / or the current temperature of the power battery every second preset time interval; when the current state of the motor is available, control the motor to operate so that the output current of the power battery is greater than a second preset current; when the current temperature of the power battery is not within a preset temperature range, control the thermal management system of the power battery to operate so that the output current of the power battery is greater than the second preset current; when the current state of the motor is available and the current temperature of the power battery is not within a preset temperature range, control the motor to operate, and / or control the thermal management system of the power battery to operate so that the output current of the power battery is greater than the second preset current; when the current state of the motor is unavailable and the current temperature of the power battery is within a preset temperature range, control the DC-DC converter of the power battery to operate so that the output current of the power battery is greater than the second preset current.

[0135] In some embodiments, the control module includes a first control unit, which is specifically used to: control the state of the motor to periodically switch between a power generation state and a standby state until the cumulative duration of the periodic switching is equal to a third preset duration or the cumulative number of periodic switching is equal to a preset number, so that the output current of the power battery is greater than a second preset current; wherein the single maintenance duration of the power generation state and the standby state is a fourth preset duration.

[0136] In some embodiments, the control module includes a second control unit, which is specifically configured to: control the thermal management system to continuously cool for a fifth preset duration when the current temperature of the power battery is greater than the upper limit of the preset temperature range, so that the output current of the power battery is greater than the second preset current; and control the thermal management system to continuously heat for a sixth preset duration when the current temperature of the power battery is less than the lower limit of the preset temperature range, so that the output current of the power battery is greater than the second preset current.

[0137] In some embodiments, the control module includes a third control unit, which is specifically used to: control the DC-DC converter of the power battery to start, and continuously charge the vehicle's battery and / or supply power to the low-voltage load in the vehicle for a seventh preset duration, so that the output current of the power battery is greater than a second preset current.

[0138] In some embodiments, the second preset current is set based on the lower limit of the detection range of the target current sensor, which is a current sensor in the vehicle used to measure the output current of the power battery.

[0139] In some embodiments, the determination module is specifically used to: obtain the status of the vehicle's high-voltage system, the vehicle's current driving needs, and the input current of the vehicle's low-voltage system; when the high-voltage system is in an available state, the vehicle currently has no driving needs, and the input current of the low-voltage system is greater than a third preset current, determine that the output current of the power battery is less than a first preset current; when the duration for which the output current of the power battery is less than the first preset current is greater than or equal to a first preset duration, determine that the power battery is in a preset operating condition.

[0140] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0141] For example, such as Figure 4 As shown, the electronic device 400 includes a memory 401 and a processor 402, wherein the memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0142] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0143] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0144] When the functional modules are divided according to their respective functions, the device may also include a judgment module and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0145] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0146] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code and data.

[0147] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0148] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0149] This embodiment also provides a vehicle, which includes electronic equipment for performing a vehicle control method provided in the above embodiment.

[0150] This embodiment also provides a non-volatile storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.

[0151] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0152] In this embodiment, the device, non-volatile storage medium, computer program product or chip are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding method provided above, and will not be repeated here.

[0153] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0154] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0155] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations 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. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method of a vehicle, characterized by, The method comprises: In the case that the vehicle is in a running state, it is judged whether the power battery of the vehicle is in a preset working condition; wherein the output current of the power battery in the preset working condition is less than a first preset current for a first preset time length; In the case that it is determined that the power battery is in the preset working condition, a target component in the vehicle is controlled to work every second preset time length, so that the output current of the power battery is greater than a second preset current; wherein the first preset current is less than the second preset current.

2. The method of claim 1, wherein, The target component is any one of a motor, a thermal management system of the power battery, and a DC-DC converter, and the control of the target component in the vehicle to work every second preset time length, so that the output current of the power battery is greater than the second preset current, comprises: The current state of the motor and / or the current temperature of the power battery are acquired every second preset time length; In the case that the current state of the motor is an available state, the motor is controlled to work, so that the output current of the power battery is greater than the second preset current; In the case that the current temperature of the power battery is not in a preset temperature range, the thermal management system of the power battery is controlled to work, so that the output current of the power battery is greater than the second preset current; In the case that the current state of the motor is an available state and the current temperature of the power battery is not in the preset temperature range, the motor is controlled to work, and / or the thermal management system of the power battery is controlled to work, so that the output current of the power battery is greater than the second preset current; In the case that the current state of the motor is an unavailable state and the current temperature of the power battery is in the preset temperature range, the DC-DC converter of the power battery is controlled to work, so that the output current of the power battery is greater than the second preset current.

3. The method of claim 2, wherein, The control of the motor to work, so that the output current of the power battery is greater than the second preset current, comprises: The state of the motor is periodically switched between a generating state and a standby state, until the cumulative time length of the periodic switching is equal to a third preset time length or the cumulative switching times of the periodic switching are equal to a preset number, so that the output current of the power battery is greater than the second preset current; wherein the single maintenance time length of the generating state and the standby state is a fourth preset time length.

4. The method of claim 2, wherein, The control of the thermal management system of the power battery to work, so that the output current of the power battery is greater than the second preset current, comprises: In the case that the current temperature of the power battery is greater than the upper limit value of the preset temperature range, the thermal management system is controlled to continuously cool for a fifth preset time length, so that the output current of the power battery is greater than the second preset current; In the case that the current temperature of the power battery is less than the lower limit value of the preset temperature range, the thermal management system is controlled to continuously heat for a sixth preset time length, so that the output current of the power battery is greater than the second preset current.

5. The method of claim 2, wherein, The control of the DC-DC converter of the power battery to work, so that the output current of the power battery is greater than the second preset current, comprises: The DC-DC converter of the power battery is started to continuously charge the storage battery of the vehicle and / or supply power to the low-voltage load in the vehicle within a seventh preset time period, so that the output current of the power battery is greater than a second preset current.

6. The method according to any one of claims 1 to 5, characterized in that, The second preset current is set based on a lower limit value of a detection range of a target current sensor, which is a current sensor used to measure the output current of the power battery in the vehicle.

7. The method of claim 1, wherein, The method comprises: obtaining the state of the high-voltage system of the vehicle, the current driving demand of the vehicle, and the input current of the low-voltage system of the vehicle; determining that the output current of the power battery is less than a first preset current when the state of the high-voltage system is an available state, the vehicle has no current driving demand, and the input current of the low-voltage system is greater than a third preset current; determining that the power battery is in a preset working condition when the duration that the output current of the power battery is less than the first preset current is greater than or equal to a first preset time period.

8. An electronic device, comprising: The electronic device comprises: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the electronic device executes the method according to any one of claims 1 to 7.

9. A vehicle characterized by comprising: The vehicle comprises an electronic device for executing the method according to any one of claims 1 to 7.

10. A non-volatile storage medium, characterized by, The non-volatile storage medium stores a computer program which, when executed, implements the method according to any one of claims 1 to 7.

Images