Vehicle dormancy electric quantity management method and system, terminal and storage medium

Abstract

The invention belongs to the technical field of vehicle management, and particularly relates to a whole vehicle dormancy electric quantity management method and system, a terminal and a storage medium, and the method comprises the steps: building a dynamic discharge rate model based on the total current consumption, the charge state, the voltage, the temperature and the battery health state in the whole vehicle dormancy state, and calculating the current optimal discharge rate; according to the method, multi-dimensional parameters such as total current consumption, battery charge state, voltage, temperature, health state and the like are accurately sensed in real time, a dynamic discharge rate model is constructed in the step S3 based on the real-time data, and through a multi-factor coupling function and a plurality of adjustment factors, the dynamic discharge rate model can be used as a dynamic discharge rate model. The optimal discharge rate matched with the current actual state of the battery can be dynamically calculated, so that the discharge strategy can be adaptively adjusted along with the battery state and the environmental condition, and the battery aging is delayed.

Description

Technical Field

[0001] This invention belongs to the field of vehicle management technology, specifically relating to a method, system, terminal, and storage medium for managing the sleep power of a vehicle. Background Technology

[0002] With the rapid development of the electric vehicle industry, battery range and lifespan have become core concerns for users, and power management during vehicle hibernation is a key factor affecting these indicators. During the hibernation period of an electric vehicle, necessary equipment such as anti-theft systems and sensors still require continuous power consumption, while the standby power consumption of non-essential electrical devices also leads to energy waste. Improper power management can easily lead to over-discharge of the battery, accelerated performance degradation, and even safety hazards.

[0003] Existing battery management systems (BMS) mostly focus on monitoring battery charge during driving, lacking the ability to manage the battery in a more refined manner during dormancy. They can only provide basic remaining charge display and cannot accurately monitor total current consumption and abnormal current patterns in dormancy in real time. They lack a dynamic discharge rate adjustment mechanism based on multiple parameters such as battery state of charge, temperature, and health status, resulting in fixed discharge strategies that are difficult to adapt to the real-time battery status. Furthermore, they lack flexibility in power supply control for non-essential electrical equipment, often employing fixed on / off modes and failing to dynamically optimize power supply strategies based on battery status. Summary of the Invention

[0004] To address the aforementioned shortcomings of the prior art, this invention provides a method, system, terminal, and storage medium for managing vehicle sleep power.

[0005] In a first aspect, the present invention provides a method for managing the sleep power of a vehicle, comprising: S1. After the vehicle enters sleep mode, monitor the total current consumption of the entire vehicle in sleep mode in real time; S2. Obtain the battery's state of charge, battery terminal voltage, temperature, and battery health status parameters during the vehicle's dormant state. S3. Based on the total current consumption, state of charge, voltage, temperature and battery health status of the vehicle in dormant state, construct a dynamic discharge rate model and calculate the current optimal discharge rate. S4. Control the battery discharge behavior according to the optimal discharge rate and dynamically adjust the power supply strategy for non-essential electrical equipment.

[0006] Further improvements to this technical solution include step S1, which includes: S11. After the vehicle main control unit receives the confirmation signal that the vehicle has entered the sleep state, it starts the high-precision Hall current sensor to continuously sample the low-voltage power supply circuit of the vehicle. S12. Condition the analog current signal output by the Hall current sensor and convert it into a voltage signal that is compatible with the input range of the analog-to-digital converter. S13. The embedded microcontroller performs analog-to-digital conversion on the conditioned voltage signal at a preset sampling frequency, and calculates the real-time total current consumption value based on the conversion result.

[0007] Further improvements to this technical solution include step S2, which includes: S21. The terminal voltage of each battery cell is synchronously acquired through the voltage sampling circuit and temperature sensor array in the battery management system. With surface temperature The collected data is then transmitted to the central processing unit via an isolated communication interface. S22. The discharge current during the dormant period is cumulatively calculated based on the ampere-hour integration method, and the state of charge is periodically corrected by combining the open-circuit voltage value after the battery is left to rest, so as to obtain the current state of charge. ; S23. Calculate the battery health status using historical charge-discharge cycle counts, current internal resistance increment, and capacity decay rate. .

[0008] Further improvements to this technical solution include step S3, which includes: S31. Based on the real-time total current consumption of the vehicle in the dormant state obtained in step S1, the state of charge, battery terminal voltage, temperature and battery health state obtained in step S2 as input variables, after normalization processing, they are input into the preset multi-factor coupled discharge rate function to calculate the basic energy consumption of the battery in the dormant state of the vehicle. S32. Calculate the discharge rate adjustment factor corresponding to each input variable based on the preset temperature correction coefficient, state of charge correction coefficient, and battery health state correction coefficient. S33. Couple the battery's basic energy consumption under the vehicle's dormant state with each discharge rate adjustment factor, and introduce a total current consumption deviation correction term to construct a dynamic discharge rate model. Solve the model to obtain the current optimal discharge rate.

[0009] Further improvements to this technical solution include the following formula for calculating the battery's basic energy consumption in the vehicle's dormant state: ; in, This represents the basic energy consumption of the battery. This is the weighting factor for the total current consumption; The total current consumption monitored in step S1; The state of charge obtained in step S2; These are the weighting coefficients for SOC; Temperature weighting coefficient; The battery temperature obtained in step S2; The battery health status obtained in step S2; These are the weighting coefficients for BHS; The battery terminal voltage obtained in step S2; This is the weighting coefficient for the battery terminal voltage.

[0010] Further improvements to this technical solution include the following calculation formula for the dynamic discharge rate model: ; in, For dynamic discharge rate; This refers to the temperature-based discharge rate adjustment factor within the discharge rate adjustment factor. This refers to the state-of-charge discharge rate adjustment factor within the discharge rate adjustment factor. This refers to the battery health state discharge rate adjustment factor within the discharge rate adjustment factor. This refers to the battery's rated capacity. This is the current deviation correction factor; This is the preset normal reference current; The formula for calculating the current optimal discharge rate is: ; in, To achieve the optimal discharge rate; This is the preset maximum allowable discharge rate of the battery; This is the preset safety factor.

[0011] Further improvements to this technical solution include step S4, which includes: S41. The current optimal discharge rate calculated based on step S3 Calculate the maximum allowable continuous discharge current threshold. And compare it with the total current consumption monitored in real time in step S1. Compare; S42, if Then, the power supply circuits of non-essential electrical equipment will be cut off in sequence according to the preset priority list until the total current drops to the preset safe range. S43. After each adjustment, record the status of the disconnected equipment and the time of adjustment, and automatically restore the power supply configuration of non-critical loads based on the record when the vehicle is woken up.

[0012] Secondly, the present invention provides a vehicle sleep power management system, comprising: The total current consumption monitoring module is used to monitor the total current consumption of the vehicle in the sleep state in real time after the vehicle enters the sleep state. The battery parameter acquisition module is used to acquire the battery's state of charge, battery terminal voltage, temperature, and battery health status parameters during the vehicle's dormant state. The optimal discharge rate calculation module is used to construct a dynamic discharge rate model and calculate the current optimal discharge rate based on the total current consumption, state of charge, voltage, temperature and battery health status of the vehicle in dormant state. The power supply strategy dynamic adjustment module is used to control the battery discharge behavior according to the optimal discharge rate and dynamically adjust the power supply strategy of non-essential electrical equipment.

[0013] Thirdly, the present invention provides a terminal, comprising: Processor, memory, among which, This memory is used to store computer programs. The processor is used to retrieve and run the computer program from memory, causing the terminal to perform the terminal method described above.

[0014] Fourthly, the present invention provides a computer storage medium storing instructions that, when executed on a computer, cause the computer to perform the methods described in the above aspects.

[0015] The beneficial effects of this invention are as follows: This invention overcomes the limitations of traditional BMS systems, which can only perform static monitoring during sleep periods. Through steps S1 and S2, it achieves real-time and accurate sensing of multiple parameters, including total current consumption, battery state of charge (SOC), voltage, temperature, and battery health status (BHS). Based on this real-time data, a dynamic discharge rate model is constructed in step S3. This model, through multi-factor coupling functions (such as basic energy consumption calculation) and multiple adjustment factors (temperature, SOC, BHS), can dynamically calculate the optimal discharge rate (Dopt) that best suits the current actual state of the battery. This makes the discharge strategy no longer fixed but adaptively adjustable according to battery state and environmental conditions, thereby maximizing energy consumption and delaying battery aging while ensuring vehicle wake-up functionality.

[0016] The dynamic discharge rate model in step S3 not only considers the basic energy consumption but also introduces a current consumption deviation correction term, enabling it to respond to abnormal power consumption. More importantly, step S4 transforms the optimal discharge rate into an executable control strategy. When the total current consumption exceeds the safety threshold calculated based on the optimal discharge rate, the system can orderly disconnect unnecessary devices according to preset priorities and record the operation. This effectively prevents over-discharge of the battery, improves the system's ability to cope with abnormal situations, and thus enhances the safety and reliability of battery use.

[0017] This invention significantly reduces static power consumption and energy waste during long-term vehicle hibernation by dynamically adjusting discharge strategies and intelligently managing power supply to unnecessary devices. This not only directly translates into longer standby time and reduces the risk of the vehicle failing to start due to depleted battery power during hibernation, but more importantly, by preventing over-discharge and optimizing discharge strategies, it helps extend the overall lifespan of the power battery. For users, this means higher driving range reliability and lower maintenance costs. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic flowchart illustrating a method according to an embodiment of the present invention.

[0020] Figure 2 This is a schematic block diagram of a system according to an embodiment of the present invention.

[0021] Figure 3 This is a schematic diagram of the structure of a terminal provided in an embodiment of the present invention. Detailed Implementation

[0022] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0024] Figure 1 This is a schematic flowchart illustrating a method for managing vehicle sleep power according to the present invention. Wherein, Figure 1 The implementing entity can be a vehicle-wide sleep power management system. Depending on different requirements, the order of the steps in this flowchart can be changed, and some steps can be omitted.

[0025] like Figure 1 As shown, the method includes: S1. After the vehicle enters sleep mode, monitor the total current consumption of the entire vehicle in sleep mode in real time; S2. Obtain the battery's state of charge, battery terminal voltage, temperature, and battery health status parameters during the vehicle's dormant state. S3. Based on the total current consumption, state of charge, voltage, temperature and battery health status of the vehicle in dormant state, construct a dynamic discharge rate model and calculate the current optimal discharge rate. S4. Control the battery discharge behavior according to the optimal discharge rate and dynamically adjust the power supply strategy for non-essential electrical equipment.

[0026] To facilitate understanding of the present invention, the following description further illustrates the vehicle dormant power management method provided by the present invention, based on the principle of the present invention and in conjunction with the process of managing the power of the battery during vehicle dormancy in the embodiments.

[0027] First, step S1 includes: S11. After the vehicle main control unit receives the confirmation signal that the vehicle has entered the sleep state, it starts the high-precision Hall current sensor to continuously sample the low-voltage power supply circuit of the vehicle. S12. Condition the analog current signal output by the Hall current sensor and convert it into a voltage signal that is compatible with the input range of the analog-to-digital converter. S13. The embedded microcontroller performs analog-to-digital conversion on the conditioned voltage signal at a preset sampling frequency, and calculates the real-time total current consumption value based on the conversion result.

[0028] Specifically, the vehicle control unit (VCU) receives door lock signals, gear position signals (P gear), and vehicle speed signals (0km / h) in real time. When all three signals are met simultaneously and the duration reaches a preset threshold (e.g., 5 minutes, which can be adjusted through the vehicle system parameter configuration interface), the vehicle is determined to meet the sleep conditions. The VCU then sends a sleep confirmation signal (high-level signal, voltage 3.3V) to the vehicle sleep power management system.

[0029] A high-precision Hall current sensor (model: ACS723) is selected. This sensor features low power consumption (≤1mA in sleep mode), wide measurement range (±5A), and high measurement accuracy (±1% FS), and is suitable for current monitoring requirements of the vehicle's low-voltage power supply circuit (12V / 24V). The sensor is connected in series to the negative line of the vehicle's low-voltage power supply main circuit. The sensor's power pin is connected to the low-voltage power supply through a low-voltage regulator (model: AMS1117-5.0), and the signal output pin is connected to the input of the signal conditioning circuit.

[0030] After receiving the sleep confirmation signal from the VCU, the vehicle sleep power management system outputs a start signal through the GPIO interface of the embedded microcontroller to control the enable pin of the Hall current sensor to turn on. The sensor starts up and enters continuous sampling mode, and the sampling period is synchronously controlled by the sampling frequency of the subsequent MCU.

[0031] The signal conditioning circuit includes an instrumentation amplifier (model: INA128), an RC low-pass filter, and a voltage clamping circuit. The instrumentation amplifier is used to amplify the weak analog current signal output by the Hall sensor. The RC low-pass filter (resistor R=1kΩ, capacitor C=0.1μF) is used to filter out high-frequency electromagnetic interference noise. The voltage clamping circuit (composed of bidirectional Zener diode SMBJ3.6CA) is used to limit the output voltage range to avoid exceeding the input withstand voltage of the analog-to-digital converter (ADC).

[0032] The analog current signal output by the Hall current sensor has an amplitude of ±20mA. This signal is first input to the differential input terminal of the instrumentation amplifier. By adjusting the external resistor Rg (value 1kΩ) of the instrumentation amplifier and setting the amplifier gain G=100 (gain calculation formula: G=1+50kΩ / Rg), the ±20mA current signal is amplified into a ±2V voltage signal. The amplified voltage signal is filtered by an RC low-pass filter (cutoff frequency f=159Hz) to filter out high-frequency interference generated by the vehicle's electrical system (such as noise above 1kHz generated by motor operation and wireless communication). Finally, the voltage range is limited to 0~3.3V by a voltage clamping circuit to ensure compatibility with the input range of the subsequent ADC.

[0033] Since the ADC module of the embedded microcontroller uses unipolar power supply (3.3V), it cannot directly acquire negative voltage signals. A 1.65V reference voltage (provided by the reference voltage source LM4040-1.65) is connected to the reference voltage pin of the instrumentation amplifier to offset the ±2V differential voltage signal into a unipolar voltage signal of 0.65V~2.65V. After filtering and clamping, a stable 0~3.3V voltage signal is output, which is fully adapted to the input requirements of the ADC.

[0034] A low-power embedded microcontroller (model: STM32L476RGT6) was selected. This MCU has a 12-bit resolution ADC module and low sleep power consumption (≤5μA), which is suitable for the low power consumption requirements of the vehicle in sleep mode. The conditioned voltage signal is connected to the ADC1 channel (PA0 pin) of the MCU, and the ADC is configured to operate in continuous conversion mode. The preset sampling frequency is 100Hz (sampling period 10ms). This frequency takes into account the real-time performance of current monitoring and system power consumption, and avoids the extra power consumption caused by high-frequency sampling.

[0035] The MCU's ADC module continuously samples the conditioned voltage signal at a sampling frequency of 100Hz. The ADC converts the input analog voltage signal into a 12-bit digital value (range 0~4095). Based on the ADC's range characteristics, the conversion formula between digital and analog voltage is as follows: ; in, The digital value output by the ADC at time t; This is the reference voltage for the ADC (3.3V, provided by the MCU's power supply module). The quantization level for a 12-bit ADC.

[0036] Analog voltage obtained based on ADC conversion Based on the sensor calibration parameters, instrument amplifier gain, and sensor sensing resistance parameters, the real-time total current consumption is calculated using the following formula: ; in, This represents the total current consumption of the vehicle in sleep mode at time t; This represents the analog voltage corresponding to the digital voltage value output by the analog-to-digital converter at time t. This represents the static offset voltage of the Hall current sensor under zero current conditions, which is pre-determined through a pre-sleep calibration procedure and stored in non-volatile memory. This indicates the gain coefficient of the instrumentation amplifier; This indicates the equivalent value of the sensing resistance of the Hall sensor, whether it is built-in or external, and is determined by the sensor datasheet and loaded during system initialization.

[0037] Secondly, step S2 includes: S21. The terminal voltage of each battery cell is synchronously acquired through the voltage sampling circuit and temperature sensor array in the battery management system. With surface temperature The collected data is then transmitted to the central processing unit via an isolated communication interface. S22. The discharge current during the dormant period is cumulatively calculated based on the ampere-hour integration method, and the state of charge is periodically corrected by combining the open-circuit voltage value after the battery is left to rest, so as to obtain the current state of charge. ; S23. Calculate the battery health status using historical charge-discharge cycle counts, current internal resistance increment, and capacity decay rate. .

[0038] Specifically, the current state of charge Calculate using the following formula: ; in, The state of charge of the battery at time t is expressed as a percentage. Indicates the start time of hibernation The initial state of charge is obtained by looking up the table from the last open-circuit voltage before dormancy; This indicates the battery's rated capacity at standard temperature; Indicates time The discharge current, a positive value indicates discharge, is determined by step S1. supply; Indicates time Battery temperature, taken from The internal average temperature was obtained after compensation. This represents the coulomb efficiency correction factor, whose value is obtained by interpolation of current and temperature from a pre-stored two-dimensional lookup table. It is used to compensate for irreversible capacity loss at low temperatures or high currents.

[0039] Battery health status Calculate using the following formula: ; in, This indicates the battery's health status at time t, expressed as a percentage. This indicates the current available capacity, determined by the cumulative discharge amount recorded since the most recent full charge. It indicates the nominal capacity of the battery at the time of manufacture and is stored in the battery electronic tag or BMS non-volatile memory.

[0040] Next, step S3 includes: S31. Based on the real-time total current consumption of the vehicle in the dormant state obtained in step S1, the state of charge, battery terminal voltage, temperature and battery health state obtained in step S2 as input variables, after normalization processing, they are input into the preset multi-factor coupled discharge rate function to calculate the basic energy consumption of the battery in the dormant state of the vehicle. S32. Calculate the discharge rate adjustment factor corresponding to each input variable based on the preset temperature correction coefficient, state of charge correction coefficient, and battery health state correction coefficient. S33. Couple the battery's basic energy consumption under the vehicle's dormant state with each discharge rate adjustment factor, and introduce a total current consumption deviation correction term to construct a dynamic discharge rate model. Solve the model to obtain the current optimal discharge rate.

[0041] Specifically, the formula for calculating the basic energy consumption of the battery in the vehicle's dormant state is as follows: ; in, This represents the basic energy consumption of the battery. This is the weighting coefficient for total current consumption, with a value ranging from 0.8 to 1.2. The total current consumption monitored in step S1; The state of charge obtained in step S2; These are the weighting coefficients for SOC; This is the temperature weighting coefficient, with a value ranging from 0.5 to 1.5; The battery temperature obtained in step S2; The battery health status obtained in step S2; These are the weighting coefficients for BHS; The battery terminal voltage obtained in step S2; This is the weighting coefficient for the battery terminal voltage, with a value ranging from 2 to 5.

[0042] Furthermore, the calculation formula for the dynamic discharge rate model is as follows: ; in, For dynamic discharge rate; This refers to the temperature-based discharge rate adjustment factor within the discharge rate adjustment factor. This refers to the state-of-charge discharge rate adjustment factor within the discharge rate adjustment factor. This refers to the battery health state discharge rate adjustment factor within the discharge rate adjustment factor. This refers to the battery's rated capacity. This is the current deviation correction factor; This is the preset normal reference current; The formula for calculating the current optimal discharge rate is: ; in, To achieve the optimal discharge rate; This is the preset maximum allowable discharge rate of the battery; The preset safety factor ranges from 0.8 to 0.95.

[0043] Furthermore, the formula for calculating the temperature discharge rate adjustment factor is as follows: ; in, This is the temperature adjustment factor, with a value ranging from 0.6 to 1.0. This is a temperature correction factor, with a value ranging from 0.9 to 1.1. The optimal operating temperature for the battery is 25~35℃.

[0044] The formula for calculating the state-of-charge discharge rate adjustment factor is: ; in, This is the SOC adjustment factor, with a value range of 0.3 to 1.0; This is the SOC correction factor, with a value ranging from 0.95 to 1.05. Furthermore, the formula for calculating the battery health state discharge rate adjustment factor is as follows: ; in, This is the BHS adjustment factor, with a value range of 0 to 1.0; This is the BHS correction factor, with a value ranging from 0.9 to 1.1.

[0045] Finally, step S4 includes: S41. The current optimal discharge rate calculated based on step S3 Calculate the maximum allowable continuous discharge current threshold. And compare it with the total current consumption monitored in real time in step S1. Compare; S42, if Then, the power supply circuits of non-essential electrical equipment will be cut off in sequence according to the preset priority list until the total current drops to the preset safe range. S43. After each adjustment, record the status of the disconnected equipment and the time of adjustment, and automatically restore the power supply configuration of non-critical loads based on the record when the vehicle is woken up.

[0046] Specifically, the maximum continuous discharge current threshold Calculate using the following formula: ; in, This represents the maximum allowable continuous discharge current at time t; This indicates the current optimal discharge rate; Indicates the battery's rated capacity; This indicates the current battery health status, expressed as a percentage.

[0047] Furthermore, the priority list for non-essential electrical equipment is generated according to the following rules: ; in, This represents the shutdown priority score of the i-th electrical device; the higher the score, the higher the priority for it to be shut down. As a key identifier, , This indicates non-essential equipment (such as ambient lighting, remote air conditioning pre-start module). This indicates that necessary equipment (such as anti-theft systems and tire pressure monitoring) is not involved in the disconnection process. This represents the average power consumption of the device in sleep mode, obtained through statistical analysis of historical operating data; This indicates a user-defined retention preference coefficient. It is configured through the vehicle settings interface and stored in the user configuration file; For the weighting coefficients, satisfying (Because non-essential equipment has been limited) ), , .

[0048] S5: Monitor current status and battery level in real time, and execute warning and protection operations when an abnormality is detected; S6: Collect power-related data in sleep mode, analyze it and optimize battery usage strategies.

[0049] Through the continuous sampling, signal conditioning, and analog-to-digital conversion process of the high-precision Hall current sensor in step S1, real-time and accurate monitoring of the total current consumption of the vehicle in sleep mode is achieved. It can not only capture normal power consumption, but also quickly identify abnormal current patterns, avoiding hidden power consumption waste caused by equipment not being shut down properly or circuit faults, providing reliable data support for subsequent power management, and making up for the shortcomings of existing technologies that can only provide basic remaining power display.

[0050] In some embodiments, the vehicle sleep power management system 200 may include multiple functional modules composed of computer program segments. The computer programs for each program segment in the vehicle sleep power management system 200 may be stored in the memory of a computer device and executed by at least one processor to perform (see details). Figure 1 (Description) Functions of vehicle sleep power management.

[0051] In this embodiment, the vehicle sleep power management system 200 can be divided into multiple functional modules according to its functions, such as... Figure 2 As shown. The functional modules may include: a total current consumption monitoring module 210, a battery parameter acquisition module 220, an optimal discharge rate calculation module 230, and a power supply strategy dynamic adjustment module 240. The module referred to in this invention is a series of computer program segments that can be executed by at least one processor and perform a fixed function, stored in memory. In this embodiment, the functions of each module will be described in detail in subsequent embodiments.

[0052] Specifically, the total current consumption monitoring module 210 is used to monitor the total current consumption of the vehicle in the dormant state in real time after the vehicle enters the dormant state; the battery parameter acquisition module 220 is used to acquire the battery's state of charge, battery terminal voltage, temperature and battery health status parameters in the dormant state; the optimal discharge rate calculation module 230 is used to construct a dynamic discharge rate model and calculate the current optimal discharge rate based on the total current consumption, state of charge, voltage, temperature and battery health status in the dormant state; and the power supply strategy dynamic adjustment module 240 is used to control the battery discharge behavior according to the optimal discharge rate and dynamically adjust the power supply strategy of non-essential electrical equipment.

[0053] Figure 3 This is a schematic diagram of the structure of a terminal 300 provided in an embodiment of the present invention. The terminal 300 can be used to execute the vehicle sleep power management method provided in the embodiment of the present invention.

[0054] The terminal 300 may include a processor 310, a memory 320, and a communication module 330. These components communicate via one or more buses. Those skilled in the art will understand that the server structure shown in the figure does not constitute a limitation of the present invention. It may be a bus topology or a star topology, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0055] The memory 320 can be used to store the execution instructions of the processor 310. The memory 320 can be implemented by any type of volatile or non-volatile memory terminal or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. When the execution instructions in the memory 320 are executed by the processor 310, the terminal 300 is able to perform some or all of the steps in the above method embodiments.

[0056] The processor 310 serves as the control center of the storage terminal, connecting various parts of the electronic terminal via various interfaces and lines. It executes software programs and / or modules stored in the memory 320, and calls data stored in the memory to perform various functions of the electronic terminal and / or process data. The processor can be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 310 may consist only of a central processing unit (CPU). In this embodiment of the invention, the CPU may have a single processing core or include multiple processing cores.

[0057] The communication module 330 is used to establish a communication channel, enabling the storage terminal to communicate with other terminals. It receives user data sent by other terminals or sends user data to other terminals.

[0058] The present invention also provides a computer storage medium, wherein the computer storage medium may store a program, which, when executed, may include some or all of the steps provided in the embodiments of the present invention. The storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0059] Those skilled in the art will clearly understand that the techniques in the embodiments of the present invention can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of the present invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, or any other medium capable of storing program code. It includes several instructions to cause a computer terminal (which may be a personal computer, a server, or a second terminal, a network terminal, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention.

[0060] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

[0061] In the embodiments provided by this invention, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the system embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, 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 systems or modules may be electrical, mechanical, or other forms.

[0062] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0063] In addition, the functional modules in the various embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0064] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, the present invention is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the present invention by those skilled in the art without departing from the spirit and essence of the invention, and such modifications or substitutions should all be within the scope of the present invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should also be covered within the protection scope of the present invention.

Claims

1. A whole vehicle hibernation electric quantity management method, characterized by, The method comprises the following steps: S1, after the vehicle enters the sleep state, real-time monitoring of the total current consumption of the vehicle in the sleep state; S2, obtaining the state of charge, battery terminal voltage, temperature and battery health state parameters of the battery in the sleep state of the vehicle; S3, based on the total current consumption, state of charge, voltage, temperature and battery health state of the vehicle in the sleep state, a dynamic discharge rate model is constructed and the current optimal discharge rate is calculated; S4, according to the optimal discharge rate, the battery discharge behavior is controlled, and the power supply strategy of non-essential electrical equipment is dynamically adjusted.

2. The whole vehicle sleep electric quantity management method according to claim 1, characterized by, Step S1 includes: S11, after the vehicle main control unit receives the confirmation signal that the vehicle enters the sleep state, the high-precision Hall current sensor is started to continuously sample the low-voltage power supply loop of the vehicle; S12, the analog current signal output by the Hall current sensor is conditioned and converted into a voltage signal suitable for the input range of the analog-to-digital converter; S13, the embedded microcontroller performs analog-to-digital conversion on the conditioned voltage signal at a preset sampling frequency, and calculates the real-time total current consumption value based on the conversion result.

3. The whole vehicle sleep electric quantity management method according to claim 1, characterized by, Step S2 includes: S21, synchronously collect the terminal voltage of the battery monomer through the voltage sampling circuit and the temperature sensor array in the battery management system with the surface temperature and transmit the collected data to the central processing unit through the isolated communication interface; S22, the discharge current during the hibernation period is accumulated and calculated based on the ampere-hour integration method, and the state of charge is periodically corrected in combination with the open circuit voltage value after the battery is static, to obtain the current state of charge ; S23, calculate the battery health state by using the historical charge and discharge cycle number, current internal resistance increment and capacity attenuation rate .

4. The whole vehicle sleep electric quantity management method according to claim 1, characterized by, Step S3 includes: S31, based on the real-time total current consumption of the vehicle in the sleep state obtained in step S1, the state of charge, battery terminal voltage, temperature and battery health state obtained in step S2 as input variables, after normalization, input into the preset multi-factor coupled discharge rate function, the battery basic energy consumption in the sleep state of the vehicle is calculated; S32, based on the preset temperature correction coefficient, state of charge correction coefficient and battery health state correction coefficient, the discharge rate adjustment factor corresponding to each input variable is calculated respectively; S33, the battery basic energy consumption in the sleep state of the vehicle is coupled with each discharge rate adjustment factor, and a total current consumption deviation correction term is introduced to construct a dynamic discharge rate model, and the current optimal discharge rate is obtained by solving the model.

5. The whole vehicle sleep electric quantity management method according to claim 4, characterized by, The calculation formula of the battery basic energy consumption in the sleep state of the vehicle is: ； wherein, is the battery base energy consumption; is the weight coefficient of total current consumption; is the total current consumption monitored at step S1 ; is the state of charge acquired at step S2; is the weight coefficient of SOC; is the temperature weight coefficient; is the battery temperature acquired at step S2; is the battery health state acquired at step S2; is the weight coefficient of BHS; is the battery terminal voltage acquired at step S2; is the weight coefficient of battery terminal voltage.

6. The whole vehicle sleep electric quantity management method according to claim 5, characterized by, The calculation formula of the dynamic discharge rate model is: ； wherein, is a dynamic discharge rate; is a temperature discharge rate adjustment factor among the discharge rate adjustment factors; is a state of charge discharge rate adjustment factor among the discharge rate adjustment factors; is a state of health discharge rate adjustment factor among the discharge rate adjustment factors; is a battery rated capacity; is a current deviation correction coefficient; is a preset normal reference current; The calculation formula of the current optimal discharge rate is: ； wherein, is the optimal discharge rate; is the preset maximum allowable discharge rate of the battery; is the preset safety factor.

7. The whole vehicle sleep electric quantity management method according to claim 6, characterized by, Step S4 includes: S41、based on the current optimal discharge rate calculated in step S3 , the maximum allowed continuous discharge current threshold is converted , and compared with the total current consumption monitored in real time in step S1 ; S42, if then the power supply circuits of non-essential electrical devices are sequentially cut off according to a preset priority list until the total current drops to within a preset safe range. S43, after each adjustment, the state of the cut-off equipment and the adjustment time are recorded, and the power supply configuration of the non-critical load is automatically restored when the vehicle wakes up according to the record.

8. A whole vehicle sleep electric quantity management system characterized by comprising: The method comprises the following steps: A total current consumption monitoring module for real-time monitoring of the total current consumption of the vehicle in the sleep state after the vehicle enters the sleep state; A battery parameter acquisition module for obtaining the state of charge, battery terminal voltage, temperature and battery health state parameters of the battery in the sleep state of the vehicle; An optimal discharge rate calculation module for constructing a dynamic discharge rate model based on the total current consumption, state of charge, voltage, temperature and battery health state of the vehicle in the sleep state and calculating the current optimal discharge rate; A power supply strategy dynamic adjustment module for controlling the battery discharge behavior according to the optimal discharge rate and dynamically adjusting the power supply strategy of non-essential electrical equipment.

9. A terminal, characterized by comprising: The method comprises the following steps: A processor; A memory for storing the execution instructions of the processor; The processor is configured to execute the method of any one of claims 1-7.

10. A computer readable storage medium storing a computer program, characterized in that, The program is executed by the processor to implement the method of any one of claims 1-7.

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