Vehicle charging control method and vehicle

Abstract

The invention relates to the technical field of vehicle charging, and provides a vehicle charging control method and a vehicle, the connection between the vehicle and a charging pile is determined, the charging pile output current and the target vehicle using time are acquired, and the first electric quantity is determined according to the charging pile output current and the target vehicle using time; obtaining a target electric quantity, and determining a target current reduction coefficient in response to the first electric quantity greater than or equal to the target electric quantity; and target charging current is determined according to the target current reduction coefficient and the charging pile output current, and the vehicle is charged based on the target charging current. When it is determined in advance that the vehicle can be charged to the target electric quantity set by the driver before the target vehicle using time set by the driver, the charging current smaller than the output current of the charging pile is adopted for charging the vehicle, it can be guaranteed that the vehicle is fully charged before the target vehicle using time, and the situation that the temperature of a vehicle battery is too high due to too large charging current can be avoided; attenuation of the service life of the battery is slowed down, unnecessary energy consumption is reduced, and the car using experience of a user is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle charging technology, and in particular to a vehicle charging control method and a vehicle. Background Technology

[0002] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. Currently, when charging vehicles, users set the usage time or target battery level and start charging directly. This may result in the battery reaching the target level before the intended usage time due to the high charging current. In this case, the high current causes the vehicle to overheat, shortening the battery's lifespan. Summary of the Invention

[0003] In view of this, the purpose of this disclosure is to propose a vehicle charging control method and a vehicle to solve the problem that the battery life is shortened because the vehicle temperature is high and the battery is charged to the target cutoff level before the time of use due to the large charging current.

[0004] To achieve the above objectives, the first aspect of this disclosure provides a vehicle charging control method, the method comprising:

[0005] The vehicle is connected to the charging pile. The output current of the charging pile and the target usage time are obtained. A first charge is determined based on the output current of the charging pile and the target usage time. The first charge is the charge when the vehicle is charged to the target usage time based on the output current of the charging pile. Obtain the target battery level; in response to the first battery level being greater than or equal to the target battery level, determine the target current reduction coefficient, wherein the target battery level is the battery level set by the driver when charging is complete; The target charging current is determined based on the target current reduction coefficient and the output current of the charging pile, and the vehicle is charged based on the target charging current.

[0006] Based on the same inventive concept, a second aspect of this disclosure provides a vehicle charging control device, comprising: The data acquisition module is configured to determine that the vehicle is connected to the charging pile, acquire the output current of the charging pile and the target usage time, and determine a first amount of electricity based on the output current of the charging pile and the target usage time, wherein the first amount of electricity is the amount of electricity charged to the target usage time based on the output current of the charging pile. The current reduction coefficient determination module is configured to acquire a target battery level and, in response to the first battery level being greater than or equal to the target battery level, determine a target current reduction coefficient, wherein the target battery level is the battery level set by the driver when charging is complete; The charging control module is configured to determine a target charging current based on the target current reduction coefficient and the output current of the charging pile, and to charge the vehicle based on the target charging current.

[0007] Based on the same inventive concept, a third aspect of this disclosure proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the vehicle charging control method as described above when executing the computer program.

[0008] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the vehicle charging control method as described above.

[0009] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle, including the vehicle charging control device described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0010] As can be seen from the above, this disclosure proposes a vehicle charging control method and a vehicle. The method determines that the vehicle is connected to a charging pile, meaning that the vehicle will be charged through the charging pile. The method involves acquiring the charging pile output current and the target usage time, and determining a first charge level based on these parameters. This first charge level represents the vehicle's charge level when charging reaches the target usage time, based on the charging pile output current. A target charge level is then acquired, which is the charge level set by the driver for when charging is complete, i.e., the driver-defined cutoff charge level. The first charge level is compared with the target charge level. If the first charge level is greater than or equal to the target charge level, meaning the vehicle's charge level exceeds the driver-defined value when charging reaches the target usage time, then charging to the driver-defined target charge level can be achieved before the driver-defined target usage time. A target current reduction coefficient is then determined, i.e., the charging pile output current is reduced. Finally, a target charging current is determined based on the target current reduction coefficient and the charging pile output current, and the vehicle is charged based on this target charging current. In other words, if it is determined in advance that the vehicle can be charged to the target battery level before the driver's target usage time, a charging current smaller than the output current of the charging pile can be used to charge the vehicle. This ensures that the vehicle is fully charged before the target usage time, while avoiding excessive charging current that could cause the vehicle battery temperature to rise too high, thus slowing down the degradation of battery life, reducing unnecessary energy consumption, and improving the user's driving experience. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart of a vehicle charging control method according to an embodiment of the present disclosure; Figure 2 A flowchart of a vehicle charging control method according to another embodiment of this disclosure; Figure 3 This is a structural block diagram of a vehicle charging control device according to an embodiment of the present disclosure; Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0013] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0014] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0015] The following are definitions of terms used in this disclosure: SOC: State of Charge (SOC) is a core parameter that measures the ratio of a battery's remaining usable capacity to its fully charged capacity, usually expressed as a percentage. SOC values ​​range from 0% to 100%, where 0% represents a fully discharged battery and 100% represents a fully charged battery.

[0016] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. Currently, when charging vehicles, users set the usage time or target battery level and start charging directly. This may result in the battery reaching the target level before the intended usage time due to the high charging current. In this case, the high current causes the vehicle to overheat, shortening the battery's lifespan.

[0017] Furthermore, charging begins directly after the user-set usage time or target battery level, leaving the user unclear about the vehicle's remaining battery level and available driving range at that time. For example, if a user sets a usage time but doesn't know whether the remaining battery level or driving range will be sufficient for their trip, they are unsure whether to adjust the usage time, and any adjustments are made without justification. Consequently, by the user's set usage time, the battery may be insufficient to support the continued journey, resulting in a poor user experience.

[0018] Therefore, to solve the above problems, this embodiment proposes a vehicle charging control method, such as... Figure 1 As shown, the method includes: Step 101: Determine that the vehicle is connected to the charging pile, obtain the output current of the charging pile and the target usage time, and determine the first charge based on the output current of the charging pile and the target usage time, wherein the first charge is the charge when the vehicle is charged to the target usage time based on the output current of the charging pile.

[0019] In practice, once the vehicle is connected to the charging station, it means that the vehicle will be charged through the charging station. The output current of the charging station and the target usage time are obtained, where the target usage time is the target usage time set by the driver.

[0020] In this embodiment, the driver can set the target usage time in at least one of the following ways: voice input, physical button input, virtual button input, etc.

[0021] For example, if a user says "I need the car at 4 PM" in the car, the car's infotainment system will receive the user's voice message and determine that the target time for using the car is 4 PM.

[0022] In another example, a user selects and sets a usage time using virtual buttons inside the vehicle. The vehicle's infotainment system then receives the user's input and uses that time as the target usage time. These virtual buttons can be located in at least one of the following locations: doors, windows, the central control screen, the passenger-side screen, or rear-seat screens.

[0023] After determining the charging pile output current and the target vehicle usage time, a first amount of electricity is determined based on the charging pile output current and the target vehicle usage time, wherein the first amount of electricity is the amount of electricity charged to the target vehicle usage time based on the charging pile output current.

[0024] In this embodiment, the first energy level is determined as follows: Obtain the charging start time corresponding to the connection between the vehicle and the charging pile, i.e., the current time. Calculate the difference between the target usage time and the charging start time to obtain the maximum interval time. The maximum interval time is the total charging time from the current time to the target usage time.

[0025] The output voltage of the charging pile is obtained, and the output power of the charging pile is determined based on the output current and the output voltage of the charging pile. That is, the output power of the charging pile is obtained by multiplying the output current and the output voltage of the charging pile.

[0026] The first charge is determined based on the output power of the charging pile and the maximum interval time, which is obtained by multiplying the output power of the charging pile and the maximum interval time.

[0027] Step 102: Obtain the target battery level. In response to the first battery level being greater than or equal to the target battery level, determine the target current reduction coefficient, wherein the target battery level is the battery level set by the driver when charging is complete.

[0028] In practice, a target battery level is obtained, and the first battery level is compared with the target battery level to obtain a comparison result. The target battery level is the battery level set by the driver when charging is complete; that is, the target battery level is the cutoff battery level set by the driver.

[0029] If the comparison result shows that the first battery level is greater than or equal to the target battery level, it indicates that when charging to the target usage time based on the charging pile output current, the vehicle battery level is higher than the user-set cutoff battery level. In this case, current reduction processing can be performed to determine the target current reduction coefficient. The target current reduction coefficient is the degree of reduction when the target charging pile output current is reduced. By reducing the charging pile output current through the target current reduction coefficient, when it is determined in advance that the vehicle can be charged to the target battery level set by the driver before the target usage time, a charging current smaller than the charging pile output current is used to charge the vehicle. This ensures that the vehicle is fully charged before the target usage time and avoids excessive charging current that could cause the vehicle battery temperature to rise too high, thus slowing down the degradation of battery life.

[0030] If the comparison result shows that the first battery level is less than the target battery level, meaning that after charging to the target usage time based on the charging pile's output current, the vehicle's battery level still hasn't reached the user-set cutoff battery level, then the battery level still cannot meet the user's needs when the target usage time arrives. Therefore, the charging pile's output current will not be reduced in this case, maintaining the charging pile's normal output capacity.

[0031] Meanwhile, to remind the driver that charging to the target driving time cannot meet their needs, the target driving range is determined based on the first charge level, and the first charge level and the target driving range are output. The vehicle is then charged according to the output current of the charging pile.

[0032] The system will display the initial battery level and target driving range to the user, allowing them to view the vehicle's actual battery level and corresponding driving range when the target driving time is reached, and thus determine whether the target driving time or target battery level needs to be adjusted.

[0033] Specifically, when determining the target driving range based on the first battery level, the target driving range corresponding to the first battery level can be determined by searching a database. The database stores the correspondence between battery level and driving range.

[0034] Understandably, after the user readjusts their target usage time or target battery level, i.e., upon receiving the new target usage time and target battery level, the battery level required to charge to the new target usage time based on the charging pile's output current can be re-determined, resulting in a new initial battery level. This new initial battery level is then compared with the new target battery level. If the new initial battery level is greater than or equal to the target battery level, the aforementioned current reduction processing logic can be executed.

[0035] The above solution allows users to clearly see the vehicle's battery level and corresponding driving range when the charging pile outputs current to the target usage time. This helps users determine whether charging to the target usage time can meet their needs and provides a reference for adjusting usage time, thus improving the user's driving experience.

[0036] Step 103: Determine the target charging current based on the target current reduction coefficient and the output current of the charging pile, and charge the vehicle based on the target charging current.

[0037] In practice, the target charging current is determined based on the target current reduction coefficient and the output current of the charging pile, and the vehicle is charged based on the target charging current, wherein the target charging current is the actual charging current of the vehicle.

[0038] The above scheme establishes a connection between the vehicle and the charging station, indicating that the vehicle will be charged via the charging station. The charging station's output current and target usage time are obtained. A first charge level is determined based on these parameters; this first charge level represents the vehicle's charge level at the target usage time, based on the charging station's output current. A target charge level is then obtained; this target charge level is the charge level set by the driver to complete charging, i.e., the driver-defined cutoff charge level. The first charge level is compared to the target charge level. If the first charge level is greater than or equal to the target charge level, the vehicle's charge level at the target usage time exceeds the driver's set value. This means that charging to the driver's target charge level can be achieved before the set usage time. A target current reduction coefficient is then determined, which reduces the charging station's output current. Finally, a target charging current is determined based on the target current reduction coefficient and the charging station's output current, and the vehicle is charged using this target charging current. In other words, if it is determined in advance that the vehicle can be charged to the target battery level before the driver's target usage time, a charging current smaller than the output current of the charging pile can be used to charge the vehicle. This ensures that the vehicle is fully charged before the target usage time, while avoiding excessive charging current that could cause the vehicle battery temperature to rise too high, thus slowing down the degradation of battery life, reducing unnecessary energy consumption, and improving the user's driving experience.

[0039] In some embodiments, when the charging pile is a slow charging pile, its output power is relatively low. Therefore, even when charging at the normal output capacity of the charging pile, it will not cause the vehicle battery temperature to overheat. Thus, when determining the target current reduction coefficient, the type of charging pile must be considered; if it is a slow charging pile, no current reduction processing is required. Specifically, step 102, which involves determining the target current reduction coefficient in response to the first charge being greater than or equal to the target charge, includes: Step 1021: In response to the first power level being greater than or equal to the target power level, obtain the charging pile type; Step 1022: Determine that the charging pile type is slow charging type, determine the target driving range based on the first power level, and output the first power level and the target driving range; or, Step 1023: Determine that the charging pile type is fast charging type, determine the target charging completion time based on the charging pile output current and the target power, and determine the target current reduction coefficient based on the target charging completion time and the target vehicle usage time, wherein the target charging completion time is the time after charging to the target current based on the charging pile output current.

[0040] In specific implementation, if the comparison result is that the first power level is greater than or equal to the target power level, it means that when the vehicle power level is charged to the target usage time based on the output current of the charging pile, the vehicle power level is higher than the cutoff power level set by the user. At this time, the charging pile type is obtained, wherein the charging pile type includes slow charging type and fast charging type.

[0041] In this embodiment, the core difference between the slow charging type and the fast charging type lies in the output power of the charging station, resulting in different charging speeds. The slow charging type typically uses AC charging stations, providing AC power, which needs to be converted to DC power by an onboard charger to charge the battery. The fast charging type typically uses DC charging stations, which perform AC-DC conversion themselves, directly outputting high-power DC power to the vehicle battery.

[0042] If the charging station is confirmed to be a slow charging type, its output power is relatively low. Therefore, even when charging at the station's normal output capacity, it won't cause the vehicle's battery temperature to overheat. Thus, no current reduction is needed, and the vehicle is charged based on the charging station's output current. Simultaneously, the target driving range is determined based on the first charge level, and both the first charge level and the target driving range are output. In other words, it's sufficient to display the vehicle's charge level and corresponding driving range to the user when the target driving time is reached.

[0043] In this embodiment, when determining the target driving range based on the first battery level, the target driving range corresponding to the first battery level can be determined by searching a database based on the first battery level. The database stores the correspondence between battery level and driving range.

[0044] If the charging station is confirmed to be a fast-charging type, its high output power can cause the vehicle battery to overheat, reducing its lifespan. Therefore, current reduction is necessary.

[0045] Furthermore, when the charging pile type is fast charging, the target charging completion time is determined based on the charging pile output current and the target power, and the target current reduction coefficient is determined based on the target charging completion time and the target vehicle usage time, wherein the target charging completion time is the time after charging to the target current based on the charging pile output current.

[0046] Specifically, the process of determining the target charging completion time based on the output current of the charging pile and the target power level includes: The output voltage of the charging pile is obtained, and the output power of the charging pile is determined based on the output current and the output voltage of the charging pile. That is, the output power of the charging pile is obtained by multiplying the output current and the output voltage of the charging pile.

[0047] Obtain the current battery level, which is the battery level before the vehicle started charging. Subtract the target battery level from the current battery level to obtain the target battery level difference. Determine the target charging completion time based on the target battery level difference and the output power of the charging pile; that is, calculate the ratio of the target battery level difference to the charging pile's output power to obtain the target charging completion time.

[0048] With the above solution, since the charging station is a slow charging station, its output power is relatively low. Therefore, even when charging at the station's normal output capacity, it will not cause the vehicle battery to overheat. Thus, current reduction is only applied to the charging station's output current when it is a fast charging station, avoiding unnecessary current reduction operations.

[0049] In some embodiments, since the first charge level is greater than or equal to the target charge level, the vehicle charge level exceeds the driver's set charge level when charging to the target usage time. This means the vehicle can be charged to the driver's set target charge level before the target usage time. However, to avoid calculation errors, current reduction processing needs to be performed a certain time before charging to the driver's set target charge level. Specifically, determining the target current reduction coefficient based on the target charging completion time and the target usage time in step 1023 includes: Step 10231: Subtract the target vehicle usage time from the target charging completion time to obtain the time difference value; Step 10232: In response to the time difference being greater than a preset time threshold, obtain the current battery level and available battery capacity, and determine the target current reduction coefficient based on the current battery level and available battery capacity; or, Step 10233: In response to the time difference being less than or equal to a preset time threshold, determine the target driving range based on the first battery level, and output the first battery level and the target driving range.

[0050] In practice, the target vehicle usage time and the target charging completion time are subtracted to obtain a time difference value. The time difference value is the charging time required to charge to the target power level based on the output current of the charging pile, which is the lead time compared to the target vehicle usage time set by the user.

[0051] The time difference is compared with a preset time threshold. If the time difference is greater than the preset time threshold, it indicates that the charging time required to reach the target charge based on the charging pile's output current is significantly ahead of the user's target usage time. This means the target charging completion time is not earlier than the target usage time due to calculation errors. The current charge level and available battery capacity are then obtained, and a target current reduction coefficient is determined based on these. The current charge level is the charge level before charging. The available battery capacity is the maximum usable capacity of the vehicle battery, typically less than the theoretical total capacity, and is affected by factors such as discharge rate, temperature, aging degree, and discharge cutoff voltage.

[0052] If the time difference is less than or equal to a preset time threshold, it may be due to a calculation error that the target charging completion time is earlier than the target usage time. To avoid the problem of the vehicle's actual battery level not reaching the user-set target battery level when the target usage time is reached after current reduction processing, leading to user dissatisfaction, current reduction processing is not performed in this case, and the vehicle is charged according to the output current of the charging pile. At the same time, the target driving range is determined based on the first battery level, and the first battery level and the target driving range are output. That is, it is only necessary to display the vehicle's battery level and the corresponding driving range when charging to the target usage time to the user.

[0053] In this embodiment, when determining the target driving range based on the first battery level, the target driving range corresponding to the first battery level can be determined by searching a database based on the first battery level. The database stores the correspondence between battery level and driving range.

[0054] The above solution, after determining that the charging pile type is fast charging, further determines the difference between the target charging completion time and the vehicle usage time after the charging pile output current reaches the target current. Current reduction is only performed when the difference is greater than the preset time threshold. This avoids the problem that the actual battery level of the vehicle may not reach the user's target battery level when the target usage time is reached, which may lead to user dissatisfaction and improves the user's driving experience.

[0055] In some embodiments, determining the target current reduction coefficient based on the current battery level and the available battery capacity in step 10232 specifically includes: Step 10A: Determine the target power difference based on the current power level and the target power level, and divide the target power difference into multiple power change intervals according to a preset change amount; Step 10B: For each power change interval, obtain the initial power corresponding to the power change interval, and determine the first charging time based on the initial power and the available battery capacity. Step 10C: Calculate the first charging time corresponding to all power change intervals to obtain the second charging time; Step 10D: Determine the target battery temperature corresponding to the vehicle's battery level when it reaches the target battery level, and determine the target current reduction coefficient based on the second charging time and the target battery temperature.

[0056] In practice, the target power difference is determined based on the current power level and the target power level. That is, the target power level is obtained by subtracting the current power level from the target power level. The target power difference represents the total amount of charging the vehicle from the current power level to the target power level.

[0057] A preset change amount is obtained, and the target power difference is divided according to the preset change amount to obtain multiple power change intervals, wherein the power change value corresponding to each power change interval is the preset change amount.

[0058] For example, the preset change amount is 1%, the current battery level is 40%, and the target battery level is 100%. At this time, the target battery level difference can be determined to be 60% based on the current battery level and the target battery level. Then, the target battery level difference is divided according to the preset change amount, that is, the target battery level difference is divided by 1%, and the resulting battery level change ranges are 40% to 41%, 41% to 42%, 42% to 43%, ..., 98% to 99%, and 99% to 100%.

[0059] For each power change interval, the initial power corresponding to the power change interval is obtained, and a first charging time is determined based on the initial power and the available battery capacity, wherein the first charging time is the time required to charge from the initial power of the power change interval to the final power of the power change interval.

[0060] Based on the aforementioned example, if the battery level changes from 42% to 43%, then the initial battery level corresponding to the battery level change range is 42%, and the termination time corresponding to the battery level change range is 43%. In this case, the first charging time is the time required to charge from 42% to 43%.

[0061] The first charging time corresponding to all power level change intervals is statistically analyzed to obtain the second charging time, which is obtained by summing the first charging times corresponding to all power level change intervals. The target battery temperature corresponding to the vehicle's power level at the target power level is determined. A target current reduction coefficient is determined based on the second charging time and the target battery temperature, wherein the target battery temperature is the battery temperature of the vehicle battery when charged to the target power level.

[0062] Based on the previous example, if the target charge is 100%, then the target battery temperature is the battery temperature of the vehicle battery when the vehicle is charged to 100%.

[0063] Specifically, step 10B, which involves determining the first charging time based on the initial charge level and the available battery capacity, includes: Step 10B1: Determine the initial battery temperature corresponding to the power change range, and determine the first charging current based on the initial power and the initial battery temperature; Step 10B2: Multiply the available battery capacity by the preset change amount to obtain the target capacity; Step 10B3: Determine the first charging time based on the target capacity and the first charging current.

[0064] In specific implementation, the initial battery temperature corresponding to the power change range is determined. The initial battery temperature is the battery temperature of the vehicle battery when the vehicle power is at the initial power level during the process from the initial power level corresponding to the power change range to the termination time corresponding to the power change range.

[0065] For example, the current battery level is the remaining battery level before the vehicle starts charging. If the current battery level is 40%, the target battery level is 100%, and the preset change is 1%, then the first battery level change range is 40% to 41%. The initial battery temperature corresponding to this range is the battery temperature at the start of charging when the battery level is 40%. If the vehicle charges to 50%, and the battery level change range is determined to be 50% to 51%, then the initial battery temperature corresponding to this range is the battery temperature when the battery level is 50%.

[0066] The first charging current is determined based on the initial charge level and the initial battery temperature. Specifically, the charging data table, i.e., the charging MAP table, can be consulted to obtain the first charging current corresponding to the initial charge level and the initial battery temperature.

[0067] Obtain the available battery capacity, which is the maximum available capacity of the vehicle battery. Multiply the available battery capacity by the preset change amount to obtain the target capacity. Determine the first charging time based on the target capacity and the first charging current, i.e., calculate the ratio of the target capacity to the first charging current to obtain the first charging time, wherein the first charging time is expressed by the formula: △t=C a / I Where Δt is the first charging time, C is the available battery capacity, a is the preset change, and I is the first charging current.

[0068] Specifically, determining the initial battery temperature corresponding to the charge change range in step 10B1 includes: Step 10B11: The power change interval is taken as the first power change interval, and the preceding power change interval adjacent to the power change interval is taken as the second power change interval. Step 10B12: Obtain the first charging time corresponding to the second power change range, and determine the target temperature rise coefficient corresponding to the second power change range; Step 10B13: Multiply the target temperature rise coefficient with the first charging time corresponding to the target power change range to obtain the target temperature change. Step 10B14: Obtain the first battery temperature corresponding to the second power change range, and determine the initial battery temperature corresponding to the first power change range based on the first battery temperature and the target temperature change.

[0069] In specific implementation, when determining the initial battery temperature corresponding to the power change range, the power change range is taken as the first power change range, and the preceding power change range adjacent to the power change range is taken as the second power change range.

[0070] For example, if the power change range is 50% to 51%, then the preceding power change range adjacent to the power change range is designated as the second power change range, which is 49% to 50%. The power change range of 50% to 51% is designated as the first power change range, and the power change range of 49% to 50% is designated as the second power change range.

[0071] Obtain the first charging time corresponding to the second power change interval, i.e., the time required to charge from the initial power level of the second power change interval to the final power level of the second power change interval. Determine the target temperature rise coefficient corresponding to the second power change interval, and multiply the target temperature rise coefficient by the first charging time corresponding to the target power change interval to obtain the target temperature change. The temperature rise coefficient is a parameter that measures the degree of heat generated by the battery due to internal losses during charging and discharging, representing the magnitude of temperature increase per unit time. In this embodiment, the target temperature rise coefficient represents the change in battery temperature per unit time under the influence of battery temperature, charging current, and ambient temperature within the second power change interval.

[0072] Obtain the first battery temperature corresponding to the second charge change range, wherein the first battery temperature is the battery temperature of the vehicle battery when the vehicle is charged to the termination charge of the second charge change range. Determine the initial battery temperature corresponding to the first charge change range based on the first battery temperature and the target temperature change, that is, sum the first battery temperature and the target temperature change to obtain the initial battery temperature corresponding to the first charge change range.

[0073] Based on the aforementioned example, the 50% to 51% charge change range is designated as the first charge change range, and the 49% to 50% charge change range is designated as the second charge change range. The time required for the vehicle battery to charge from 49% to 50% is obtained, which is the first charging time Δt corresponding to the second charge change range. The target temperature rise coefficient k corresponding to the second charge change range is determined, and the first battery temperature Tmax0 corresponding to the second charge change range is obtained. The initial battery temperature corresponding to the first charge change range is then expressed using the formula: Tmax = Tmax0 + k △t Tmax is the initial battery temperature corresponding to the 50% to 51% charge change range.

[0074] Understandably, for the first power change interval, since there is no adjacent previous power change interval, i.e., there is no second power change interval, the first battery temperature corresponding to the second power change interval is determined to be the battery temperature of the vehicle before this charging.

[0075] For example, the current battery level is the remaining battery level before the vehicle is charged. The current battery level is 40%, the target battery level is 100%, and the preset change is 1%. The first battery level change range is 40% to 41%. At this time, Tmax0 is the battery temperature of the vehicle before the current charge.

[0076] Specifically, determining the target temperature rise coefficient corresponding to the second electrical quantity change range in step 10B12 includes: Step A: Obtain the second charging current corresponding to the second charge change range, and determine the first temperature rise coefficient corresponding to the second charging current; Step B: Obtain the ambient temperature and the temperature of the second battery at the time corresponding to the second power change range, and determine the second temperature rise coefficient based on the temperature of the second battery. Step C: Determine the target temperature difference based on the ambient temperature and the second battery temperature, and determine the third temperature rise coefficient based on the target temperature difference; Step D involves summing the first temperature rise coefficient, the second temperature rise coefficient, and the third temperature rise coefficient to obtain the target temperature rise coefficient corresponding to the second power change range.

[0077] In specific implementation, the second charging current corresponding to the second power change range is obtained, wherein the second charging current is determined as follows: Obtain the initial charge level corresponding to the second charge level change range and the initial battery temperature corresponding to the second charge level change range. Based on the initial charge level and the initial battery temperature corresponding to the second charge level change range, look up the charging data table to obtain the second charging current corresponding to the second charge level change range.

[0078] A first temperature rise coefficient corresponding to the second charging current is determined. Specifically, the first temperature rise coefficient corresponding to the second charging current is determined by searching a database. This first temperature rise coefficient reflects the heat generation during battery charging.

[0079] The ambient temperature and the second battery temperature at the corresponding time point of the second charge change interval are obtained. A second temperature rise coefficient is determined based on the second battery temperature; that is, the second battery temperature is searched in a database to determine the second temperature rise coefficient corresponding to the second battery temperature. The second battery temperature is the initial battery temperature corresponding to the second charge change interval.

[0080] In this embodiment, the second temperature rise coefficient reflects the degree of regulation of the battery temperature by the thermal management system. At high temperatures, it is the thermal management cooling coefficient, and at low temperatures, it is the thermal management heating coefficient.

[0081] The target temperature difference is determined based on the ambient temperature and the second battery temperature, i.e., by subtracting the ambient temperature from the second battery temperature. A third temperature rise coefficient is then determined based on this target temperature difference, i.e., by searching a database to determine the third temperature rise coefficient corresponding to the target temperature difference.

[0082] In this embodiment, the third temperature rise coefficient reflects the influence of the environment on the battery temperature. At high temperatures, it is the temperature difference heating coefficient, and at low temperatures, it is the temperature difference cooling coefficient.

[0083] The first temperature rise coefficient, the second temperature rise coefficient, and the third temperature rise coefficient are summed to obtain the target temperature rise coefficient corresponding to the second power change range. The target temperature rise coefficient is expressed by the formula: k = k(diff) + k(I) + k(cool) Where k is the target temperature rise coefficient, k(diff) is the third temperature rise coefficient, k(I) is the first temperature rise coefficient, and k(cool) is the second temperature rise coefficient.

[0084] Specifically, the step 10D of determining the target current reduction coefficient based on the second charging time and the target battery temperature includes: Step 10D1: Obtain the charging start time corresponding to the connection between the vehicle and the charging pile, and determine the target interval time based on the charging start time and the target vehicle usage time; Step 10D2: In response to the second charging time being less than the target interval time and the target battery temperature being greater than a preset temperature threshold, a target current reduction coefficient is determined based on the second charging time and the target interval time.

[0085] In practice, the charging start time corresponding to the connection between the vehicle and the charging pile is obtained, i.e., the current time, and the target interval time is determined based on the charging start time and the target vehicle usage time.

[0086] Specifically, the maximum interval time is obtained by subtracting the target usage time from the charging start time. A preset time difference is then obtained, and the target interval time is obtained by subtracting the maximum interval time from the preset time difference. The maximum interval time is the total charging time from the current time until the target usage time.

[0087] For example, if the preset time difference is 10 minutes, the target interval time can be expressed by the formula: target interval time = target vehicle usage time - charging start time - 10 minutes = maximum interval time - 10 minutes.

[0088] The second charging time is compared with the target interval time, and the target battery temperature is compared with a preset temperature threshold. If the second charging time is less than the target interval time and the target battery temperature is greater than the preset temperature threshold, then the conditions for current reduction processing are further determined, and the target current reduction coefficient is determined based on the second charging time and the target interval time.

[0089] Specifically, the process of determining the target current reduction coefficient based on the second charging time and the target interval time includes: The ratio of the second charging time to the target interval time is calculated to obtain a first current reduction coefficient. A preset current reduction coefficient is obtained, and the first current reduction coefficient is compared with the preset current reduction coefficient. The maximum value between the first current reduction coefficient and the preset current reduction coefficient is selected as the target current reduction coefficient.

[0090] For example, if the preset current reduction coefficient is 0.5, the second charging time is 120 minutes, the target interval time is 300 minutes, and the first current reduction coefficient is determined to be 0.4, then the target current reduction coefficient is determined to be 0.5.

[0091] In some embodiments, after determining the target current reduction coefficient, the output current of the charging pile is not directly reduced. Instead, the charging data using the reduced charging current is compared with the charging data using the original charging current, and displayed to the user, who then decides whether to adopt the current reduction scheme. Specifically, step 103, determining the target charging current based on the target current reduction coefficient and the output current of the charging pile, includes: Step 1031: Multiply the target current reduction coefficient and the output current of the charging pile to obtain the current reduction charging current; Step 1032: Determine the first charging data based on the output current of the charging pile, determine the second charging data based on the reduced current charging current, and output comparison parameter information, wherein the comparison parameter information includes the first charging data and the second charging data; Step 1033: Receive feedback information corresponding to the comparison parameter information, wherein the feedback information includes target charging data, wherein the target charging data is the first charging data or the second charging data; Step 1034: Take the charging current corresponding to the target charging data as the target charging current.

[0092] In specific implementation, the target current reduction coefficient and the output current of the charging pile are multiplied to obtain the current reduction charging current, wherein the current reduction charging current is the charging current after the output current of the charging pile is reduced.

[0093] The first charging data is determined based on the output current of the charging pile, and the second charging data is determined based on the reduced current charging current. The first charging data is the first charging data after charging with the output current of the charging pile, and the second charging data is the second charging data after charging with the reduced current charging current.

[0094] In this embodiment, the determination methods for the first charging data and the second charging data are the same. The following description uses the first charging data as an example to illustrate the determination process. The first charging data includes total charging energy consumption, charging completion time, total cooling energy consumption, highest temperature during charging, and total charging time. The determination process for the first charging data specifically includes: The target power difference is determined based on the current power level and the target power level. This involves subtracting the target power level from the current power level to obtain the target power difference, where the target power difference represents the total amount of charging the vehicle from the current power level to the target power level.

[0095] A preset change amount is obtained, and the target power difference is divided according to the preset change amount to obtain multiple power change intervals, wherein the power change value corresponding to each power change interval is the preset change amount.

[0096] When charging using the output current of the charging pile, the charging current corresponding to each power level change interval is the same, which is the output current of the charging pile. For each power level change interval, the total voltage of the battery pack corresponding to that interval is obtained. The charging pile output current is multiplied by the total battery pack voltage to obtain the charging energy consumption for that power level change interval. The charging energy consumption corresponding to all power level change intervals is summed to obtain the total charging energy consumption.

[0097] During charging, the battery temperature is determined at each moment. If the battery temperature is higher than the cooling activation threshold, the cooling function is activated, and the activation time is recorded. When the battery temperature is lower than the cooling deactivation threshold, the cooling function is deactivated, and the deactivation time is recorded. The target cooling time is obtained by subtracting the cooling deactivation time from the cooling activation time.

[0098] Obtain the preset cooling power, and multiply the preset cooling power with the target cooling time to obtain the target cooling energy consumption.

[0099] The output voltage of the charging pile is obtained, and the output power of the charging pile is determined based on the output current and the output voltage of the charging pile. That is, the output power of the charging pile is obtained by multiplying the output current and the output voltage of the charging pile.

[0100] The target power difference is compared with the output power of the charging pile to obtain the total charging time. The total charging time is then summed with the current time to obtain the charging completion time.

[0101] After determining the first charging data after charging with the output current of the charging pile and the second charging data after charging with the reduced current, comparison parameter information is output, wherein the comparison parameter information includes the first charging data and the second charging data.

[0102] For example, the comparison parameter information is displayed to the user in tabular form, as shown in Table 1 below: Table 1

[0103] The system receives feedback information corresponding to the comparison parameter information. This feedback information is sent after the user views the comparison parameter information and selects a target charging method. The feedback information includes target charging data, and the charging current corresponding to the target charging data is used as the target charging current. The target charging data can be either the first charging data or the second charging data.

[0104] The above scheme, after determining the target current reduction coefficient, compares the charging data using the reduced charging current with the charging data using the original charging current, and displays this comparison to the user, allowing the user to decide whether to adopt the current reduction scheme. Furthermore, users can select their desired charging current as the target charging current based on their own needs, resulting in a more suitable target charging current and improved user experience.

[0105] Based on the same inventive concept, another embodiment of this disclosure provides a vehicle charging control method, such as... Figure 2 As shown, the method specifically includes: Step 201: Determine that the vehicle is connected to the charging pile, and obtain the output current of the charging pile, the target usage time, and the target battery level, wherein the target battery level is the battery level set by the driver when charging is completed.

[0106] Step 202: Determine the first charge based on the output current of the charging pile and the target usage time, wherein the first charge is the charge when the charging pile is charged to the target usage time based on the output current of the charging pile.

[0107] Step 203: Compare the first power level and the target power level. If the first power level is less than the target power level, proceed to step 204. If the first power level is greater than or equal to the target power level, proceed to step 205.

[0108] Step 204: Output the first power level and the target driving range, and charge the vehicle according to the output current of the charging pile.

[0109] Step 205: Determine the type of charging station. If it is a slow charging type, proceed to step 206; if it is a fast charging type, proceed to step 207.

[0110] Step 206: Output the first power level and the target driving range, and charge the vehicle according to the output current of the charging pile.

[0111] Step 207: Subtract the target vehicle usage time from the target charging completion time to obtain the time difference value.

[0112] Step 208: Compare the time difference with a preset time threshold. If the time difference is less than or equal to the preset time threshold, proceed to step 209. If the time difference is greater than the preset time threshold, proceed to step 210.

[0113] Step 209: Output the first power level and the target driving range, and charge the vehicle according to the output current of the charging pile.

[0114] Step 210: Obtain the current battery level and available battery capacity, and determine the target current reduction coefficient based on the current battery level and available battery capacity.

[0115] Step 211 prompts the user whether to accept. If accepted, proceed to step 212; if not accepted, proceed to step 213.

[0116] Step 212: Multiply the target current reduction coefficient and the output current of the charging pile to obtain the current reduction charging current, and charge the vehicle according to the current reduction charging current.

[0117] Step 213: Output the first power level and the target driving range, and charge the vehicle according to the output current of the charging pile.

[0118] In this embodiment, the process of determining the target current reduction coefficient based on the current power level and the available battery capacity is the same as the process of determining the target current reduction coefficient in the previous embodiment. For details, please refer to the description of steps 10A to 10D and related sub-steps, which will not be repeated here.

[0119] It should be noted that the method of this disclosure embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this disclosure embodiment, and the multiple devices will interact with each other to complete the method described.

[0120] It should be noted that the above description describes some embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0121] Based on the same inventive concept, corresponding to any of the above embodiments, this disclosure also provides a vehicle charging control device.

[0122] refer to Figure 3 , Figure 3 The vehicle charging control device of the embodiment includes: Data acquisition module 301 is configured to determine that the vehicle is connected to the charging pile, acquire the output current of the charging pile and the target vehicle usage time, and determine a first amount of electricity based on the output current of the charging pile and the target vehicle usage time, wherein the first amount of electricity is the amount of electricity charged to the target vehicle usage time based on the output current of the charging pile. The current reduction coefficient determination module 302 is configured to acquire a target battery level and, in response to the first battery level being greater than or equal to the target battery level, determine a target current reduction coefficient, wherein the target battery level is the battery level set by the driver when charging is complete; The charging control module 303 is configured to determine a target charging current based on the target current reduction coefficient and the output current of the charging pile, and to charge the vehicle based on the target charging current.

[0123] In some embodiments, the current reduction coefficient determination module 302 is specifically configured as follows: In response to the first power level being greater than or equal to the target power level, the charging pile type is obtained; Determine that the charging station type is slow charging, determine the target driving range based on the first charge level, and output the first charge level and the target driving range; or... The charging pile type is determined to be fast charging type. The target charging completion time is determined based on the output current of the charging pile and the target power. The target current reduction coefficient is determined based on the target charging completion time and the target vehicle usage time. The target charging completion time is the time after the charging pile output current is charged to the target current.

[0124] In some embodiments, the current reduction coefficient determination module 302 is specifically configured as follows: The time difference is obtained by subtracting the target vehicle usage time from the target charging completion time. In response to the time difference exceeding a preset time threshold, the current battery level and available battery capacity are obtained, and a target current reduction coefficient is determined based on the current battery level and available battery capacity; or, In response to the time difference being less than or equal to a preset time threshold, the target driving range is determined based on the first battery level, and the first battery level and the target driving range are output.

[0125] In some embodiments, the current reduction coefficient determination module 302 is specifically configured as follows: The target power difference is determined based on the current power level and the target power level. The target power difference is then divided according to a preset change amount to obtain multiple power change intervals. For each power change interval, obtain the initial power corresponding to the power change interval, and determine the first charging time based on the initial power and the available battery capacity; The second charging time is obtained by calculating the first charging time corresponding to all ranges of battery level changes. Determine the target battery temperature corresponding to the vehicle's battery level when it reaches the target battery level, and determine the target current reduction coefficient based on the second charging time and the target battery temperature.

[0126] In some embodiments, the current reduction coefficient determination module 302 is specifically configured as follows: Determine the initial battery temperature corresponding to the power change range, and determine the first charging current based on the initial power and the initial battery temperature; The target capacity is obtained by multiplying the available battery capacity by the preset change amount. The first charging time is determined based on the target capacity and the first charging current.

[0127] In some embodiments, the current reduction coefficient determination module 302 is specifically configured as follows: The power change range is defined as the first power change range, and the preceding power change range adjacent to the power change range is defined as the second power change range. Obtain the first charging time corresponding to the second power change range, and determine the target temperature rise coefficient corresponding to the second power change range; The target temperature rise coefficient is multiplied by the first charging time corresponding to the target power change range to obtain the target temperature change. Obtain the first battery temperature corresponding to the second power change range, and determine the initial battery temperature corresponding to the first power change range based on the first battery temperature and the target temperature change.

[0128] In some embodiments, the current reduction coefficient determination module 302 is specifically configured as follows: Obtain the second charging current corresponding to the second power change range, and determine the first temperature rise coefficient corresponding to the second charging current; Obtain the ambient temperature and the temperature of the second battery at the time corresponding to the second power change range, and determine the second temperature rise coefficient based on the temperature of the second battery. A target temperature difference is determined based on the ambient temperature and the second battery temperature, and a third temperature rise coefficient is determined based on the target temperature difference. The first temperature rise coefficient, the second temperature rise coefficient, and the third temperature rise coefficient are summed to obtain the target temperature rise coefficient corresponding to the second power change range.

[0129] In some embodiments, the current reduction coefficient determination module 302 is specifically configured as follows: Obtain the charging start time corresponding to the connection between the vehicle and the charging pile, and determine the target interval time based on the charging start time and the target vehicle usage time; In response to the second charging time being less than the target interval time and the target battery temperature being greater than a preset temperature threshold, a target current reduction coefficient is determined based on the second charging time and the target interval time.

[0130] In some embodiments, the charging control module 303 is specifically configured as follows: The target current reduction coefficient and the output current of the charging pile are multiplied to obtain the current reduction charging current. First charging data is determined based on the output current of the charging pile, and second charging data is determined based on the reduced current charging current. Comparison parameter information is output, wherein the comparison parameter information includes the first charging data and the second charging data. Receive feedback information corresponding to the comparison parameter information, wherein the feedback information includes target charging data, wherein the target charging data is the first charging data or the second charging data; The charging current corresponding to the target charging data is taken as the target charging current.

[0131] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0132] The apparatus of the above embodiments is used to implement the corresponding vehicle charging control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0133] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle charging control method described in any of the above embodiments.

[0134] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0135] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0136] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0137] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0138] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0139] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0140] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0141] The electronic devices described above are used to implement the corresponding vehicle charging control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0142] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle charging control method as described in any of the above embodiments.

[0143] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0144] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle charging control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0145] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the vehicle charging control device in the above embodiments, the electronic device in the above embodiments, and the computer-readable storage medium in the above embodiments, wherein the vehicle device implements the vehicle charging control method described in any of the above embodiments.

[0146] The vehicles described in the above embodiments are used to implement the vehicle charging control method described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0147] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0148] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0149] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0150] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0151] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0152] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0153] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0154] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle charging control method, characterized in that, include: The vehicle is connected to the charging pile. The output current of the charging pile and the target usage time are obtained. A first charge is determined based on the output current of the charging pile and the target usage time. The first charge is the charge when the vehicle is charged to the target usage time based on the output current of the charging pile. Obtain the target battery level; in response to the first battery level being greater than or equal to the target battery level, determine the target current reduction coefficient, wherein the target battery level is the battery level set by the driver when charging is complete; The target charging current is determined based on the target current reduction coefficient and the output current of the charging pile, and the vehicle is charged based on the target charging current.

2. The method according to claim 1, characterized in that, The step of determining the target current reduction coefficient in response to the first power being greater than or equal to the target power includes: In response to the first power level being greater than or equal to the target power level, the charging pile type is obtained; Determine that the charging station type is slow charging, determine the target driving range based on the first charge level, and output the first charge level and the target driving range; or... The charging pile type is determined to be fast charging type. The target charging completion time is determined based on the output current of the charging pile and the target power. The target current reduction coefficient is determined based on the target charging completion time and the target vehicle usage time. The target charging completion time is the time after the charging pile output current is charged to the target current.

3. The method according to claim 2, characterized in that, The step of determining the target current reduction coefficient based on the target charging completion time and the target vehicle usage time includes: The time difference is obtained by subtracting the target vehicle usage time from the target charging completion time. In response to the time difference exceeding a preset time threshold, the current battery level and available battery capacity are obtained, and a target current reduction coefficient is determined based on the current battery level and available battery capacity; or, In response to the time difference being less than or equal to a preset time threshold, the target driving range is determined based on the first battery level, and the first battery level and the target driving range are output.

4. The method according to claim 3, characterized in that, The step of determining the target current reduction coefficient based on the current battery level and the available battery capacity includes: The target power difference is determined based on the current power level and the target power level. The target power difference is then divided according to a preset change amount to obtain multiple power change intervals. For each power change interval, obtain the initial power corresponding to the power change interval, and determine the first charging time based on the initial power and the available battery capacity; The second charging time is obtained by calculating the first charging time corresponding to all ranges of battery level changes. Determine the target battery temperature corresponding to the vehicle's battery level when it reaches the target battery level, and determine the target current reduction coefficient based on the second charging time and the target battery temperature.

5. The method according to claim 4, characterized in that, Determining the first charging time based on the initial battery charge and the available battery capacity includes: Determine the initial battery temperature corresponding to the power change range, and determine the first charging current based on the initial power and the initial battery temperature; The target capacity is obtained by multiplying the available battery capacity by the preset change amount. The first charging time is determined based on the target capacity and the first charging current.

6. The method according to claim 5, characterized in that, Determining the initial battery temperature corresponding to the charge change range includes: The power change range is defined as the first power change range, and the preceding power change range adjacent to the power change range is defined as the second power change range. Obtain the first charging time corresponding to the second power change range, and determine the target temperature rise coefficient corresponding to the second power change range; The target temperature rise coefficient is multiplied by the first charging time corresponding to the target power change range to obtain the target temperature change. Obtain the first battery temperature corresponding to the second power change range, and determine the initial battery temperature corresponding to the first power change range based on the first battery temperature and the target temperature change.

7. The method according to claim 6, characterized in that, Determining the target temperature rise coefficient corresponding to the second electrical quantity change range includes: Obtain the second charging current corresponding to the second power change range, and determine the first temperature rise coefficient corresponding to the second charging current; Obtain the ambient temperature and the temperature of the second battery at the time corresponding to the second power change range, and determine the second temperature rise coefficient based on the temperature of the second battery. A target temperature difference is determined based on the ambient temperature and the second battery temperature, and a third temperature rise coefficient is determined based on the target temperature difference. The first temperature rise coefficient, the second temperature rise coefficient, and the third temperature rise coefficient are summed to obtain the target temperature rise coefficient corresponding to the second power change range.

8. The method according to claim 4, characterized in that, The step of determining the target current reduction coefficient based on the second charging time and the target battery temperature includes: Obtain the charging start time corresponding to the connection between the vehicle and the charging pile, and determine the target interval time based on the charging start time and the target vehicle usage time; In response to the second charging time being less than the target interval time and the target battery temperature being greater than a preset temperature threshold, a target current reduction coefficient is determined based on the second charging time and the target interval time.

9. The method according to claim 1, characterized in that, The step of determining the target charging current based on the target current reduction coefficient and the output current of the charging pile includes: The target current reduction coefficient and the output current of the charging pile are multiplied to obtain the current reduction charging current. First charging data is determined based on the output current of the charging pile, and second charging data is determined based on the reduced current charging current. Comparison parameter information is output, wherein the comparison parameter information includes the first charging data and the second charging data. Receive feedback information corresponding to the comparison parameter information, wherein the feedback information includes target charging data, wherein the target charging data is the first charging data or the second charging data; The charging current corresponding to the target charging data is taken as the target charging current.

10. A vehicle, characterized in that, include: Memory, used to store executable programs; processor; When the executable program is executed by the processor, the method as described in any one of claims 1-9 is implemented.

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