Vehicle power protection control method, electronic device and vehicle

Abstract

The application provides a vehicle power protection control method, an electronic device and a vehicle. The method comprises the following steps: in response to determining that the vehicle is powered off, obtaining the effective power of a starting battery; in response to determining that the effective power of the starting battery is less than a first preset starting power and greater than a second preset starting power, controlling the engine or the high-voltage storage battery to charge the starting battery until the effective power of the starting battery is at least the first preset starting power. The application achieves the purposes of protecting the starting battery and avoiding the situation that the vehicle cannot be started due to the power shortage of the starting battery by executing the above power protection strategy for the starting battery.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle power supply control method, electronic equipment, and vehicle. Background Technology

[0002] Modern vehicles are highly intelligent, and some electrical components continue to operate after the vehicle is powered off, continuously using the starter battery's power. This can even cause the starter battery to become depleted. A depleted starter battery can affect the vehicle's ability to start again, potentially requiring an external power source or towing to a repair shop, causing inconvenience and losses for the owner, while also damaging the starter battery. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle power-saving control method, electronic equipment and vehicle to solve the problem of starting battery depletion after vehicle power is off.

[0004] To achieve the above objectives, this application provides a vehicle power preservation control method, comprising:

[0005] In response to determining that the vehicle is powered off, obtain the effective charge of the starter battery;

[0006] In response to determining that the effective charge of the starter battery is less than a first preset starter charge and greater than a second preset starter charge, the engine or high-voltage battery is controlled to charge the starter battery until the effective charge of the starter battery is at least the first preset starter charge.

[0007] Wherein, the effective power is the power that can be released at the ambient temperature of the vehicle, the first preset starting power is at least the maximum power that the starting battery can guarantee the normal starting of the vehicle, and the second preset starting power is the minimum power that the starting battery can guarantee the normal starting of the vehicle.

[0008] Based on the same inventive concept, this disclosure also provides 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 method described above when executing the computer program.

[0009] Based on the same inventive concept, this disclosure also provides a vehicle, which includes the vehicle power-saving control system as described above and the electronic equipment described above.

[0010] As can be seen from the above, the vehicle power-saving control method, electronic device, and vehicle provided in this application, wherein the method, when the vehicle is determined to be powered off, can accurately determine whether the starter battery needs charging by monitoring the effective charge that the starter battery can use at the ambient temperature of the vehicle. When the effective charge of the starter battery is determined to be less than a first preset starting charge but greater than a second preset starting charge, it indicates that the effective charge of the starter battery may not be sufficient to support the next starting process of the vehicle. To avoid affecting the next starting process of the vehicle, and also to avoid damage to the starter battery itself due to depletion, the controller executes a power-saving strategy for the starter battery: for fuel vehicles, it controls the engine to charge the starter battery; for hybrid or pure electric vehicles, it controls the high-voltage battery to charge the starter battery, and charges it until the effective charge of the starter battery is at least the first preset starting charge, so as to protect the starter battery and avoid the vehicle from failing to start due to depletion of the starter battery. Attached Figure Description

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

[0012] Figure 1 This is a schematic diagram of a vehicle power supply control method according to an embodiment of this application;

[0013] Figure 2 This is a schematic diagram of a vehicle power supply control system according to an embodiment of this application. Figure 1 ;

[0014] Figure 3 This is a schematic diagram of a vehicle power supply control system according to an embodiment of this application. Figure 2 ;

[0015] Figure 4 This is a schematic diagram of a vehicle power supply control system according to an embodiment of this application. Figure 3 ;

[0016] Figure 5 This is a schematic diagram of the vehicle power supply control device according to an embodiment of this application;

[0017] Figure 6 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0019] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application 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 after 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 only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0020] In related technologies, vehicles are categorized into pure electric vehicles, hybrid vehicles, and gasoline vehicles. Regardless of the type, all vehicles require battery power to start normally. Pure electric and hybrid vehicles are equipped with both high-voltage batteries and starting batteries, while gasoline vehicles only have starting batteries. For pure electric and hybrid vehicles, the voltage of the high-voltage battery is typically between 100V and 400V or even higher, primarily responsible for powering high-power systems. These high-power systems include electrical components such as electric motors, inverters, DC / DC converters, air conditioning compressors, and PTC (Positive Temperature Coefficient) heaters. The DC / DC converter can be connected to the starting battery, allowing the high-voltage battery to power it. The starting battery is the standard power source for the vehicle's electrical system, typically with a voltage of 12V, primarily responsible for powering low-power systems such as lights, instruments, central locking, and auxiliary electrical components such as the vehicle controller, motor control system, and battery management system. For gasoline-powered vehicles, since there is no high-voltage battery installed, the starter battery needs to supply power to both high-power and low-power systems, such as the engine, air conditioning, lighting, instruments, and electronic control systems.

[0021] In addition, for gasoline vehicles, the starter battery is mainly used for powering on the vehicle and starting the engine. After the engine starts, it drives the electric motor, which charges the starter battery for the next power-on and starting use. For hybrid vehicles, the starter battery is mainly used for powering on the vehicle. After powering on the vehicle, the battery supplies power to the electric motor, which drives the engine. After the engine starts, the electric motor can also charge the high-voltage battery in reverse. The high-voltage battery can then charge the starter battery through a DC / DC converter for the next power-on use. For pure electric vehicles, the starter battery is mainly used for powering on the vehicle. After powering on the vehicle, the high-voltage battery can then charge the starter battery through a DC / DC converter for the next power-on use.

[0022] However, with the high level of intelligence in modern vehicles, some electrical components (vehicle controller, battery management system, TBOX, tire pressure monitoring system, headlights, etc.) continue to operate using the starter battery's power after the vehicle is powered off. When the battery is depleted, if the control strategy fails to detect this situation, the vehicle will continue to consume power, causing the starter battery to run out of charge. When the vehicle needs to be started again, it will require an external power source or towing to a repair shop, which will cause inconvenience and losses to the owner. At the same time, running out of charge will also damage the starter battery and affect its lifespan.

[0023] The applicant discovered that by monitoring the starter battery's charge level, it is possible to accurately determine whether the starter battery is low on power. If the charge level is lower than a set value, and the high-voltage battery charge level is higher than the set value in a hybrid or pure electric vehicle, the starter battery will be charged. If the starter battery is a gasoline vehicle, it can be charged by starting the engine. This is to protect the starter battery and prevent the vehicle from failing to start due to a low starter battery charge.

[0024] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0025] In some embodiments, reference Figure 1 A vehicle power supply control method, executed by a vehicle controller, the method comprising:

[0026] S100: In response to determining that the vehicle is powered off, obtain the effective charge of the starter battery;

[0027] In this step, the power-down process is triggered when the vehicle controller detects the OFF signal sent by the key. After the vehicle is powered off, some electrical components (vehicle controller, battery management system, TBOX, tire pressure monitoring system, lights, etc.) will continue to operate using the starter battery's power, therefore it is necessary to monitor the effective charge of the starter battery. The effective charge in this step refers to the amount of electricity the starter battery can release at the ambient temperature of the vehicle. It should be noted that the ambient temperature of the vehicle has a significant impact on the effective charge of the battery. Specifically, low temperatures reduce the chemical reaction rate of the battery, thus reducing the effective charge; high temperatures increase the reaction rate, thus increasing the effective charge. This step monitors the effective charge of the starter battery, not its actual charge, thus preparing for a subsequent accurate determination of whether the starter battery needs charging.

[0028] Specifically, obtaining the effective charge of the starter battery includes: obtaining the ambient temperature of the vehicle and the actual charge of the starter battery; determining a target temperature correction coefficient based on the ambient temperature; and determining the effective charge of the starter battery based on the target temperature correction coefficient and the actual charge of the starter battery.

[0029] For example, the ambient temperature of the vehicle can be obtained through an ambient temperature sensor, which can be installed behind the front bumper or on the front panel of the driver's cab. The terminal voltage of the starter battery can be obtained through a voltage sensor, and the actual charge level of the starter battery can be determined by the relationship between voltage and charge level. The process of determining the target temperature correction coefficient based on the ambient temperature can be found in a preset database of ambient temperature and temperature correction coefficient relationships. For example, if the actual charge level of the starter battery is 50% and the ambient temperature is -15°C, the target temperature correction coefficient corresponding to -15°C is found to be 0.6. Multiplying the actual charge level by the target temperature correction coefficient yields an effective charge level of 30%, meaning only 30% of the charge is usable. As another example, if the actual charge level of the starter battery is 50% and the ambient temperature is 30°C, the target temperature correction coefficient corresponding to 30°C is found to be 0.98. Multiplying the actual charge level by the target temperature correction coefficient yields an effective charge level of 60%, meaning 60% of the charge is usable.

[0030] S200: In response to determining that the effective charge of the starting battery is less than a first preset starting charge and greater than a second preset starting charge, the engine or high-voltage battery is controlled to charge the starting battery until the effective charge of the starting battery is at least the first preset starting charge.

[0031] Wherein, the first preset starting charge is at least the maximum charge required by the starter battery to ensure normal vehicle starting, and the second preset starting charge is the minimum charge required by the starter battery to ensure normal vehicle starting. These minimum and maximum charges can be obtained through pre-factory calibration and used as factory settings. For gasoline vehicles, this calibration process can use the sum of the starting charges required by all electrical components that require starter battery power, such as the engine, air conditioning, lighting, instruments, and electronic control systems, as the first preset starting charge (e.g., 30%), and the sum of the starting charges required by the basic electrical components such as the engine, instruments, and electronic control systems as the second preset starting charge (e.g., 15%). For pure electric vehicles and hybrid vehicles, this calibration process can use the sum of the starting charges required by all electrical components that require starter battery power, such as lighting, instruments, and electronic control systems, as the first preset starting charge (e.g., 20%), and the sum of the starting charges required by the basic electrical components such as the instruments and electronic control systems as the second preset starting charge (e.g., 10%).

[0032] In this step, the vehicle controller compares the monitored effective charge of the starter battery with the first preset starting charge and the second preset starting charge. When the effective charge of the starter battery is lower than the first preset starting charge but higher than the second preset starting charge, it indicates that it may be insufficient to support the next vehicle start-up process, and some electrical components are still continuously consuming power. If not charged, the starter battery charge may drop below the second preset starting charge, resulting in a depleted starter battery and inability to handle the next vehicle start-up process. Therefore, it is necessary to charge the starter battery promptly. For gasoline vehicles, the starter battery can be charged by starting the engine; for pure electric vehicles and hybrid vehicles, the starter battery can be charged through the high-voltage battery. This charging process must at least ensure that the starter battery maintains the first preset starting charge to guarantee that the vehicle can start normally.

[0033] In this embodiment, when the vehicle is determined to be powered off, the effective charge of the starter battery at the ambient temperature of the vehicle can be monitored to accurately determine whether the starter battery needs to be charged. If the effective charge of the starter battery is less than a first preset starting charge but greater than a second preset starting charge, it indicates that the effective charge of the starter battery may not be sufficient to support the next starting process of the vehicle. To avoid affecting the next starting process of the vehicle and to avoid damage to the starter battery due to depletion, the controller executes a power preservation strategy for the starter battery: for fuel vehicles, the engine is controlled to charge the starter battery; for hybrid or pure electric vehicles, the high-voltage battery is controlled to charge the starter battery, and the starter battery is charged until its effective charge is at least the first preset starting charge, so as to protect the starter battery and prevent the vehicle from failing to start due to a depleted starter battery.

[0034] In some embodiments, controlling the engine or high-voltage battery to charge the starter battery includes:

[0035] In response to determining whether the vehicle is a pure electric vehicle or a hybrid vehicle, the effective charge of the high-voltage battery is obtained.

[0036] In response to determining that the effective charge of the high-voltage battery is greater than or equal to the first preset charge, a high-voltage power-on request is sent to the user, and based on the confirmation information provided by the user, the high-voltage battery is controlled to charge the starting battery.

[0037] The step of obtaining the effective charge of the high-voltage battery includes: obtaining the ambient temperature of the vehicle and the monitoring voltage of the high-voltage battery; determining the actual charge of the high-voltage battery based on the monitoring voltage and the voltage correction coefficient corresponding to the monitoring voltage; determining a target temperature correction coefficient based on the ambient temperature; and determining the effective charge of the high-voltage battery based on the target temperature correction coefficient and the actual charge of the high-voltage battery.

[0038] For example, the ambient temperature of the vehicle can be obtained through an ambient temperature sensor, which can be installed behind the front bumper or on the front panel of the driver's cab. The terminal voltage of the high-voltage battery, i.e., the monitored voltage, can be obtained through a voltage sensor. However, the detection of this terminal voltage for high-voltage batteries generally involves errors. When the actual voltage of the high-voltage battery is high, the measurement error is small; however, when the actual voltage of the high-voltage battery is low, the measurement error is relatively large. For example, for a 400V high-voltage battery, when the measured terminal voltage is 150V or higher, the measurement error is within 2%; when the measured terminal voltage is below 150V but above 100V, the measurement error is within 5%; and when the measured terminal voltage is below 100V, the measurement error is within 8%. That is, when the measured terminal voltage is 180V, the corresponding voltage correction factor is 98%; when the measured terminal voltage is 120V, the corresponding voltage correction factor is 95%; and when the measured terminal voltage is 80V, the corresponding voltage correction factor is 92%. After determining the monitoring voltage and the corresponding voltage correction factor, the actual capacity of the high-voltage battery can be calculated based on the relationship between voltage and capacity.

[0039] The process of determining the target temperature correction coefficient based on the ambient temperature can be obtained by searching a preset database of relationships between ambient temperature and temperature correction coefficients. For example, if the actual charge of the high-voltage battery is 50% and the ambient temperature is -15℃, the target temperature correction coefficient corresponding to -15℃ is found to be 0.6. Multiplying the actual charge by the target temperature correction coefficient yields an effective charge of 30%, meaning only 30% of the battery's charge is usable. As another example, if the actual charge of the high-voltage battery is 50% and the ambient temperature is 30℃, the target temperature correction coefficient corresponding to 30℃ is found to be 0.98. Multiplying the actual charge by the target temperature correction coefficient yields an effective charge of 49%, meaning 49% of the charge is usable.

[0040] In this embodiment, after determining whether the vehicle is a pure electric vehicle or a hybrid vehicle, the controller acquires the effective charge of the high-voltage battery. The effective charge in this step refers to the amount of electricity the high-voltage battery can release at the ambient temperature of the vehicle. This step monitors the effective charge of the starter battery, not its actual charge, thus providing a reliable basis for accurately determining whether the high-voltage battery has the capacity to charge the starter battery.

[0041] Specifically, when the effective charge of the high-voltage battery is greater than or equal to the first preset charge level (i.e., the preset minimum charge threshold, for example, 40%), it indicates that the high-voltage battery has the charge level to charge the starter battery. The controller then sends a high-voltage power-on request to the user. For example, it can send a message to the vehicle owner's app asking, "The starter battery charge is low. Do you allow starting the vehicle to charge the starter battery?" If the user replies with a confirmation message, the vehicle controller will perform high-voltage power-on to charge the starter battery through the high-voltage battery.

[0042] In addition, to ensure that the high-voltage system is started safely and correctly, and to ensure the safety of the high-voltage battery charging the starter battery, the vehicle controller will, after receiving the user's confirmation, determine whether the vehicle is in P or N gear, whether the DC / DC converter is working properly, whether the BMS (Battery Management System) is working properly, and whether the CAN communication is working properly. If all the above conditions are normal, the BMS receives the high-voltage power-on command and controls the high-voltage switch between the BMS and the high-voltage battery to engage, thereby allowing the high-voltage battery to charge the starter battery through the DC / DC converter.

[0043] Furthermore, if it is determined that no user confirmation has been received (if no user confirmation is received within a preset time period after the high-voltage power-on request is issued, or if a message prohibiting high-voltage power-on is received, then it is determined that no user confirmation has been received), then when the effective charge of the starter battery drops to a second preset starting charge level, the relay between the starter battery and the electrical device is disconnected to stop power supply to the electrical device. This ensures that the starter battery retains the minimum charge required for vehicle starting, protecting the starter battery without affecting the normal starting of the vehicle.

[0044] This embodiment addresses the scenario where the effective charge of the starter battery in a pure electric or hybrid vehicle is less than a first preset starting charge but greater than a second preset starting charge. It sets the system so that when the effective charge of the high-voltage battery is greater than or equal to the first preset charge, i.e., when the high-voltage battery has sufficient effective charge, the system can control the high-voltage battery to charge the starter battery based on user feedback confirming high-voltage power-on. This process allows the user to have a clear understanding and control over the starter battery's status, achieving the goals of protecting the starter battery and preventing the vehicle from failing to start due to a depleted starter battery. It also helps improve the vehicle's energy management efficiency and the user experience.

[0045] In some embodiments, when the vehicle is determined to be a hybrid vehicle, the method further includes:

[0046] In response to determining that the effective charge of the high-voltage battery is less than the first preset charge and greater than the second preset charge, a request to start the engine is sent to the user, and based on the confirmation information from the user, the engine is controlled to rotate to charge the high-voltage battery.

[0047] The first preset battery capacity is at least the maximum battery capacity required by the high-voltage battery to ensure normal vehicle starting, and the second preset battery capacity is the minimum battery capacity required by the high-voltage battery to ensure normal vehicle starting. These minimum and maximum capacities can be obtained through pre-factory calibration and used as factory settings. For hybrid or pure electric vehicles, this calibration process can use the sum of the starting capacities required by all electrical components that require power from the high-voltage battery, such as the drive motor, electric air conditioning compressor, DC-DC converter, PTC heater, on-board charger, electric power steering system, and electric water pump, as the first preset battery capacity (e.g., 30%), and the sum of the starting capacities required by the drive motor, electric power steering system, and electric water pump as the second preset battery capacity (e.g., 15%).

[0048] In this embodiment, when the vehicle is a hybrid vehicle and the effective charge of the high-voltage battery is less than the maximum charge required for normal vehicle start-up (i.e., the first preset charge) but greater than the minimum charge required for normal vehicle start-up (i.e., the second preset charge), it indicates that the effective charge of the high-voltage battery is also insufficient and may affect the next start of the vehicle. In this case, the high-voltage battery does not have the charge to charge the starter battery. In order not to affect the next start of the vehicle, the high-voltage battery can be charged first, and the starter battery can be charged after the high-voltage battery is charged to at least the first preset charge.

[0049] Specifically, the controller can send a request to the user to start the engine. For example, it can send a message to the owner's app saying, "The starter battery and high-voltage battery are both low. Do you allow the engine to start to charge the high-voltage battery and starter battery?" If the user replies with a confirmation message, the vehicle controller will energize the high voltage to supply power to the starter motor. The starter motor will then drive the engine to rotate, thereby charging the high-voltage battery through the engine.

[0050] In addition, to ensure that the vehicle starts the engine in a safe and correct condition and to ensure the safety of the engine charging the high-voltage battery, the vehicle controller will, after receiving the user's confirmation, determine whether the vehicle is in P or N gear, whether the DC / DC converter is normal, whether the BMS is normal, whether the CAN communication is normal, and whether the starter and engine are normal. If all the above conditions are normal, the BMS receives the high-voltage power-on command and controls the high-voltage switch between the BMS and the high-voltage battery to engage. This allows the high-voltage battery to supply power to the starter, and the starter's rotation drives the engine to rotate, which directly charges the high-voltage battery.

[0051] Furthermore, if it is determined that no user confirmation has been received (if no user confirmation is received within a preset time period after the engine start request is issued, or if a message prohibiting engine start is received, then it is determined that no user confirmation has been received), then when the effective charge of the high-voltage battery drops to a second preset charge level, the relay between the high-voltage battery and the starter battery is disconnected to stop power supply to the starter battery. This protects the high-voltage battery.

[0052] This embodiment addresses the scenario where the effective charge of the starter battery in a hybrid vehicle is less than a first preset starting charge but greater than a second preset starting charge. It specifies that when the effective charge of the high-voltage battery is less than the first preset charge but greater than the second preset charge, i.e., when the vehicle's high-voltage battery has insufficient charge, the engine can be controlled to charge the high-voltage battery based on user feedback confirming engine start-up. This process allows the user to have a clear understanding and control over the status of the vehicle's starter battery and high-voltage battery. While preventing the vehicle from failing to start due to a depleted high-voltage battery, it also helps improve the vehicle's energy management efficiency and the user experience.

[0053] In some embodiments, controlling the engine or high-voltage battery to charge the starter battery includes:

[0054] In response to determining that the vehicle is a gasoline vehicle, a request to start the engine is sent to the user, and based on the user's confirmation, the engine is controlled to rotate to charge the starter battery.

[0055] In this embodiment, when the vehicle is a gasoline vehicle, if the effective charge of the starter battery is less than the first preset starter charge but greater than the second preset starter charge, it indicates that the effective charge of the starter battery is insufficient and may affect the next start of the vehicle. In this case, the engine can be started first, and then the starter battery can be charged through the engine.

[0056] Specifically, the controller can send a request to the user to start the engine. For example, it can send a message to the owner's app asking, "The starter battery is low. Do you want to start the engine to charge the starter battery?" If the user replies with a confirmation message, the vehicle controller will start the vehicle and charge the starter battery through the engine.

[0057] In addition, to ensure that the vehicle starts the engine in a safe and correct condition and to ensure the safety of the engine charging the starter battery, the vehicle controller will, after receiving the user's confirmation, determine whether the vehicle is in P or N gear, whether the CAN communication is normal, and whether the starter and engine are normal. If all the above conditions are normal, the starter will drive the engine to rotate, and the rotating engine will directly charge the starter battery.

[0058] Furthermore, if it is determined that no user confirmation has been received (if no user confirmation is received within a preset time period after the engine start request is issued, or if a message prohibiting engine start is received, then it is determined that no user confirmation has been received), then when the effective charge of the starter battery drops to a second preset starting charge level, the relay between the starter battery and the electrical device is disconnected to stop supplying power to the electrical device. This ensures that the starter battery retains the minimum charge required for vehicle starting, protecting the starter battery without affecting the normal starting of the vehicle.

[0059] This embodiment addresses the situation where the effective charge of the starter battery in a gasoline-powered vehicle is less than a first preset starting charge but greater than a second preset starting charge. In other words, when the effective charge of the starter battery is insufficient, the system can control the engine to charge the starter battery based on user feedback confirming engine start-up. This process gives the user clear understanding and control over the vehicle's starter battery status, preventing the vehicle from failing to start due to a depleted starter battery, while also improving the vehicle's energy management efficiency and the user experience.

[0060] In some embodiments, the ambient temperature includes a first ambient temperature for the current time period and a second ambient temperature for the user's estimated vehicle usage time period;

[0061] The determination of the target temperature correction coefficient based on the ambient temperature includes:

[0062] Determine a first temperature correction factor corresponding to the first ambient temperature, and determine a second temperature correction factor corresponding to the second ambient temperature;

[0063] The smaller of the first temperature correction factor and the second temperature correction factor is determined as the target temperature correction factor.

[0064] This embodiment further clarifies how the target temperature correction coefficient was determined in the aforementioned embodiments. In this embodiment, the ambient temperature of the vehicle is no longer limited to the ambient temperature of the current time period. Since the vehicle may not be restarted during the current time period, if the first temperature correction coefficient is determined based on the first ambient temperature of the current time period, it calculates the effective charge of the starter battery or high-voltage battery during that period. When the temperature difference between the current time period and the user's estimated usage time is large, using the effective charge of the current time period to determine whether the starter battery or high-voltage battery will affect the next vehicle start is inaccurate.

[0065] For example, the first preset starting charge of the starter battery is 28%, the second preset starting charge is 15%, the monitored actual starting charge is 30%, the current ambient temperature is -15°C, and the user's estimated ambient temperature for the driving period is 30°C. Looking up the table, the target temperature correction coefficient for -15°C is 0.6, and the target temperature correction coefficient for 30°C is 0.98. Therefore, the effective starting charge of the starter battery at the current time is 18%. Between the first and second preset starting charges, the starter battery needs to be charged. The user's estimated effective starting charge for the driving period is 29.4%, which is greater than the first preset starting charge, so charging is not required. That is, the effective starting charge determined by the ambient temperature at the two time periods differs significantly, leading to different judgments on whether the starter battery needs charging. In the above example, whether the starter battery needs charging based on the effective starting charge at the current time or based on the effective starting charge for the user's estimated driving period, as long as the user uses the vehicle during the estimated driving period, it will not affect the vehicle's use.

[0066] For example, the first preset starting charge level of the starter battery is 28%, the second preset starting charge level is 15%, the monitored actual starting charge level is 30%, the current ambient temperature is 30°C, and the user's estimated ambient temperature for the driving period is -15°C. Looking up the table, the target temperature correction coefficient for -15°C is 0.6, and the target temperature correction coefficient for 30°C is 0.98. Therefore, the effective starting charge level of the starter battery at the current time is 29.4%, which is greater than the first preset starting charge level, and therefore does not need to be charged. The user's estimated effective starting charge level for the driving period is 18%, which is between the first and second preset starting charge levels, and therefore the starter battery needs to be charged. In the above example, if the starter battery is determined not to need charging based on the current effective charge level, it may be too late to charge it when the effective charge level drops below the first preset starting charge level before the user uses the vehicle. Furthermore, the temperature will be lower at that time, making it less likely to execute the charging strategy. Therefore, it is more appropriate to charge the starter battery at the current time.

[0067] Based on the above, this embodiment does not simply limit the target temperature correction coefficient to the first temperature correction coefficient corresponding to the first ambient temperature of the current time period or the second temperature correction coefficient corresponding to the second ambient temperature of the user's estimated driving time period. Instead, it compares the first temperature correction coefficient and the second temperature correction coefficient and determines the smaller of the two as the target temperature correction coefficient. This ensures that the user will not encounter a situation where the vehicle cannot start due to a depleted starter battery, regardless of whether the user starts the vehicle during the current time period or the user's estimated driving time period, thereby improving the user's driving experience.

[0068] In some embodiments, the technical solution of this application can also be described in the following ways:

[0069] When the vehicle is a pure electric vehicle, such as Figure 2 As shown, the vehicle controller obtains the effective charge of the starter battery. When this effective charge is between a first preset starting charge and a second preset starting charge, the vehicle controller obtains the effective charge of the high-voltage battery through the BMS. When the effective charge of the high-voltage battery is higher than the first preset starting charge, the vehicle controller sends a high-voltage power-on request to the vehicle owner's app. After user confirmation, the vehicle controller activates the high-voltage switch through the BMS, and the high-voltage battery supplies power to the starter battery through a DC / DC converter. If no user confirmation is received, such as no response within a preset time after the high-voltage power-on request is sent, or a response indicating that high-voltage power-on is not allowed, the vehicle controller will control the relay to close when it detects that the effective charge of the starter battery is lower than the second preset starting charge. This disconnects the starter battery from the electrical components, reserving at least the second preset starting charge for the next vehicle start.

[0070] When the vehicle is a hybrid vehicle, such as Figure 3 As shown, the vehicle controller obtains the effective charge of the starter battery. When the effective charge is between a first preset starter charge and a second preset starter charge, the vehicle controller obtains the effective charge of the high-voltage battery through the BMS. When the effective charge of the high-voltage battery is higher than the first preset charge, the vehicle controller sends a high-voltage power-on request to the vehicle owner's app. After user confirmation, the vehicle controller activates the high-voltage switch through the BMS, and the high-voltage battery supplies power to the starter battery through the DC / DC converter. When the effective charge of the high-voltage battery is between the first preset charge and the second preset charge, the vehicle controller sends an engine start request to the vehicle owner's app. After user confirmation, the vehicle controller starts the engine and charges the high-voltage battery. When the high-voltage battery is charged to at least the first preset charge, the vehicle controller activates the high-voltage switch through the BMS, and the high-voltage battery supplies power to the starter battery through the DC / DC converter. If no confirmation from the user is received regarding the request to power on the high voltage, the vehicle controller will, when it detects that the effective charge of the starter battery is low enough to fall below the second preset starting charge level, control the relay to shut off the connection between the starter battery and the electrical components, reserving at least the second preset starting charge level for the next vehicle start. If no confirmation from the user is received regarding the request to start the engine, the vehicle controller will, when it detects that the effective charge of the high-voltage battery is low enough to fall below the second preset charge level, control the high-voltage switch to disconnect to protect the high-voltage battery.

[0071] When the vehicle is a gasoline-powered vehicle, such as Figure 4As shown, the vehicle controller obtains the effective charge of the starter battery. When the effective charge is between a first preset starter charge and a second preset starter charge, the vehicle controller sends a request to start the engine to the owner's mobile app. After user confirmation, the vehicle controller starts the engine and charges the high-voltage battery. If no user confirmation is received, the vehicle controller will control the relay to close when it detects that the effective charge of the starter battery has dropped to the second preset starter charge, thereby disconnecting the starter battery from the electrical components and reserving at least the second preset starter charge for the next vehicle start.

[0072] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in 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 in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0073] It should be noted that the above description describes some embodiments of this application. 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.

[0074] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle power-saving control device.

[0075] refer to Figure 5 The vehicle power protection control device, which can be a vehicle controller, includes:

[0076] The acquisition module 101 is configured to acquire the effective charge of the starter battery in response to determining that the vehicle is powered off.

[0077] The power protection module 102 is configured to, in response to determining that the effective charge of the starter battery is less than a first preset starter charge and greater than a second preset starter charge, control the engine or high-voltage battery to charge the starter battery until the effective charge of the starter battery is at least the first preset starter charge;

[0078] Wherein, the effective power is the power that can be released at the ambient temperature of the vehicle, the first preset starting power is at least the maximum power that the starting battery can guarantee the normal starting of the vehicle, and the second preset starting power is the minimum power that the starting battery can guarantee the normal starting of the vehicle.

[0079] Furthermore, the power protection module 102 is further configured as follows:

[0080] In response to determining whether the vehicle is a pure electric vehicle or a hybrid vehicle, the effective charge of the high-voltage battery is obtained.

[0081] In response to determining that the effective charge of the high-voltage battery is greater than or equal to the first preset charge, a high-voltage power-on request is sent to the user, and based on the confirmation information provided by the user, the high-voltage battery is controlled to charge the starting battery.

[0082] Furthermore, the power protection module 102 is further configured as follows:

[0083] In response to determining that the effective charge of the high-voltage battery is less than the first preset charge and greater than the second preset charge, a request to start the engine is sent to the user, and based on the confirmation information from the user, the engine is controlled to rotate to charge the high-voltage battery.

[0084] Wherein, the first preset energy storage capacity is at least the maximum energy level of the high-voltage battery to ensure normal vehicle start-up, and the second preset energy storage capacity is the minimum energy level of the high-voltage battery to ensure normal vehicle start-up.

[0085] Furthermore, the power protection module 102 is further configured as follows:

[0086] In response to determining that the vehicle is a gasoline vehicle, a request to start the engine is sent to the user, and based on the user's confirmation, the engine is controlled to rotate to charge the starter battery.

[0087] Furthermore, the acquisition module 101 is further configured to:

[0088] Obtain the ambient temperature of the vehicle and the actual charge of the starter battery;

[0089] Determine the target temperature correction factor based on the ambient temperature;

[0090] The effective charge of the starting battery is determined based on the target temperature correction coefficient and the actual charge of the starting battery.

[0091] Furthermore, the power protection module 102 is further configured as follows:

[0092] Obtain the ambient temperature of the vehicle and the monitoring voltage of the high-voltage battery;

[0093] The actual charge of the high-voltage battery is determined based on the monitored voltage and the voltage correction coefficient corresponding to the monitored voltage; the target temperature correction coefficient is determined based on the ambient temperature.

[0094] The effective capacity of the high-voltage battery is determined based on the target temperature correction coefficient and the actual capacity of the high-voltage battery.

[0095] Furthermore, the acquisition module 101 and the power-saving module 102 are further configured as follows:

[0096] Determine a first temperature correction factor corresponding to the first ambient temperature, and determine a second temperature correction factor corresponding to the second ambient temperature;

[0097] The smaller of the first temperature correction factor and the second temperature correction factor is determined as the target temperature correction factor.

[0098] Furthermore, the power protection module 102 is also configured as follows:

[0099] In response to the determination that no confirmation information from the user has been received, when the effective charge of the starting battery drops to the second preset starting charge, the relay between the starting battery and the electrical device is disconnected to stop supplying power to the electrical device.

[0100] In response to the determination that no confirmation information from the user has been received, when the effective charge of the high-voltage battery drops to the second preset charge level, the relay between the high-voltage battery and the starting battery is disconnected to stop supplying power to the starting battery.

[0101] The system described above is used to implement the corresponding vehicle power-saving control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0102] Based on the same inventive concept, corresponding to any of the above embodiments, this application 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 power-saving control method described in any of the above embodiments.

[0103] Figure 6 This embodiment illustrates a more specific hardware structure of an electronic device, which 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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, Wi-Fi, Bluetooth, etc.).

[0108] 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.

[0109] 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.

[0110] The electronic devices described above are used to implement the corresponding vehicle power-saving control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0111] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the vehicle power-saving control method as described in any of the above embodiments.

[0112] 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 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.

[0113] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle power-saving 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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 application (including the claims) is limited to these examples; within the framework of this application, 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 application as described above, which are not provided in the details for the sake of brevity.

[0119] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application 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 application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0120] Although this application 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.

[0121] The embodiments of this application are 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 the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle power supply control method, characterized in that, include: In response to determining that the vehicle is powered off, obtain the effective charge of the starter battery; In response to determining that the effective charge of the starter battery is less than a first preset starter charge and greater than a second preset starter charge, the engine or high-voltage battery is controlled to charge the starter battery until the effective charge of the starter battery is at least the first preset starter charge. Wherein, the effective power is the power that can be released at the ambient temperature of the vehicle, the first preset starting power is at least the maximum power that the starting battery can guarantee the normal starting of the vehicle, and the second preset starting power is the minimum power that the starting battery can guarantee the normal starting of the vehicle.

2. The method according to claim 1, characterized in that, The control of the engine or high-voltage battery to charge the starting battery includes: In response to determining whether the vehicle is a pure electric vehicle or a hybrid vehicle, the effective charge of the high-voltage battery is obtained. In response to determining that the effective charge of the high-voltage battery is greater than or equal to the first preset charge, a high-voltage power-on request is sent to the user, and based on the confirmation information provided by the user, the high-voltage battery is controlled to charge the starting battery.

3. The method according to claim 2, characterized in that, If the vehicle is determined to be a hybrid vehicle, the method further includes: In response to determining that the effective charge of the high-voltage battery is less than the first preset charge and greater than the second preset charge, a request to start the engine is sent to the user, and based on the confirmation information from the user, the engine is controlled to rotate to charge the high-voltage battery. Wherein, the first preset energy storage capacity is at least the maximum energy level of the high-voltage battery to ensure normal vehicle start-up, and the second preset energy storage capacity is the minimum energy level of the high-voltage battery to ensure normal vehicle start-up.

4. The method according to claim 1, characterized in that, The control of the engine or high-voltage battery to charge the starting battery includes: In response to determining that the vehicle is a gasoline vehicle, a request to start the engine is sent to the user, and based on the user's confirmation, the engine is controlled to rotate to charge the starter battery.

5. The method according to claim 1, characterized in that, The process of obtaining the effective charge of the starter battery includes: Obtain the ambient temperature of the vehicle and the actual charge of the starter battery; Determine the target temperature correction factor based on the ambient temperature; The effective charge of the starting battery is determined based on the target temperature correction coefficient and the actual charge of the starting battery.

6. The method according to claim 2, characterized in that, The process of obtaining the effective charge of the high-voltage battery includes: Obtain the ambient temperature of the vehicle and the monitoring voltage of the high-voltage battery; The actual charge of the high-voltage battery is determined based on the monitored voltage and the voltage correction coefficient corresponding to the monitored voltage; the target temperature correction coefficient is determined based on the ambient temperature. The effective capacity of the high-voltage battery is determined based on the target temperature correction coefficient and the actual capacity of the high-voltage battery.

7. The method according to claim 5 or 6, characterized in that, The ambient temperature includes the first ambient temperature for the current time period and the second ambient temperature for the user's estimated vehicle usage time period; The determination of the target temperature correction coefficient based on the ambient temperature includes: Determine a first temperature correction factor corresponding to the first ambient temperature, and determine a second temperature correction factor corresponding to the second ambient temperature; The smaller of the first temperature correction factor and the second temperature correction factor is determined as the target temperature correction factor.

8. The method according to claim 2 or 4, characterized in that, The method further includes: In response to the determination that no confirmation information from the user has been received, when the effective charge of the starting battery drops to a second preset starting charge, the relay between the starting battery and the electrical device is disconnected to stop power supply to the electrical device.

9. The method according to claim 3, characterized in that, The method further includes: in response to determining that no confirmation information from the user has been received, when the effective charge of the high-voltage battery drops to a second preset charge level, controlling the relay between the high-voltage battery and the starting battery to disconnect, so as to stop supplying power to the starting battery.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 9.

11. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 10.

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