A method and system for intelligent power compensation of a high-voltage battery of a P2 configuration HEV hybrid vehicle

Abstract

The application provides a P2 configuration HEV hybrid vehicle high-voltage battery intelligent power compensation method and system, and belongs to the technical field of hybrid vehicle control. The method comprises the following steps: after the vehicle is powered off, the vehicle controller calculates a dynamic wake-up interval according to the battery health state, the environmental temperature and the historical self-discharge rate; the battery management system is woken up at regular intervals according to the dynamic interval and detects the SOC; four-stage grading responses are performed according to the SOC, only a reminder is given without power compensation when the power is slightly insufficient, power compensation is started when the power is moderately or severely insufficient; before power compensation, three safety self-checks of temperature, voltage consistency and insulation resistance are performed; during power compensation, the temperature rise rate, the voltage change rate, the charging current and the insulation resistance are monitored in real time, and when an abnormality occurs, the abnormality termination processing is entered; after the power compensation is completed, differential data updating is performed according to the termination reason and the wake-up interval is recalculated. The application realizes full-automatic intelligent maintenance of the high-voltage battery, guarantees that the vehicle can be started at any time, and reduces the energy consumption and the battery replacement cost.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle control technology, specifically to a method and system for intelligent charging of high-voltage batteries in P2 configuration HEV hybrid vehicles. Background Technology

[0002] P2 configuration non-plug-in hybrid electric vehicles are based on traditional fuel vehicles, with the addition of key components such as small-capacity high-voltage power batteries, high-voltage motors, and vehicle controllers, forming a power system architecture that combines engine and high-voltage motor drive.

[0003] The P2 configuration refers to integrating a motor between the transmission and the engine (located at the transmission input, i.e., between the engine and transmission). This motor serves as a starter, generator, and auxiliary drive unit. Since these vehicles lack an external charging port, the high-voltage battery can only be charged through regenerative braking and by the engine-driven motor.

[0004] After the vehicle is powered off, the engine stops running. The high-voltage battery continues to consume energy due to its own self-discharge, the power consumption of the DC / DC converter, and the power consumption of the thermal management system, gradually reducing its state of charge (SOC) until it is completely depleted. When the vehicle is parked for an extended period, if the SOC of the high-voltage battery is too low, it will not be able to provide enough power for the high-voltage motor to start the engine, causing the vehicle to be unable to drive normally.

[0005] Existing technologies already include several control schemes for vehicle battery charging. For example, Chinese patent CN115489393B discloses a charging control method and system for a P2 hybrid vehicle, which determines the charging target based on the actual SOC value during idling and creeping. Another technical solution uses a TBOX to periodically wake up and monitor the vehicle status, sending a reminder to the user terminal via a server when a low-voltage battery is detected. Still other solutions directly detect the lead-acid battery voltage or use a power sensor to determine the battery level, then periodically wake up the vehicle to recharge it.

[0006] However, the above-mentioned existing technical solutions still have the following shortcomings: 1. Existing charging solutions typically use fixed time intervals to wake up the vehicle controller for battery level detection. If the fixed interval is too short, it will lead to frequent invalid wake-ups and increased energy consumption; if the interval is too long, it may only be detected when the battery is already severely depleted, posing a risk that the vehicle will not be able to start.

[0007] 2. Existing technologies only set a single SOC threshold or a simple classification. When the battery level falls below the threshold, a charging process is triggered until the battery reaches a fixed target value. This charging mode cannot take differentiated measures based on the severity of the battery depletion. Starting the engine to charge the battery when the battery is only slightly depleted will cause unnecessary fuel consumption and mechanical wear.

[0008] 3. Existing charging solutions lack real-time monitoring of key safety parameters such as battery temperature and voltage change rate during the charging process, and lack a complete safety closed loop from pre-charging self-test to in-charging monitoring and post-charging evaluation.

[0009] 4. Most existing technologies only respond passively based on the vehicle's own condition, without taking into account external information such as weather forecasts to make forward-looking decisions on recharging. Summary of the Invention

[0010] The purpose of this invention is to overcome at least one technical problem existing in the prior art and to provide a method and system for intelligent charging of high-voltage batteries in P2 configuration HEV hybrid vehicles.

[0011] On one hand, this invention provides a method for intelligent charging of high-voltage batteries in P2 configuration HEV hybrid vehicles. The method includes: Step S1, the vehicle controller calculates the dynamic time interval for the battery management system to wake up according to the battery health status, ambient temperature, and historical self-discharge rate; Step S2, the battery management system wakes up the vehicle controller according to the dynamic time interval; the vehicle controller reads the SOC message sent by the battery management system to obtain the current SOC value; Step S3, the vehicle controller executes a corresponding graded response strategy according to the current SOC value and a preset multi-level power threshold judgment rule; Step S4, in response to the graded response strategy, when it is determined that charging needs to be initiated, the vehicle controller performs a pre-charging safety self-check based on a preset safety self-check rule, the safety self-check rule including battery temperature detection, Battery voltage consistency detection and insulation resistance detection; Step S5: After the safety self-test passes, the vehicle controller sequentially performs low-voltage power-on, high-voltage power-on, engine start, and generator charging operations; Step S6: During the charging process, the vehicle controller monitors safety parameters in real time. When any safety parameter triggers its corresponding abnormal threshold, the charging is terminated and the abnormal termination processing sub-process is initiated; Step S7: When the current SOC value reaches the target SOC value or the charging operation continues for more than the preset time threshold, the charging is terminated normally. The vehicle controller sends a torque zeroing command, and after the charging current returns to zero, it sends a high-voltage reduction command. The vehicle reduces the high voltage and disconnects the low-voltage circuit after a delay; Step S8: The vehicle controller performs differentiated data updates based on the reason for the charging termination, recalculates the next wake-up time interval, writes it to the battery management system timer, and then enters sleep mode.

[0012] Furthermore, the formula for calculating the dynamic time interval in step S1 includes: ; Where t is the dynamic time interval, SOH is the battery health state, T is the ambient temperature, and V is the historical self-discharge rate. This refers to the battery health status coefficient. For ambient temperature coefficient, The historical self-discharge rate coefficient; the battery health state coefficient The ambient temperature coefficient is dynamically determined based on the battery's state of health (SOH) value. The self-discharge rate coefficient is dynamically determined based on the ambient temperature T. The value is dynamically determined based on the comparison between the current self-discharge rate and the historical average.

[0013] Furthermore, the multi-level power threshold determination rules and graded response strategies preset in step S3 include: when the SOC value is ≥ the first preset threshold, it is determined to be a normal state, no power replenishment is triggered, and the vehicle controller enters sleep mode; when the second preset threshold is ≤ the SOC value < the first preset threshold, it is determined to be a mild power depletion state, the vehicle controller does not start power replenishment, sends a prompt message to the user terminal through the vehicle communication module, and then enters sleep mode; when the third preset threshold is ≤ the SOC value < the second preset threshold, it is determined to be a moderate power depletion state, the vehicle controller sets the first target SOC value, and starts the power replenishment process; when the SOC value is < the third preset threshold, it is determined to be a severe power depletion state, the vehicle controller sets the second target SOC value, records the severe power depletion fault code, and starts the power replenishment process.

[0014] Furthermore, the battery temperature detection in step S4 is as follows: the vehicle controller reads the highest and lowest temperatures of the battery pack reported by the battery management system. If the highest temperature exceeds a first temperature threshold or the lowest temperature is lower than a second temperature threshold, charging is prohibited. The battery voltage consistency detection is as follows: the vehicle controller reads the highest and lowest voltages of individual cells reported by the battery management system and calculates the voltage difference. If the voltage difference exceeds a voltage difference threshold, charging is prohibited. The insulation resistance detection is as follows: the vehicle controller reads the insulation resistance value of the high-voltage system to the vehicle chassis reported by the battery management system. If the insulation resistance is lower than an insulation threshold, charging is prohibited.

[0015] Furthermore, step S5 includes: the low-voltage power-on is achieved by the vehicle controller controlling the electromagnetic switch to close and connect the vehicle's low-voltage circuit; the high-voltage power-on is achieved by the vehicle controller sending a high-voltage power-on command to the battery management system, and the battery management system connecting the high-voltage circuit after executing the pre-charging sequence; the engine start is achieved by the vehicle controller sending a starting torque command to the high-voltage motor controller, and the high-voltage motor driving the engine to start and establish stable combustion; the generator charging is achieved by the vehicle controller sending a negative torque command to the high-voltage motor controller after the engine starts, switching the high-voltage motor to generator mode to charge the high-voltage battery.

[0016] Furthermore, the abnormal termination processing sub-process includes: Step S601, the vehicle controller sends a torque zeroing command to the high-voltage motor controller, and the charging current is reduced to zero; Step S602, the vehicle controller sends a high-voltage reduction command to the battery management system and the high-voltage motor, the battery management system disconnects the main positive contactor, and after a preset delay, disconnects the main negative contactor, and reduces the bus voltage through the discharge resistor, thus reducing the high voltage of the vehicle; Step S603, the vehicle controller records the current SOC value, abnormal fault code, fault occurrence timestamp, and snapshot values ​​of various safety parameters at the time of the fault; Step S604, the vehicle controller pushes fault reminder information to the user terminal through the vehicle communication module; Step S605, the vehicle controller sends a disconnect command to the electromagnetic switch, and the low-voltage circuit of the vehicle is disconnected.

[0017] Furthermore, step S8 includes: step S801, when the current power replenishment terminates normally, the vehicle controller calculates the self-discharge rate and stores the calculation result in the historical self-discharge rate database; and recalculates the next wake-up dynamic time interval based on the updated database; step S802, when the current power replenishment terminates due to abnormal safety parameters monitored in step S6, the vehicle controller does not calculate the self-discharge rate or update the historical self-discharge rate database; and shortens the next wake-up interval to 50% of the currently calculated dynamic time interval.

[0018] Furthermore, the method also includes an abnormal degradation warning step: when the current charging is terminated normally, the vehicle controller analyzes the historical self-discharge rate database. If the most recent three self-discharge rates are all higher than 1.5 times the historical average, it is determined that the battery has abnormal degradation, and an abnormal battery health status reminder is pushed to the user terminal through the vehicle communication module.

[0019] Furthermore, the method also includes a weather-based predictive charging step: the vehicle communication module obtains weather forecast information for the vehicle's location; when the predicted minimum temperature within the next N days is lower than the third temperature threshold and the current SOC value is lower than the first SOC threshold, the vehicle controller triggers predictive charging, and the target SOC value is set to the first SOC value; when the predicted maximum temperature within the next N days is higher than the fourth temperature threshold and the current SOC value is lower than the second SOC threshold, the vehicle controller triggers predictive charging, and the target SOC value is set to the second SOC value.

[0020] Secondly, embodiments of the present invention provide a P2 configuration HEV hybrid vehicle high-voltage battery intelligent charging system. The system employs the aforementioned P2 configuration HEV hybrid vehicle high-voltage battery intelligent charging method. The system includes: a battery management system for monitoring the state of charge, health status, temperature, individual cell voltage, and insulation resistance of the high-voltage power battery; a vehicle controller connected to the battery management system via a CAN bus for receiving battery status information reported by the battery management system, executing charging decisions, controlling high-voltage power supply and descaling, and controlling engine start-up and power generation; and an electromagnetic switch electrically connected to the vehicle controller for use in the vehicle's low-voltage circuit. The system includes: a power-on / disconnection module; an onboard communication module connected to the vehicle controller via a CAN bus for communicating with external networks to obtain weather forecast information and interacting with user terminal devices; a high-voltage motor connected to the vehicle controller via a CAN bus, responding to commands from the vehicle controller; in the startup phase, the high-voltage motor drives the engine to start in motor mode; in the power generation phase, the high-voltage motor charges the high-voltage power battery in generator mode; an engine mechanically connected to the high-voltage motor, driven by the high-voltage motor to rotate and generate electricity after startup; and a dynamic wake-up time interval calculation unit. Before the vehicle enters a dormant state after power-off, the dynamic wake-up time interval of the battery management system is calculated based on the battery health status, ambient temperature, and historical self-discharge rate reported by the battery management system. A graded response unit is used to determine the level of the battery management system based on the current SOC value and a preset multi-level charge threshold after the battery management system is woken up at a set time, and then execute a graded response strategy. A safety self-test unit is used to perform a safety self-test before high-voltage power-on when it is determined that charging is required; the safety self-test includes battery temperature detection, battery voltage consistency detection, and insulation resistance detection. A charging execution unit is used to sequentially control low-voltage power-on after all safety self-tests have passed. The system includes: high-voltage power-on, engine start-up, and power generation / charging; a safety monitoring unit for real-time monitoring of safety parameters during the charging process, including battery temperature rise rate, single-cell voltage change rate, charging current deviation, and insulation resistance; and a data update unit for performing differentiated data updates based on the reason for charging termination, recalculating the next dynamic wake-up time interval, writing it into the battery management system timer, and then entering sleep mode; and an external prediction unit connected to the vehicle communication module for triggering predictive charging based on external information obtained by the vehicle communication module.

[0021] Thirdly, embodiments of the present invention also provide an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the above-described intelligent charging method for high-voltage batteries of P2 configuration HEV hybrid vehicles.

[0022] Fourthly, embodiments of the present invention also provide a readable storage medium, which, when the instructions in the storage medium are executed by the processor of an electronic device, enables the electronic device to execute the above-described intelligent charging method for the high-voltage battery of a P2 configuration HEV hybrid vehicle.

[0023] The beneficial effects of this invention are: 1. Compared with the fixed-cycle wake-up of existing technologies, this invention establishes a mapping relationship between the wake-up interval and SOH, ambient temperature, and self-discharge rate. When SOH ≥ 90% and the ambient temperature is suitable, the wake-up interval is extended by about 20%, reducing sleep power consumption; when SOH < 70% or at extreme temperatures, it is shortened to 40%~60% of the base value, achieving adaptive matching between monitoring frequency and battery status, and solving the defects of fixed interval "ineffective wake-up when high battery is high and untimely wake-up when low battery is low".

[0024] 2. Compared to the existing technology's single threshold-based "trigger-to-charge" system, this invention divides the State of Charge (SOC) into four levels. This design avoids frequent engine restarts for recharging when the SOC fluctuates around the threshold, reducing ineffective fuel consumption and engine cold-start wear.

[0025] 3. Before power replenishment, the risks of forced power replenishment under abnormal conditions are eliminated through temperature, differential pressure, and insulation testing. During power replenishment, the rate of temperature rise and the rate of voltage change are monitored simultaneously, enabling the system to identify abnormal trends and intervene in advance before the temperature or voltage reaches dangerous values.

[0026] 4. Existing technologies are all passive modes of replenishing power after a power loss. This invention introduces weather forecast as a feedforward input to actively replenish power before extreme weather arrives. By replenishing power to 60% before a cold wave arrives, sufficient power is reserved for low-temperature startup. In high-temperature environments, replenishing power to 50% in advance effectively avoids the risk of power loss during high-temperature periods. Attached Figure Description

[0027] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0028] Figure 1 This is a flowchart of a P2 configuration HEV hybrid vehicle high-voltage battery intelligent charging method provided in Embodiment 1 of the present invention.

[0029] Figure 2 This is a schematic diagram of a P2 configuration HEV hybrid vehicle high-voltage battery intelligent charging system provided in Embodiment 2 of the present invention.

[0030] Figure 3 This is a partial block diagram of the electronic device provided in Embodiment 3 of the present invention. Detailed Implementation

[0031] Before discussing the exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the operations as sequential processes, many of these operations can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but may also have additional steps not included in the figures. The process can correspond to a method, function, procedure, subroutine, subroutine, etc.

[0032] It should be understood that although terms such as "first," "second," etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are used merely to distinguish one unit from another. For example, without departing from the scope of the exemplary embodiments, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0033] The present invention will now be described in detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the invention, and therefore only show the components relevant to the invention.

[0034] Example 1 The specific implementation method is as follows: like Figure 1 The diagram shown is a flowchart of a smart charging method for high-voltage batteries in a P2 configuration HEV hybrid vehicle provided by the present invention.

[0035] As an example, the method includes: Step S1, the vehicle controller calculates the dynamic time interval for the battery management system to wake up periodically based on the battery health status, ambient temperature, and historical self-discharge rate; Step S2, the battery management system wakes up the vehicle controller periodically according to the dynamic time interval; the vehicle controller reads the SOC message sent by the battery management system to obtain the current SOC value; Step S3, the vehicle controller executes a corresponding graded response strategy according to the current SOC value and a preset multi-level power threshold judgment rule; Step S4, in response to the graded response strategy, when it is determined that charging needs to be initiated, the vehicle controller performs a pre-charging safety self-test based on preset safety self-test rules, the safety self-test rules including battery temperature detection, battery voltage consistency detection, and insulation resistance detection. Step S5: After the safety self-test passes, the vehicle controller sequentially performs low-voltage power-on, high-voltage power-on, engine start, and power generation / charging operations. Step S6: During the power replenishment process, the vehicle controller monitors safety parameters in real time. When any safety parameter triggers its corresponding abnormal threshold, the power replenishment is terminated and the abnormal termination processing sub-process is initiated. Step S7: When the current SOC value reaches the target SOC value or the power replenishment operation continues for more than a preset time threshold, the power replenishment is terminated normally. The vehicle controller sends a torque zeroing command, and after the charging current returns to zero, it sends a high-voltage reduction command. The vehicle reduces the high voltage and disconnects the low-voltage circuit after a delay. Step S8: The vehicle controller performs differentiated data updates based on the reason for the power replenishment termination, recalculates the next wake-up time interval, writes it to the battery management system timer, and then enters sleep mode.

[0036] In some feasible implementations, the formula for calculating the dynamic time interval in step S1 includes: ; Where t is the dynamic time interval, SOH is the battery health state, T is the ambient temperature, and V is the historical self-discharge rate. This refers to the battery health status coefficient. For ambient temperature coefficient, The historical self-discharge rate coefficient; the battery health state coefficient The ambient temperature coefficient is dynamically determined based on the battery's state of health (SOH) value. The self-discharge rate coefficient is dynamically determined based on the ambient temperature T. The value is dynamically determined based on the comparison between the current self-discharge rate and the historical average.

[0037] Specifically, the battery health state coefficient The battery health status is dynamically determined based on the SOH value, including when SOH ≥ 90%. The value is 1.2; when 90% > SOH ≥ 80%, The value is 1.0; when 80% > SOH ≥ 70%, The value is 0.7; when 70% > SOH, The value is 0.4.

[0038] Specifically, the ambient temperature coefficient The dynamic determination based on ambient temperature T includes: when T < -10℃ or T > 35℃. The value is 0.6; when -10℃≤T≤0℃ or 25℃≤T≤35℃, The value is 0.8; when 0℃ < T < 25℃, The value is 1.0.

[0039] Specifically, the self-discharge rate coefficient Based on the current self-discharge rate and historical average The comparison results are dynamically determined, including: ;in, This is the SOC value at the time of the last power-up. The SOC value detected during this wake-up call. The interval in days between two recharges; the historical average is the arithmetic mean of the most recent 20 self-discharge rate records; when V > hour, The value is 0.6; when ≤V≤ hour, The value is 1.0; when V < hour, The value is 1.3.

[0040] Preferably, the calculation result is rounded to the nearest hour. Compared with the fixed-interval wake-up scheme of the prior art, the technical solution described in this embodiment achieves adaptive adjustment of the wake-up interval. When the battery health is good (SOH≥90%), the ambient temperature is suitable (0℃~25℃), and the self-discharge rate is normal, the wake-up interval can be extended to 1.2 times the base value, and the system energy consumption during vehicle hibernation can be reduced by about 15%~20%. When the battery ages (SOH < 70%), encounters extreme temperatures (below -10℃ or above 35℃), or the self-discharge rate is abnormally accelerated, the wake-up interval is automatically shortened to 0.4~0.6 times the base value, ensuring that the battery is monitored more frequently under deterioration conditions and avoiding the inability to start due to deep battery depletion caused by excessively long detection intervals. By introducing three independent factors—SOH, ambient temperature, and self-discharge rate—into the wake-up interval calculation, the three factors work together to affect the final result, enabling the system to automatically adjust the monitoring frequency according to the actual battery state and environmental changes, overcoming the shortcomings of the fixed-interval scheme.

[0041] In some feasible implementations, the multi-level power threshold determination rules and graded response strategies preset in step S3 include: when the SOC value is ≥ the first preset threshold, it is determined to be a normal state, no power replenishment is triggered, and the vehicle controller enters sleep mode; when the second preset threshold is ≤ the SOC value < the first preset threshold, it is determined to be a mild power depletion state, the vehicle controller does not start power replenishment, sends a prompt message to the user terminal through the vehicle communication module, and then enters sleep mode; when the third preset threshold is ≤ the SOC value < the second preset threshold, it is determined to be a moderate power depletion state, the vehicle controller sets a first target SOC value, and starts the power replenishment process; when the SOC value is < the third preset threshold, it is determined to be a severe power depletion state, the vehicle controller sets a second target SOC value, records a severe power depletion fault code, and starts the power replenishment process.

[0042] Preferably, after the vehicle controller obtains the SOC value, it determines the level according to the four-level threshold: Level L0 (Normal): SOC ≥ 40% (first preset threshold), the vehicle controller does not trigger any power replenishment operation, the vehicle controller stores the current SOC value for the next self-discharge rate calculation; the vehicle controller performs a safe power-down and enters sleep mode. Level L1 (Mild Battery Depletion): 30% (Second Preset Threshold) ≤ SOC < 40% (First Preset Threshold). The vehicle controller does not start charging. The vehicle controller sends the test data to the user terminal device and pushes a low battery reminder. The vehicle controller stores the test data and performs a safe power-off and enters sleep mode. Level L2 (moderate battery depletion): 20% (third preset threshold) ≤ SOC < 30% (second preset threshold), the vehicle controller sets the target SOC to 45% (first target SOC value), and proceeds to step S4; Level L3 (Severe Battery Depletion): SOC < 20% (Third Preset Threshold), the vehicle controller sets the target SOC to 50% (Second Target SOC Value), and proceeds to step S4.

[0043] The above implementation only pushes an app reminder without initiating battery charging at L1 level (SOC 30%~40%). Compared to the existing single threshold scheme, which starts engine charging at SOC=35%, this implementation only reminds the user in this state, avoiding fuel consumption (approximately 0.2~0.5L of fuel per start) and starter wear caused by frequent engine start-stop. L2 and L3 levels use different target SOCs (45% vs 50%), with a higher target SOC providing a greater safety margin in cases of severe battery depletion. This differentiated strategy considers both charging efficiency and safety. The L1 level's advance reminder function allows users to understand the vehicle battery status and decide whether to intervene, improving the user's perception and control over the vehicle's status.

[0044] In some feasible implementations, the battery temperature detection in step S4 is as follows: the vehicle controller reads the highest and lowest temperatures of the battery pack reported by the battery management system. If the highest temperature exceeds a first temperature threshold or the lowest temperature is lower than a second temperature threshold, charging is prohibited. The battery voltage consistency detection is as follows: the vehicle controller reads the highest and lowest voltages of individual cells reported by the battery management system and calculates the voltage difference. If the voltage difference exceeds the voltage difference threshold, charging is prohibited. The insulation resistance detection is as follows: the vehicle controller reads the insulation resistance value of the high-voltage system to the vehicle chassis reported by the battery management system. If the insulation resistance is lower than the insulation threshold, charging is prohibited.

[0045] Preferably, when it is determined that entering L2 or L3 level requires starting the auxiliary power supply, the vehicle controller performs the following safety self-check before high voltage is applied: Battery temperature detection: The vehicle controller reads the highest and lowest battery pack temperatures reported by the battery management system. If the highest temperature is >55℃ (first temperature threshold), the battery is considered overheated and charging is prohibited. If the lowest temperature is <-20℃ (second temperature threshold), the battery is considered overcooled and charging is prohibited. If -20℃ ≤ the lowest temperature and the highest temperature ≤ 55℃, the temperature detection is passed.

[0046] Battery voltage consistency detection: The vehicle controller reads the highest and lowest individual cell voltages reported by the battery management system and calculates the voltage difference. :like If the voltage difference is greater than 100mV (voltage threshold), it indicates an internal imbalance in the battery, and further charging is prohibited; if ≤100mV, voltage consistency test passed.

[0047] Insulation resistance test: The vehicle controller reads the insulation resistance value R of the high-voltage system to the vehicle chassis reported by the battery management system: if R < 500Ω / V, the insulation is insufficient and high voltage is prohibited; if R ≥ 500Ω / V, the insulation test is passed.

[0048] After all three tests are passed, the vehicle controller records the "self-test passed before power replenishment" status flag and proceeds to step S5.

[0049] In the above implementation, potential battery risks are identified in advance through three tests: temperature, differential pressure, and insulation. This prevents accidents caused by forcibly charging the battery when it is in an unsafe state. For example, when the differential pressure between individual cells exceeds 100mV, there may be an internal short circuit or loose connection in the battery. Forcibly charging with a large current at this time may lead to thermal runaway. Charging is prohibited when the temperature exceeds the safe operating range (above 55℃ or below -20℃) to prevent irreversible capacity decay and shortened battery life caused by charging at extreme temperatures. Insulation resistance testing (500Ω / V threshold) ensures that the insulation performance of the high-voltage system to the vehicle chassis meets safety standards, preventing leakage during charging.

[0050] In some feasible implementations, step S5 includes: the low-voltage power-on is achieved by the vehicle controller controlling the electromagnetic switch to close and connect the vehicle's low-voltage circuit; the high-voltage power-on is achieved by the vehicle controller sending a high-voltage power-on command to the battery management system, and the battery management system connecting the high-voltage circuit after executing the pre-charging sequence; the engine start is achieved by the vehicle controller sending a starting torque command to the high-voltage motor controller, and the high-voltage motor driving the engine to start and establish stable combustion; the generator charging is achieved by the vehicle controller sending a negative torque command to the high-voltage motor controller after the engine starts, switching the high-voltage motor to generator mode to charge the high-voltage battery.

[0051] Preferably, after all safety self-tests pass, the vehicle controller executes four sub-stages sequentially: Low-voltage power-on: The vehicle controller sends a PWM control signal to drive the electromagnetic switch to close, connecting the vehicle's low-voltage circuit. Each controller powers on and starts up, and the vehicle controller waits 500ms to ensure the low-voltage system is stable. The vehicle controller detects the low-voltage bus voltage. If the voltage is lower than 80% of the rated voltage (e.g., lower than 9.6V for a 12V system), it determines that the low-voltage power-on has failed, records the fault code, and terminates the power replenishment process.

[0052] High-voltage power-on: The vehicle controller sends a high-voltage power-on command to the battery management system via CAN. The battery management system first closes the pre-charge contactor, allowing current to slowly charge the bus capacitor through the pre-charge resistor, avoiding inrush current caused by direct connection. After approximately 200 milliseconds, the capacitor voltage reaches more than 95% of the battery voltage. The battery management system then sequentially closes the main positive contactor and the main negative contactor to establish a complete high-voltage circuit, and then opens the pre-charge contactor. The entire high-voltage power-on process is completed in approximately 250 milliseconds. After receiving confirmation of high-voltage power-on completion from the battery management system, the vehicle controller enters the third stage.

[0053] The battery management system sends a high-voltage power-on completion status message back to the vehicle controller. The vehicle controller has a timeout period of 3 seconds; if no confirmation is received within the timeout period, the high-voltage power-on is considered to have failed.

[0054] Starting the engine: After the high voltage is powered on, the vehicle controller sends a starting torque command to the high voltage motor through the high voltage motor controller. The high voltage motor then drives the engine to rotate in electric motor mode.

[0055] Power generation and charging: After the engine starts successfully, the vehicle controller sends a negative torque command to the high-voltage motor through the high-voltage motor controller, switching the high-voltage motor into generator mode.

[0056] In some feasible implementations, during the power replenishment process, step S6 involves the vehicle controller monitoring safety parameters in real time, including: Battery temperature rise rate monitoring: The vehicle controller reads the battery temperature every second and calculates the temperature rise rate. Normal: ≤3℃ / min; Abnormal threshold: >3℃ / min, terminate immediately; Individual cell voltage change rate monitoring: The vehicle controller reads the highest voltage of each individual cell every 500ms. Normal: ≤5mV / s; Abnormal threshold: >10mV / s, terminate immediately (judged as internal short circuit risk). Charging current monitoring: The vehicle controller compares the actual charging current with the target charging current in real time. Normal: Target value ±10%; Warning: ±10%~±20%, adjust PWM correction; Abnormal threshold: >±20%, terminate immediately; Continuous insulation resistance monitoring: The vehicle controller reads the insulation resistance every 10 seconds. Abnormal threshold: <500Ω / V, immediately disconnect the high voltage to terminate.

[0057] In some feasible implementations, the abnormal termination processing sub-process of step S6 includes: Step S601, the vehicle controller sends a torque zeroing command to the high-voltage motor controller, and the charging current is reduced to zero; Step S602, the vehicle controller sends a high-voltage reduction command to the battery management system and the high-voltage motor, the battery management system disconnects the main positive contactor, disconnects the main negative contactor after a preset delay, and reduces the bus voltage through the discharge resistor, thus reducing the high voltage of the vehicle; Step S603, the vehicle controller records the current SOC value, abnormal fault code, fault occurrence timestamp, and snapshot values ​​of various safety parameters at the time of the fault; Step S604, the vehicle controller pushes fault reminder information to the user terminal through the vehicle communication module; Step S605, the vehicle controller sends a disconnect command to the electromagnetic switch, and the low-voltage circuit of the vehicle is disconnected.

[0058] In some feasible implementations, step S8 includes: step S801, when the current power replenishment terminates normally, the vehicle controller calculates the self-discharge rate and stores the calculation result in the historical self-discharge rate database; and recalculates the next wake-up dynamic time interval based on the updated database; step S802, when the current power replenishment terminates due to abnormal safety parameters monitored in step S6, the vehicle controller does not calculate the self-discharge rate or update the historical self-discharge rate database; and shortens the next wake-up interval to 50% of the currently calculated dynamic time interval.

[0059] Preferably, the method further includes an abnormal degradation warning step: when the current charging is terminated normally, the vehicle controller analyzes the historical self-discharge rate database. If the most recent three self-discharge rates are all higher than 1.5 times the historical average, it is determined that the battery has abnormal degradation, and an abnormal battery health status reminder is pushed to the user terminal through the vehicle communication module.

[0060] Preferably, the vehicle controller performs differentiated data updates based on the reason for power replenishment termination: Upon normal termination: Calculate the self-discharge rate of this time = (last termination SOC - current start SOC) / number of days; store it in the historical database (maximum 20 entries); analyze whether the last 3 times are all higher than 1.5 times the historical average - if so, determine abnormal decay and push a reminder; recalculate the dynamic time interval based on the updated database.

[0061] In case of abnormal termination: the self-discharge rate is not calculated and the database is not updated; only the abnormal fault code, the SOC and parameter snapshot are recorded; the next wake-up interval is shortened to 50% of the current calculated value.

[0062] In the above implementation, the self-discharge database is updated during normal termination and not during abnormal termination. This differentiated strategy effectively prevents abnormal data from polluting the historical statistical database and ensures the accuracy of the wake-up interval calculation. After abnormal termination, the wake-up interval is shortened to 50% of the current calculated value, increasing the monitoring frequency in cases where there may be battery problems. By analyzing whether the self-discharge rate of the last three times is higher than 1.5 times the historical average, a warning can be issued to the user in the early stage of accelerated battery capacity decay.

[0063] In some feasible implementations, the method further includes a weather-based predictive charging step: the vehicle communication module obtains weather forecast information for the vehicle's location; when the predicted minimum temperature within the next N days is lower than a third temperature threshold and the current SOC value is lower than a first SOC threshold, the vehicle controller triggers predictive charging, and the target SOC value is set to the first SOC value; when the predicted maximum temperature within the next N days is higher than a fourth temperature threshold and the current SOC value is lower than a second SOC threshold, the vehicle controller triggers predictive charging, and the target SOC value is set to the second SOC value.

[0064] Preferably, the weather forecast information for the next 7 days for the vehicle's location is obtained via a network interface: Low temperature prediction: If the predicted minimum temperature in the next 3 days is < -15℃ (third temperature threshold) and the current SOC is < 50% (first SOC threshold), the prediction to replenish the battery to 60% (first SOC value) will be triggered. High temperature forecast: If the predicted maximum temperature in the next 3 days is >35℃ (fourth temperature threshold) and the current SOC is <40% (second SOC threshold), the predicted charge will be replenished to 50% (second SOC value).

[0065] In the above embodiments, the usable battery capacity decreases in low-temperature environments (approximately 70% of the usable capacity at -20°C). By replenishing the battery to 60% before a cold snap, sufficient power is reserved for low-temperature startup. In high-temperature environments, the battery self-discharge rate accelerates (2-3 times that at 25°C), and replenishing the battery to 50% in advance effectively avoids the risk of power depletion during high-temperature periods.

[0066] Example 2 Please see Figure 2 This embodiment provides a schematic diagram of a P2 configuration HEV hybrid vehicle high-voltage battery intelligent charging system.

[0067] As an example, the system is implemented using the intelligent high-voltage battery replenishment method for P2 configuration HEV hybrid vehicles described in Example 1. The system includes: Battery management system 1 is used to monitor the state of charge, health status, temperature, single cell voltage and insulation resistance of high-voltage power batteries; The vehicle controller 2 is connected to the battery management system 1 via a CAN bus and is used to receive battery status information reported by the battery management system 1, execute charging decisions, control high voltage power-on and power-off, and control engine start-up and power generation. Electromagnetic switch 3 is electrically connected to the vehicle controller 2 and is used to connect and disconnect the low-voltage circuit of the vehicle. The vehicle communication module 4 is connected to the vehicle controller 2 via a CAN bus and is used to communicate with external networks to obtain weather forecast information and to interact with user terminal equipment. The high-voltage motor 5 is connected to the vehicle controller 2 via the CAN bus. In response to the instructions of the vehicle controller 2, the high-voltage motor 5 drives the engine to start in the start-up phase as an electric motor, and in the power generation phase, the high-voltage motor 5 charges the high-voltage power battery 7 in the generator phase. The engine 6 is mechanically connected to the high-voltage motor 5. After being started by the high-voltage motor 5, it drives the high-voltage motor 5 to rotate and generate electricity. The vehicle controller 2 includes: The dynamic wake-up time interval calculation unit 21 is used to calculate the dynamic wake-up time interval of the battery management system based on the battery health status, ambient temperature, and historical self-discharge rate reported by the battery management system before the vehicle enters a sleep state after power-off. The graded response unit 22 is used to determine the grade based on the current SOC value according to the preset multi-level power threshold after the battery management system is woken up at a time, and to execute the graded response strategy. Safety self-test unit 23 is used to perform a safety self-test before high voltage is applied when it is determined that charging is required. The safety self-test includes battery temperature detection, battery voltage consistency detection and insulation resistance detection. The power supply unit 24 is used to sequentially control low-voltage power-on, high-voltage power-on, engine start and power generation and charging after all safety self-tests have passed. Safety monitoring unit 25 is used to monitor safety parameters in real time during the charging process. The safety parameters include battery temperature rise rate, single cell voltage change rate, charging current deviation and insulation resistance. When any safety parameter triggers an abnormal threshold, the charging process is immediately terminated and the abnormal termination process is initiated. Data update unit 26 is used to perform differentiated data updates based on the reason for power replenishment termination, recalculate the next dynamic wake-up time interval and write it into the battery management system timer before entering sleep mode; And an external prediction unit 27, which is connected to the vehicle communication module, is used to trigger predictive power replenishment based on the external information obtained by the vehicle communication module.

[0068] It is not difficult to see that this embodiment is a system implementation corresponding to the first embodiment, and this embodiment can be implemented in conjunction with the first embodiment. The relevant technical details mentioned in the first embodiment are still valid in this embodiment, and will not be repeated here to reduce repetition. Accordingly, the relevant technical details mentioned in this embodiment can also be applied to the first embodiment.

[0069] It is worth mentioning that each module involved in this embodiment is a logical unit. In practical applications, a logical unit can be a physical unit, a part of a physical unit, or a combination of multiple physical units. Furthermore, to highlight the innovative aspects of this invention, this embodiment does not introduce units that are not closely related to solving the technical problem proposed by this invention; however, this does not mean that other units are absent from this embodiment.

[0070] Example 3 Please see Figure 3The present invention also provides an electronic device, including: a memory and a processor; the memory stores at least one program instruction; the processor loads and executes the at least one program instruction to implement the intelligent charging method for high-voltage batteries of P2 configuration HEV hybrid vehicles provided in Embodiment 1.

[0071] The memory 702 and processor 701 are connected via a bus, which may include any number of interconnecting buses and bridges, connecting various circuits of one or more processors 701 and memory 702 together. The bus may also connect various other circuits, such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. A bus interface provides an interface between the bus and the transceiver. The transceiver may be a single element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by processor 701 is transmitted over a wireless medium via an antenna, which further receives data and transmits it to processor 701.

[0072] Processor 701 is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory 702 can be used to store data used by processor 701 during operation.

[0073] Example 4 This invention also proposes a storage medium storing a smart charging method for the high-voltage battery of a P2 configuration HEV hybrid vehicle. When the P2 configuration HEV hybrid vehicle high-voltage battery smart charging program is executed by a processor, it implements the steps of the P2 configuration HEV hybrid vehicle high-voltage battery smart charging method described above. Since this storage medium adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated further here.

[0074] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A method for intelligent charging of high-voltage batteries in P2 configuration HEV hybrid vehicles, characterized in that, The method includes: Step S1: The vehicle controller calculates the dynamic time interval for the battery management system to wake up based on the battery health status, ambient temperature, and historical self-discharge rate. The formula for calculating the dynamic time interval in step S1 includes: ； Where t is the dynamic time interval, SOH is the battery health state, T is the ambient temperature, and V is the historical self-discharge rate. This refers to the battery health status coefficient. For ambient temperature coefficient, The historical self-discharge rate coefficient; the battery health state coefficient The ambient temperature coefficient is dynamically determined based on the battery's state of health (SOH) value. The self-discharge rate coefficient is dynamically determined based on the ambient temperature T. The self-discharge rate is dynamically determined based on the comparison between the current self-discharge rate and the historical average. Step S2: The battery management system wakes up the vehicle controller at regular intervals according to the dynamic time interval; the vehicle controller reads the SOC message sent by the battery management system to obtain the current SOC value; Step S3: The vehicle controller executes a corresponding graded response strategy based on the current SOC value and a preset multi-level power threshold determination rule, including: When the SOC value is greater than or equal to the first preset threshold, it is determined to be in a normal state, and the power supply is not triggered. The vehicle controller enters sleep mode. When the second preset threshold ≤ SOC value < the first preset threshold, it is determined to be a slightly low power state. The vehicle controller does not start to replenish power, and enters sleep mode after sending a prompt message to the user terminal through the vehicle communication module. When the third preset threshold is less than or equal to the SOC value and the second preset threshold is less than the SOC value, it is determined to be a moderately low power state. The vehicle controller sets the first target SOC value and starts the power replenishment process. When the SOC value is less than the third preset threshold, it is determined to be a severe power depletion state. The vehicle controller sets a second target SOC value, records the severe power depletion fault code, and starts the power replenishment process. Step S4: In response to the graded response strategy, when it is determined that charging needs to be initiated, the vehicle controller performs a pre-charging safety self-test based on preset safety self-test rules, which include battery temperature detection, battery voltage consistency detection, and insulation resistance detection. Step S5: After the safety self-test passes, the vehicle controller sequentially performs low-voltage power-on, high-voltage power-on, engine start, and generator charging operations. Step S6: During the power replenishment process, the vehicle controller monitors safety parameters in real time. When any safety parameter triggers the corresponding abnormal threshold, the power replenishment is terminated and the abnormal termination processing sub-process is initiated. Step S7: When the current SOC value reaches the target SOC value or the continuous operation of the charging operation exceeds the preset time threshold, the charging will terminate normally. The vehicle controller will send a torque zeroing command. After the charging current returns to zero, it will send a high voltage reduction command. The vehicle will reduce the high voltage and disconnect the low voltage circuit after a delay. Step S8: The vehicle controller performs differentiated data updates based on the reason for the power replenishment termination, recalculates the next wake-up interval, writes it to the battery management system timer, and then enters sleep mode, including: Step S801: When the current power replenishment terminates normally, the vehicle controller calculates the self-discharge rate and stores the calculation result in the historical self-discharge rate database; and recalculates the next wake-up dynamic time interval based on the updated database. Step S802: When the current power replenishment is terminated due to abnormal safety parameters monitored in step S6, the vehicle controller does not calculate the self-discharge rate or update the historical self-discharge rate database; and shortens the next wake-up interval to 50% of the currently calculated dynamic time interval.

2. The intelligent charging method for high-voltage batteries in P2 configuration HEV hybrid vehicles according to claim 1, characterized in that, The battery temperature detection in step S4 is as follows: the vehicle controller reads the highest and lowest temperatures of the battery pack reported by the battery management system. If the highest temperature exceeds the first temperature threshold or the lowest temperature is lower than the second temperature threshold, charging is prohibited. The battery voltage consistency detection is as follows: the vehicle controller reads the highest and lowest voltage of each cell reported by the battery management system and calculates the voltage difference. If the voltage difference exceeds the voltage difference threshold, charging is prohibited. The insulation resistance detection is as follows: the vehicle controller reads the insulation resistance value of the high voltage system to the vehicle chassis reported by the battery management system. If the insulation resistance is lower than the insulation threshold, charging is prohibited.

3. The intelligent charging method for high-voltage batteries in P2 configuration HEV hybrid vehicles according to claim 1, characterized in that, Step S5 includes: the low-voltage power-on is the vehicle controller controlling the electromagnetic switch to close and connect the vehicle's low-voltage circuit; the high-voltage power-on is the vehicle controller sending a high-voltage power-on command to the battery management system, and the battery management system connecting the high-voltage circuit after executing the pre-charging sequence; the engine start is the vehicle controller sending a starting torque command to the high-voltage motor controller, and the high-voltage motor driving the engine to start and establish stable combustion; the generator charging is the vehicle controller sending a negative torque command to the high-voltage motor controller after the engine starts, switching the high-voltage motor to generator mode to charge the high-voltage battery.

4. The intelligent charging method for high-voltage batteries in P2 configuration HEV hybrid vehicles according to claim 1, characterized in that, The abnormal termination handling sub-process includes: Step S601: The vehicle controller sends a torque zeroing command to the high-voltage motor controller, and the charging current is reduced to zero. Step S602: The vehicle controller sends a high voltage reduction command to the battery management system and the high voltage motor. The battery management system disconnects the main positive contactor and disconnects the main negative contactor after a preset delay. The bus voltage is reduced through the discharge resistor, and the vehicle voltage is reduced. Step S603: The vehicle controller records the current SOC value, abnormal fault code, fault occurrence timestamp, and snapshot values ​​of various safety parameters at the time of the fault occurrence; Step S604: The vehicle controller pushes fault alert information to the user terminal through the vehicle communication module; Step S605: The vehicle controller sends a disconnect command to the electromagnetic switch, and the low-voltage circuit of the vehicle is disconnected.

5. The intelligent charging method for high-voltage batteries in P2 configuration HEV hybrid vehicles according to claim 1, characterized in that, The method also includes an abnormal degradation warning step: when the current charging is terminated normally, the vehicle controller analyzes the historical self-discharge rate database. If the most recent three self-discharge rates are all higher than 1.5 times the historical average, it is determined that the battery has abnormal degradation, and an abnormal battery health status reminder is pushed to the user terminal through the vehicle communication module.

6. The intelligent charging method for high-voltage batteries in P2 configuration HEV hybrid vehicles according to claim 1, characterized in that, The method also includes a predictive power replenishment step based on weather conditions: The vehicle communication module obtains weather forecast information for the vehicle's location; When the predicted minimum temperature within the next N days is lower than the third temperature threshold and the current SOC value is lower than the first SOC threshold, the vehicle controller triggers a pre-judgment power replenishment, and the target SOC value is set to the first SOC value. When the predicted maximum temperature within the next N days is higher than the fourth temperature threshold and the current SOC value is lower than the second SOC threshold, the vehicle controller triggers a pre-judgment power replenishment, and the target SOC value is set to the second SOC value.

7. A P2 configuration HEV hybrid vehicle high-voltage battery intelligent charging system, characterized in that, The system employs the intelligent charging method for high-voltage batteries in P2-configuration HEV hybrid vehicles as described in any one of claims 1-6. The system comprises: Battery management system is used to monitor the state of charge, health status, temperature, individual cell voltage and insulation resistance of high-voltage power batteries; The vehicle controller is connected to the battery management system via a CAN bus and is used to receive battery status information reported by the battery management system, make charging decisions, control the high voltage power supply and discharge, and control engine start-up and power generation. An electromagnetic switch, electrically connected to the vehicle controller, is used to connect and disconnect the low-voltage circuit of the vehicle. The vehicle communication module is connected to the vehicle controller via a CAN bus and is used to communicate with external networks to obtain weather forecast information and to interact with user terminal devices. The high-voltage motor is connected to the vehicle controller via a CAN bus. In response to the instructions of the vehicle controller, the high-voltage motor drives the engine to start in the start-up phase as an electric motor, and charges the high-voltage power battery in the power generation phase as a generator. The engine is mechanically connected to the high-voltage motor, and after being started by the high-voltage motor, it drives the high-voltage motor to rotate and generate electricity; The vehicle controller includes: The dynamic wake-up time interval calculation unit is used to calculate the dynamic wake-up time interval of the battery management system based on the battery health status, ambient temperature, and historical self-discharge rate reported by the battery management system before the vehicle enters a sleep state after power-off. The graded response unit is used to determine the grade based on the current SOC value according to the preset multi-level power threshold after the battery management system is woken up at a time, and to execute the graded response strategy. The safety self-test unit is used to perform a safety self-test before high voltage is applied when it is determined that charging needs to be started. The safety self-test includes battery temperature detection, battery voltage consistency detection and insulation resistance detection. The power supply unit is used to sequentially control low-voltage power-on, high-voltage power-on, engine start-up, and power generation and charging after all safety self-tests have passed. The safety monitoring unit is used to monitor safety parameters in real time during the charging process. The safety parameters include battery temperature rise rate, single cell voltage change rate, charging current deviation and insulation resistance. When any safety parameter triggers an abnormal threshold, the charging process is immediately terminated and the abnormal termination process is initiated. The data update unit is used to perform differentiated data updates based on the reason for the termination of power replenishment, recalculate the next dynamic wake-up time interval, write it into the battery management system timer, and then enter sleep mode. An external prediction unit, connected to the vehicle communication module, is used to trigger predictive power replenishment based on external information obtained by the vehicle communication module.

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