An intelligent management method, system and device for an automobile emergency starting power supply

Abstract

The application relates to the technical field of emergency power supply, and provides an intelligent management method, system and equipment for an automobile emergency starting power supply, which comprises the following steps: after an emergency power supply is connected to a storage battery, the initial direct-current internal resistance of the storage battery is acquired, and the residual life value of the battery is acquired according to the initial direct-current internal resistance; the current environment temperature is collected, and the initial charging current amplitude and the target temperature rising interval are acquired according to the current environment temperature, the initial direct-current internal resistance and the residual life value; during the charging process, the real-time direct-current internal resistance and the real-time surface temperature of the storage battery are collected, and the charging current is corrected in real time according to the real-time direct-current internal resistance and the real-time surface temperature. The application deeply couples the charging energy supplement and the Joule heat release and temperature rising, the dynamic adjustment of the charging current is favorable to avoiding the accelerated aging of old batteries under high current and high temperature on the basis of ensuring the emergency starting speed, and the efficiency and success rate of the emergency starting of the automobile emergency starting power supply are improved.

Description

Technical Field

[0001] This invention relates to the field of emergency power technology, and more specifically, to an intelligent management method, system, and device for automotive emergency jump starters. Background Technology

[0002] A car jump starter (also known as a car power strip, car starter, etc.) is a portable power supply device that provides emergency starting capability for a car. When the car battery is low on power or cannot start, the jump starter can provide enough power to start the vehicle and can also act as a mobile power source to power other electronic devices.

[0003] Regarding existing car emergency jump starters, the applicant found the following typical prior art through searching, such as the Chinese invention patent with publication number CN102198803B, "A Car Emergency Starting Method and Emergency Jump Starter for Low Temperature Environments," which can realize emergency starting of cars using small-capacity batteries, thus addressing the problem of car starting in low-temperature environments, while fully utilizing the energy of the jump starter's built-in battery; another example is the Chinese invention patent with publication number CN119543364A, "A Car Emergency Jump Starter," which includes a power supply component, a status monitoring component, an environmental monitoring component, and a charging controller. The charging controller is used to upload status information and operating environment information to a cloud platform and control the energy storage battery to charge the car battery based on initial charging parameters or optimal charging parameters.

[0004] None of the existing technologies mentioned above focus on the internal resistance / lifespan of the vehicle battery to achieve deep coupling and coordination of charging and heat dissipation, leaving room for further optimization of the success rate of emergency starts. Summary of the Invention

[0005] Based on this, in order to improve the success rate of emergency starting of automotive emergency jump starters, the present invention provides an intelligent management method, system, and device for automotive emergency jump starters, the specific technical solution of which is as follows: A smart management method for automotive emergency jump starters includes the following steps: S1. After the emergency power supply is connected to the battery, obtain the initial DC internal resistance of the battery, and obtain the remaining life value of the battery based on the initial DC internal resistance. S2, collect the current ambient temperature, and obtain the initial charging current amplitude and target temperature rise range based on the current ambient temperature, initial DC internal resistance and remaining lifetime value; S3: During the charging process, the real-time DC internal resistance and real-time surface temperature of the battery are collected, and the charging current is adjusted in real time based on the real-time DC internal resistance and real-time surface temperature.

[0006] The intelligent management method for automotive emergency jump starters obtains the remaining lifespan of the battery and, based on the current ambient temperature, initial DC internal resistance, and remaining lifespan, determines the initial charging current amplitude and target temperature rise range. Using the vehicle battery's DC internal resistance and remaining lifespan as core decision-making criteria, it deeply couples charging and energy replenishment with Joule heat release and temperature rise. Through dynamic adjustment of the charging current, it helps to ensure emergency starting speed while avoiding the accelerated aging of old batteries due to high current and high temperature, thus improving the efficiency and success rate of emergency starting with the automotive emergency jump starter.

[0007] Preferably, step S1 specifically includes the following: S11: After the emergency power supply is connected to the battery, it is left to stand for a certain period of time until the terminal voltage stabilizes. The open-circuit voltage at both ends of the battery is then collected. At the same time, the ambient temperature is collected in real time. The open-circuit voltage is corrected according to the ambient temperature to obtain the corrected open-circuit voltage. S12, obtain the first mapping relationship between different states of charge and open circuit voltage at standard temperature, and obtain the real-time state of charge based on the corrected open circuit voltage and the first mapping relationship. S13, obtain the initial DC internal resistance of the battery, correct the initial DC internal resistance according to the ambient temperature, and obtain the first reference internal resistance under standard operating conditions. S14, obtain the second mapping relationship between different states of charge and the reference internal resistance under standard operating conditions, and obtain the reference internal resistance correction coefficient based on the real-time state of charge and the second mapping relationship. S15, correct the first reference internal resistance according to the reference internal resistance correction coefficient, obtain the second reference internal resistance, and obtain the remaining lifetime value according to the second reference internal resistance.

[0008] Preferably, step S2 specifically includes: S21, determine whether the current ambient temperature is less than the preset trigger temperature threshold and whether the second reference internal resistance is greater than the preset trigger reference internal resistance. If both are true, execute steps S22 and S23. S22, obtain the initial surface temperature of the battery, obtain the maximum allowable operating temperature and the maximum allowable charging current based on the remaining life value, and obtain the upper limit and lower limit of temperature rise based on the maximum allowable operating temperature and the initial surface temperature. S23, obtain the nominal internal resistance of the new battery, obtain the internal resistance ratio between the second reference internal resistance and the nominal internal resistance, and obtain the initial current adjustment coefficient that is positively correlated with the internal resistance ratio. Based on the initial current adjustment coefficient and the maximum allowable charging current, obtain the initial charging current amplitude.

[0009] Preferably, step S3 specifically includes: S31 collects the real-time DC internal resistance and real-time surface temperature of the battery, and obtains the rate of decrease of internal resistance based on the real-time DC internal resistance. S32, preset a third mapping relationship between different remaining lifespans and internal resistance decrease rate thresholds, based on the third mapping relationship, determine whether the internal resistance decrease rate is less than the corresponding internal resistance decrease rate threshold, if the internal resistance decrease threshold is less than the corresponding internal resistance decrease rate threshold and the real-time charging current is less than the maximum allowable charging current, gradually increase the real-time charging current. S33, determine whether the real-time surface temperature is greater than the maximum allowable operating temperature. If so, reduce the real-time charging current to the first charging trickle value. S34, determine whether the real-time DC internal resistance is less than the corresponding internal resistance safety threshold. If so, reduce the real-time charging current to the second charging trickle value. Among them, the internal resistance safety threshold is negatively correlated with the remaining life value. When the real-time DC internal resistance is less than the corresponding internal resistance safety threshold, it means that the battery supports emergency start.

[0010] Preferably, the intelligent management method for automotive emergency jump starters further includes the following steps: If the real-time DC resistance of the battery is less than the corresponding internal resistance safety threshold, in response to the user's input trigger start command, charging will be terminated and the battery will be switched to the high current emergency start output mode. If the real-time surface temperature is within the safe temperature range and the battery's state of charge meets the minimum requirements for emergency start, charging will be terminated and the system will switch to high-current emergency start output mode.

[0011] Preferably, obtaining the remaining lifetime value based on the second reference internal resistance specifically includes: The battery's end-of-life internal resistance is obtained. Based on the end-of-life resistance, nominal internal resistance, and second reference internal resistance, the relative degradation rate of internal resistance is obtained. The relative degradation rate of internal resistance is nonlinearly processed based on a preset aging power exponent to simulate the actual aging law of the battery. The original aging reference value is obtained based on the nonlinearly processed relative degradation rate of internal resistance. Determine whether the corrected open-circuit voltage is greater than the preset open-circuit voltage threshold. If so, obtain the remaining lifespan value based on the original aging baseline value. Otherwise, obtain the degree of power depletion based on the corrected open-circuit voltage and the open-circuit voltage threshold, and obtain a power depletion correction factor that is negatively correlated with the degree of power depletion. Use the power depletion correction factor to correct the original aging baseline value and obtain the remaining lifespan value.

[0012] An intelligent management system for automotive emergency jump starters, used to implement the aforementioned intelligent management method for automotive emergency jump starters, includes: The remaining life acquisition module is used to acquire the initial DC internal resistance of the battery after the emergency power supply is connected to the battery, and to acquire the remaining life value of the battery based on the initial DC internal resistance. The charging parameter acquisition module is used to collect the current ambient temperature, and obtain the initial charging current amplitude and target temperature rise range based on the current ambient temperature, initial DC internal resistance and remaining life value. The charging current correction module is used to collect the real-time DC internal resistance and real-time surface temperature of the battery during the charging process, and to correct the charging current in real time based on the real-time DC internal resistance and real-time surface temperature.

[0013] Preferably, the remaining lifespan acquisition module includes: The open-circuit voltage acquisition unit is used to collect the open-circuit voltage across the battery after the emergency power supply is connected to the battery and left to stand for a certain period of time until the terminal voltage stabilizes. At the same time, the ambient temperature is collected in real time, and the open-circuit voltage is corrected according to the ambient temperature to obtain the corrected open-circuit voltage. The state of charge acquisition unit is used to acquire the first mapping relationship between different states of charge and open-circuit voltage at standard temperature, and to acquire the real-time state of charge based on the corrected open-circuit voltage and the first mapping relationship. The correction coefficient acquisition unit is used to obtain the second mapping relationship between different states of charge and the reference internal resistance under standard operating conditions, and to obtain the reference internal resistance correction coefficient based on the real-time state of charge and the second mapping relationship. The reference internal resistance acquisition unit is used to acquire the initial DC internal resistance of the battery, correct the initial DC internal resistance according to the ambient temperature, acquire the first reference internal resistance under standard operating conditions, correct the first reference internal resistance according to the reference internal resistance correction coefficient, acquire the second reference internal resistance, and acquire the remaining life value based on the second reference internal resistance.

[0014] Preferably, the charging current correction module includes: The rate of decrease is acquired by the battery, which collects the real-time DC internal resistance and real-time surface temperature, and obtains the rate of decrease of internal resistance based on the real-time DC internal resistance. The charging current adjustment unit is used to preset a third mapping relationship between different remaining lifespan and internal resistance decrease rate thresholds. Based on the third mapping relationship, it determines whether the internal resistance decrease rate is less than the corresponding internal resistance decrease rate threshold. If the internal resistance decrease threshold is less than the corresponding internal resistance decrease rate threshold and the real-time charging current is less than the maximum allowable charging current, the real-time charging current is gradually increased. It also determines whether the real-time surface temperature is greater than the maximum allowable operating temperature. If so, the real-time charging current is reduced to the first charging trickle value. Finally, it determines whether the real-time DC internal resistance is less than the corresponding internal resistance safety threshold. If so, the real-time charging current is reduced to the second charging trickle value. Among them, the internal resistance safety threshold is negatively correlated with the remaining life value. When the real-time DC internal resistance is less than the corresponding internal resistance safety threshold, it means that the battery supports emergency start.

[0015] An intelligent management device for automotive emergency jump starters, comprising: Controller; Memory, which stores executable instructions; The executable instructions can run on the controller and implement the intelligent management method for automotive emergency jump start power. Attached Figure Description

[0016] The invention will be further understood from the following description taken in conjunction with the accompanying drawings. The components in the drawings are not necessarily drawn to scale, but rather the emphasis is on illustrating the principles of the embodiments. In different views, the same reference numerals designate corresponding parts.

[0017] Figure 1 This is a schematic diagram of the overall process of an intelligent management method for automotive emergency jump start power in one embodiment of the present invention; Figure 2 This is a flowchart illustrating step S1 in one embodiment of the present invention; Figure 3 This is a flowchart illustrating step S2 in one embodiment of the present invention; Figure 4 This is a flowchart illustrating step S3 in one embodiment of the present invention; Figure 5 This is a schematic diagram of the overall process of an intelligent management method for automotive emergency jump start power in another embodiment of the present invention; Figure 6 This is a schematic diagram of the process for obtaining the remaining lifetime value based on the second reference internal resistance in one embodiment of the present invention; Figure 7 This is a schematic diagram of the overall structure of an intelligent management system for automotive emergency jump starters according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the module functional structure of the remaining lifetime acquisition module in one embodiment of the present invention; Figure 9 This is a schematic diagram of the functional structure of the charging current correction module in one embodiment of the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to its embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the scope of protection of the invention.

[0019] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly attached to the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0021] In this invention, "first" and "second" do not represent a specific quantity or order, but are merely used to distinguish names.

[0022] like Figure 1 As shown, an embodiment of the present invention provides an intelligent management method for automotive emergency jump starters, comprising the following steps: S1. After the emergency power supply is connected to the battery, obtain the initial DC internal resistance of the battery, and obtain the remaining life value of the battery based on the initial DC internal resistance.

[0023] Generally, a short-duration constant current pulse can be injected into the vehicle battery through a built-in DC pulse internal resistance detection unit to collect the transient voltage change and calculate the initial DC internal resistance of the vehicle battery. For example, a 10A constant current pulse lasting 10ms can be injected into the battery from an emergency power supply, and the transient voltage difference before and after the pulse can be collected to calculate the initial DC internal resistance.

[0024] As a preferred technical solution, such as Figure 2 As shown, step S1 specifically includes the following: S11: After the emergency power supply is connected to the battery, it is left to stand for a certain period of time until the terminal voltage stabilizes. Then, the open-circuit voltage across the battery is collected, and the ambient temperature is collected in real time. The open-circuit voltage is corrected according to the ambient temperature to obtain the corrected open-circuit voltage.

[0025] Based on the open-circuit voltage, the current state of battery depletion can be quantified. After the emergency power supply is connected to the battery, it is left to stand for a certain period of time, such as 30 seconds, to eliminate the polarization voltage at the moment of contact. After the terminal voltage stabilizes, the open-circuit voltage at both ends of the battery is collected.

[0026] Simultaneously, the ambient temperature is collected in real time, and the open-circuit voltage is corrected based on the ambient temperature to obtain the corrected open-circuit voltage. Based on the standard temperature, the offset value of the open-circuit voltage for every 1°C deviation of the ambient temperature from the standard temperature is first obtained. The open-circuit voltage is then corrected based on the offset value to obtain the corrected open-circuit voltage. For example, the corrected open-circuit voltage = the open-circuit voltage before correction - (ambient temperature - standard temperature) × offset value.

[0027] S12, obtain the first mapping relationship between different states of charge and open circuit voltage at standard temperature, and obtain the real-time state of charge based on the corrected open circuit voltage and the first mapping relationship.

[0028] For example, based on the general characteristics of a 12V automotive lead-acid starting battery, a table mapping state of charge (SOC) to open-circuit voltage at a standard temperature of 25°C can be pre-stored, and the current real-time SOC can be calculated using linear interpolation. Specifically, the open-circuit voltages corresponding to multiple different SOCs at the standard temperature can be obtained first to construct a first mapping relationship. Then, based on this first mapping relationship, a functional relationship between the open-circuit voltage and the SOC can be obtained. Finally, the real-time SOC can be obtained based on the fitted functional relationship.

[0029] S13: Obtain the initial DC internal resistance of the battery, correct the initial DC internal resistance according to the ambient temperature, and obtain the first reference internal resistance under standard operating conditions.

[0030] The DC internal resistance of lead-acid batteries is not a constant value. Generally speaking, the lower the temperature and the lower the state of charge (SOC), the higher the corresponding internal resistance. If the remaining life is obtained directly using the original measurement value, the degree of aging will be seriously overestimated. Therefore, here, the measured initial DC internal resistance is uniformly corrected to the reference internal resistance under standard operating conditions of 25°C and 100% SOC to eliminate operating condition interference.

[0031] For example, multiple different battery usage time intervals can be defined first. Then, the initial DC internal resistance at standard temperature and multiple different ambient temperatures can be measured experimentally, and a first reference internal resistance function model can be constructed. Based on multiple sets of relevant temperature-initial DC internal resistance experimental data, the first reference internal resistance function model can be fitted, and relevant parameters can be calibrated. Finally, based on the fitted first reference internal resistance function model, the current ambient temperature, and the initial DC internal resistance, the first reference internal resistance under standard operating conditions can be obtained. The type of the first reference internal resistance function model includes, but is not limited to, polynomial, piecewise function, and linear function. It can be understood that based on the fitted first reference internal resistance function model, the temperature difference between the current ambient temperature and the standard temperature, and the initial DC internal resistance can be input into it to obtain the first reference internal resistance under standard operating conditions. Each battery usage time interval corresponds to a first reference internal resistance function model.

[0032] S14, obtain the second mapping relationship between different states of charge and the reference internal resistance under standard operating conditions, and obtain the reference internal resistance correction coefficient based on the real-time state of charge and the second mapping relationship.

[0033] When a battery is depleted, the electrolyte concentration decreases, and both the ohmic internal resistance and polarization internal resistance increase simultaneously. Generally, the internal resistance shows a significant upward trend when the State of Charge (SOC) falls below 70%. Here, the second mapping relationship is obtained as follows: Through multiple sets of experiments, based on a specific state of charge, the measured reference internal resistance and the corresponding first reference internal resistance under standard operating conditions are obtained. The ratio between the measured reference internal resistance and the corresponding first reference internal resistance is used as the SOC correction coefficient, and the average of multiple SOC correction coefficients is taken as the final SOC correction coefficient. By fitting different states of charge and their corresponding SOC correction coefficients, the second mapping relationship between different states of charge and the reference internal resistance under standard operating conditions is obtained.

[0034] Based on the second mapping relationship determined by the fitting, and taking the real-time state of charge as input, the corresponding SOC correction coefficient, that is, the reference internal resistance correction coefficient, can be obtained.

[0035] S15, correct the first reference internal resistance according to the reference internal resistance correction coefficient, obtain the second reference internal resistance, and obtain the remaining lifetime value according to the second reference internal resistance.

[0036] For example, the second reference internal resistance = the first reference internal resistance × the reference internal resistance correction factor.

[0037] During battery aging, plate sulfation and electrolyte water loss lead to a monotonically increasing internal resistance. Since internal resistance and remaining capacity (lifespan) are strongly negatively correlated, an internal resistance-lifespan mapping model can be constructed based on the aging characteristics of lead-acid batteries. Specifically, obtaining the remaining lifespan value based on the second benchmark internal resistance includes: first, the nominal internal resistance of a brand-new battery of the same model at standard temperature and under full charge; and second, the internal resistance at the end of its lifespan when the battery capacity decays to a certain percentage, such as below 50% of the rated value. This is recorded as the lifespan termination internal resistance. An internal resistance-lifespan mapping model is constructed based on the second benchmark internal resistance, the nominal internal resistance, the lifespan termination internal resistance, and the remaining lifespan. The remaining lifespan value is then obtained based on this model.

[0038] The remaining lifetime value is limited to 0%-100%. For example, the internal resistance-lifetime mapping model can be expressed as: remaining lifetime value = (1 - (second reference internal resistance - nominal internal resistance) / (lifetime end internal resistance - nominal internal resistance)) × 100%.

[0039] S2: Collect the current ambient temperature, and based on the current ambient temperature, initial DC internal resistance, and remaining lifetime value, obtain the initial charging current amplitude and target temperature rise range.

[0040] Step S2 primarily involves implementing a charge-heat dissipation coordinated strategy. In many situations, not all scenarios require deliberate heat dissipation and temperature increases. Generally, the decision to implement the charge-heat dissipation coordinated strategy can be based on the ambient temperature and the initial DC internal resistance, avoiding unnecessary energy loss and thermal damage at room temperature. Specifically, the decision to implement the charge-heat dissipation coordinated strategy can be determined based on the current ambient temperature and the second reference internal resistance.

[0041] Because the battery's internal resistance spikes at low temperatures, the heat dissipation and temperature rise benefits are significant. Therefore, the charging-heat dissipation coordinated strategy is only implemented when the current ambient temperature is below a preset low-temperature threshold (e.g., 10 degrees Celsius) and the second reference internal resistance is greater than a certain multiple of the nominal internal resistance (e.g., 1.2 times the nominal internal resistance). Otherwise, it enters the conventional constant-voltage, current-limiting charging mode, only performing the battery's energy replenishment function. When the second reference internal resistance is greater than a certain multiple of the nominal internal resistance, it can be assumed that the battery does indeed have an excessively high internal resistance problem, excluding simple underpowered scenarios.

[0042] Here, the charging-heat dissipation synergistic strategy can be understood as: by adjusting the magnitude and timing of the charging current, simultaneously achieving the dual objectives of improving the state of charge of the vehicle battery and using the Joule heat of charging to increase the battery body temperature and reduce its internal resistance.

[0043] As a preferred technical solution, such as Figure 3 As shown, step S2 specifically includes: S21, determine whether the current ambient temperature is less than the preset trigger temperature threshold and whether the second reference internal resistance is greater than the preset trigger reference internal resistance. If both are true, execute steps S22 and S23.

[0044] Specifically, the preset trigger temperature threshold can be set based on experience. When the current ambient temperature is lower than the preset trigger temperature threshold, it indicates that the battery's internal resistance increases significantly under low-temperature conditions, and the heat release and temperature rise benefits are significant. For example, the preset trigger temperature threshold can be set to 10℃, 5℃, etc., and the preset trigger reference internal resistance can generally be set to 1.2 times the nominal internal resistance.

[0045] S22, obtain the initial surface temperature of the battery, obtain the maximum allowable operating temperature and the maximum allowable charging current based on the remaining life value, and obtain the upper limit and lower limit of temperature rise based on the maximum allowable operating temperature and the initial surface temperature.

[0046] Batteries can be classified into health levels based on their remaining lifespan, and different maximum allowable operating temperatures can be assigned to different health levels. These maximum allowable operating temperatures are directly related to the remaining lifespan; in other words, the higher the health level, the higher the maximum allowable operating temperature. For example, when the remaining lifespan is greater than or equal to 80%, the battery is defined as being in a healthy state, and the maximum allowable operating temperature is set at 25°C. This is the optimal operating temperature, maximizing the benefit of reducing internal resistance with increased temperature, and eliminating the risk of accelerated battery aging. When the remaining lifespan is greater than or equal to 60% but less than 80%, the battery is defined as being in a sub-healthy state, and the maximum allowable operating temperature is set at 20°C. Moderate temperature increases are allowed to balance the reduction of internal resistance with the rate of electrolyte water loss. When the remaining lifespan is greater than or equal to 40% but less than 60%, the battery is defined as being in an aging state, and the maximum allowable operating temperature is set at 15°C. Conservative temperature increases are used to prioritize the protection of aging plates and avoid thermal shock. Otherwise, the battery is defined as being in a severely aging state, and the maximum allowable operating temperature is set at 10°C. Only slight temperature increases are allowed, primarily using small currents for power replenishment to prevent battery failure.

[0047] Of course, technicians can first use their experience to calibrate the maximum allowable operating temperature corresponding to multiple different remaining lifespan values, obtain multiple sets of data relating the remaining lifespan values ​​to the maximum allowable operating temperature, and then obtain the functional relationship between the remaining lifespan values ​​and the maximum allowable operating temperature through function fitting. Finally, based on the fitted functional relationship and the real-time remaining lifespan values, the dynamic maximum allowable operating temperature can be obtained.

[0048] The upper and lower limits of temperature rise are determined by the remaining battery life, following the protection principle that the higher the degree of battery aging, the lower the allowable temperature rise, to avoid high temperatures exacerbating plate sulfation and electrolyte water loss. Specifically, the upper and lower limits of temperature rise are determined based on the maximum allowable operating temperature and the initial surface temperature: the upper limit is determined based on the temperature difference between the maximum allowable operating temperature and the initial surface temperature, and the lower limit is set to a multiple (e.g., 0.7, 0.8, etc.) of the upper limit.

[0049] Generally, the initial surface temperature can be collected by the NTC sensor built into the emergency power clamp, and the ambient temperature can be used as an approximation when there is no sensor. The lower limit of temperature rise indicates that after the temperature rise reaches the lower limit, the internal resistance of the battery has dropped to a range that can support startup, and charging can be terminated at any time to enter the startup mode. If the initial surface temperature is not less than the corresponding maximum allowable operating temperature, the charging and heat dissipation coordination strategy will be stopped, and regular energy replenishment will be performed.

[0050] The maximum allowable charging current can also be set based on the battery's health status. This maximum allowable charging current is directly related to the remaining battery life; in other words, the higher the health level, the greater the maximum allowable charging current. Aging batteries are strictly limited by high current surges. Taking a vehicle starting battery with a rated capacity of C as an example, when the remaining battery life is greater than or equal to 80%, the maximum allowable charging current is set to 0.3C; when the remaining battery life is greater than or equal to 60% but less than 80%, the maximum allowable charging current can be set to 0.2C; when the remaining battery life is greater than or equal to 40% but less than 60%, the maximum allowable charging current can be set to 0.15C; otherwise, the maximum allowable charging current is set to 0.1C. It should be noted that the maximum allowable charging current corresponding to different remaining battery life values ​​can be adjusted appropriately according to different scenarios, and is not limited here.

[0051] S23, obtain the nominal internal resistance of the new battery, obtain the internal resistance ratio between the second reference internal resistance and the nominal internal resistance, and obtain the initial current adjustment coefficient that is positively correlated with the internal resistance ratio. Based on the initial current adjustment coefficient and the maximum allowable charging current, obtain the initial charging current amplitude.

[0052] The initial charging current is the only variable that simultaneously controls the charging rate and heat dissipation power. The larger the current, the faster the temperature rises, but this is constrained by the battery's aging tolerance. The initial charging current amplitude is obtained by matching the target temperature rise rate within the battery's allowable current range.

[0053] Since emergency charging typically takes less than 5 minutes, the heat dissipation from the battery to the environment can be approximately ignored. The temperature rise rate is calculated solely based on Joule heat and battery thermal capacity. The temperature rise rate can be approximated as the ratio between the upper limit of temperature rise and the preset target temperature rise time. Joule heat power is positively correlated with the product of the target temperature rise rate and the total thermal capacity of the battery, and also with the product of the square of the target current and the internal resistance. Based on this, the target current can be derived. After obtaining the target current, the smaller of the two values—combined with the maximum permissible charging current—is taken as the initial charging current amplitude.

[0054] Alternatively, one can first obtain the internal resistance ratio between the second reference internal resistance and the nominal internal resistance, and then obtain an initial current adjustment coefficient positively correlated with the internal resistance ratio. Based on this initial current adjustment coefficient and the maximum allowable charging current, the initial charging current amplitude can be obtained. Specifically, the larger the internal resistance ratio, the larger the initial charging current amplitude, thus enhancing the heat dissipation and temperature rise effect. For example, if 1.2 < internal resistance ratio ≤ 1.5, the initial current adjustment coefficient is set to 0.8; if 1.5 < internal resistance ratio ≤ 2.0, the initial current adjustment coefficient is set to 0.9; and if 2.0 < internal resistance ratio ≤ 1.5, the initial current adjustment coefficient is set to 1.0.

[0055] In this way, by automatically limiting the charging current and maximum temperature rise, overcharging and overheating can be avoided to prevent the plates from sulfiding and the electrolyte from losing water, thus reducing the damage to the lifespan of old batteries caused by emergency charging.

[0056] S3: During the charging process, the real-time DC internal resistance and real-time surface temperature of the battery are collected, and the charging current is adjusted in real time based on the real-time DC internal resistance and real-time surface temperature.

[0057] Specifically, during the charging process, the real-time DC internal resistance and real-time surface temperature of the vehicle battery are collected at fixed intervals. The charging current is dynamically adjusted based on the real-time DC internal resistance and real-time surface temperature: when the rate of decrease of the real-time internal resistance is lower than the preset threshold for the corresponding remaining lifespan, the charging current is increased in stages to enhance the heat dissipation and temperature rise effect; when the real-time internal resistance drops to the safety threshold for the corresponding remaining lifespan level, or the real-time surface temperature reaches the upper limit of temperature rise, the charging current is reduced to suppress overheating and avoid accelerating battery aging.

[0058] For real-time DC internal resistance, the charging current step method can be used to achieve online detection of the internal resistance. Specifically, the real-time DC internal resistance is determined by the steady-state difference ΔU between the battery terminal voltage before and after the current step and the step increase ΔI of the current charging current within 10ms, which is calculated as ΔU / ΔI. Multiple moving average filtering is then used to process the real-time DC internal resistance to obtain the final real-time DC internal resistance, thereby eliminating bus ripple interference and ensuring measurement stability.

[0059] The charging current is increased in stages based on the rate of decrease of the real-time DC internal resistance. If the rate of decrease of the internal resistance is slower than the expected value corresponding to the remaining lifetime value, it indicates that the current Joule heat dissipation power is insufficient and the temperature rise is too slow. The charging current can be increased in stages to enhance heat dissipation until the maximum allowable charging current corresponding to the remaining lifetime value is reached.

[0060] As a preferred technical solution, such as Figure 4 As shown, step S3 specifically includes: S31 collects the real-time DC internal resistance and real-time surface temperature of the battery, and obtains the rate of decrease of internal resistance based on the real-time DC internal resistance.

[0061] The relative rate of decrease in internal resistance can be calculated using a 1-minute sliding window. That is, the relative rate of decrease in internal resistance = (real-time DC internal resistance 1 minute ago - current real-time DC internal resistance) / real-time DC internal resistance 1 minute ago. The relative rate of decrease in internal resistance is used as the rate of decrease in internal resistance to eliminate the difference in the base internal resistance of different batteries.

[0062] S32, a third mapping relationship is preset between different remaining lifetimes and internal resistance decrease rate thresholds. Based on the third mapping relationship, it is determined whether the internal resistance decrease rate is less than the corresponding internal resistance decrease rate threshold. If the internal resistance decrease threshold is less than the corresponding internal resistance decrease rate threshold and the real-time charging current is less than the maximum allowable charging current, the real-time charging current is gradually increased.

[0063] Since batteries with different aging levels have different internal resistance sensitivities to temperature, it is necessary to set a corresponding internal resistance decline rate threshold based on the remaining life value. That is, to construct a third mapping relationship between different remaining life values ​​and internal resistance decline rate thresholds, and to dynamically adjust the real-time charging current based on the third mapping relationship to avoid misjudging aging batteries.

[0064] Generally, the lower the remaining battery life, the more severe the aging. Correspondingly, the lower the internal resistance decrease rate threshold, meaning the internal resistance decrease rate threshold is directly related to the remaining battery life. For example, when the remaining life is greater than or equal to 80%, the internal resistance decrease rate threshold is set to 0.5% / min. In this scenario, healthy batteries heat up and decrease their internal resistance quickly; a rate below this value is considered insufficient heat dissipation. When the remaining life is greater than or equal to 60% and less than 80%, the internal resistance decrease rate threshold can be set to 0.4% / min. In this scenario, sub-healthy batteries have slightly lower sensitivity, and the corresponding threshold should be appropriately reduced. When the remaining life is greater than or equal to 40% and less than 60%, the internal resistance decrease rate threshold can be set to 0.3% / min. This indicates that the internal resistance of aged batteries decreases in temperature sensitivity, and the threshold should be further reduced. Otherwise, the internal resistance decrease rate threshold is set to 0.2% / min, prioritizing protection for severely aged batteries, allowing current increase only at extremely low rates.

[0065] It should be noted that the relative rate of decrease in internal resistance is used as the rate of decrease in internal resistance, and a threshold for the rate of decrease in internal resistance is set based on this. If the rate of decrease in internal resistance is set as (real-time DC internal resistance of the previous sampling period - current real-time DC internal resistance) / sampling period, then the units for both the rate of decrease in internal resistance and the threshold for the rate of decrease in internal resistance are generally mΩ / min. The corresponding threshold for the rate of decrease in internal resistance can be set according to the remaining battery life. The lower the remaining battery life, the more severe its aging, and correspondingly, the lower the threshold for the rate of decrease in internal resistance. That is, the threshold for the rate of decrease in internal resistance is positively correlated with the remaining battery life.

[0066] Of course, we can first set the internal resistance decrease rate threshold corresponding to different remaining lifetime values, and construct a differentiated internal resistance decrease rate threshold model (i.e., the third mapping relationship) between the remaining lifetime value and the internal resistance decrease rate threshold. Then, based on multiple sets of remaining lifetime values ​​and corresponding internal resistance decrease rate threshold data, we can perform function curve fitting on the differentiated internal resistance decrease rate threshold model. Finally, based on the fitted differentiated internal resistance decrease rate threshold model and the real-time remaining lifetime value, we can dynamically adjust the real-time charging current.

[0067] The system checks if the rate of decrease in internal resistance is less than the corresponding threshold. If the threshold for decrease in internal resistance is less than the corresponding threshold for decrease in internal resistance rate for two consecutive sampling cycles (e.g., 20 seconds) and the real-time charging current is less than the corresponding maximum allowable charging current, the real-time charging current is gradually increased. This can be done in a step-by-step manner, increasing the real-time charging current by 0.05C each time, to avoid sudden current surges impacting the battery plates.

[0068] Preferably, after each current increase, a certain period of time, such as 30 seconds, is locked to prevent the current increase judgment from being executed again, in order to avoid frequent current oscillations caused by measurement fluctuations.

[0069] S33, determine whether the real-time surface temperature is greater than the maximum allowable operating temperature. If so, reduce the real-time charging current to the first charging trickle value.

[0070] During this stage, only a small amount of heat is released to balance the heat dissipation and keep the real-time surface temperature within ±1℃ of the maximum allowable operating temperature to avoid continuous temperature rise and damage to the battery. If the real-time surface temperature continues to rise above the maximum allowable operating temperature +3℃, the charging circuit will be immediately cut off and hard protection will be triggered. After the temperature drops to below -5℃ of the maximum allowable operating temperature, low-current charging will be resumed.

[0071] S34: Determine whether the real-time DC internal resistance is less than the corresponding internal resistance safety threshold. If so, reduce the real-time charging current to the second charging trickle value.

[0072] Among them, the internal resistance safety threshold is negatively correlated with the remaining life value. When the real-time DC internal resistance is less than the corresponding internal resistance safety threshold, it indicates that the battery supports emergency start-up. When the real-time DC internal resistance drops to the safety threshold that meets the start-up requirements, or when the temperature reaches the upper limit of temperature rise, the charging current is actively reduced to suppress overheating, avoid accelerating battery aging, and maintain basic energy replenishment.

[0073] For example, the first charging trickle current value is set to 0.05C, and the second charging trickle current value is set to 0.1C. The internal resistance safety threshold can be set based on the remaining lifespan value and is negatively correlated with the remaining lifespan value. For example, if the remaining lifespan value is ≥80%, the internal resistance safety threshold can be set to 1.15 times the nominal internal resistance; if the remaining lifespan value is ≤60% and the remaining lifespan value is <80%, the internal resistance safety threshold can be set to 1.25 times the nominal internal resistance; if the remaining lifespan value is <40%, the internal resistance safety threshold can be set to 1.35 times the nominal internal resistance; and if the remaining lifespan value is <40%, the internal resistance safety threshold can be set to 1.5 times the nominal internal resistance.

[0074] As a preferred technical solution, such as Figure 5 As shown, the intelligent management method for automotive emergency jump starters also includes the following steps: S4. If the real-time DC resistance of the battery is less than the corresponding internal resistance safety threshold, in response to the user-input trigger start command, charging is terminated and the battery switches to the high-current emergency start output mode.

[0075] S5: If the real-time surface temperature is within the safe temperature range and the battery's state of charge meets the minimum requirements for emergency start, charging will be terminated and the system will switch to high-current emergency start output mode to supply power to the vehicle starter in conjunction with the vehicle battery.

[0076] In summary, the intelligent management method for automotive emergency jump starters obtains the remaining battery life value and, based on the current ambient temperature, initial DC internal resistance, and remaining life value, determines the initial charging current amplitude and target temperature rise range. Using the vehicle battery's DC internal resistance and remaining life as core decision-making criteria, it deeply couples charging and energy replenishment with Joule heat release and temperature rise. Through dynamic adjustment of the charging current, it helps to ensure emergency starting speed while avoiding the accelerated aging of old batteries due to high current and high temperature, thus improving the efficiency and success rate of emergency starting with automotive emergency jump starters.

[0077] In one embodiment, such as Figure 6 As shown, obtaining the remaining lifetime value based on the second reference internal resistance specifically includes: S151: Obtain the battery's end-of-life internal resistance. Based on the end-of-life resistance, nominal internal resistance, and second reference internal resistance, obtain the relative degradation rate of internal resistance. Perform nonlinear processing on the relative degradation rate of internal resistance based on a preset aging power exponent to simulate the actual aging law of the battery. Obtain the original aging reference value based on the nonlinearly processed relative degradation rate of internal resistance.

[0078] Specifically, the nominal internal resistance serves as the benchmark starting point for internal resistance degradation, and the life-end resistance can be used as the basis for judging the end of the battery's life, generally being 1.8-2.0 times the nominal internal resistance. For example, the relative degradation rate of internal resistance = (second benchmark internal resistance - nominal internal resistance) / (life-end resistance - nominal internal resistance), with an effective range of [0,1].

[0079] The preset aging power exponent is used to nonlinearly process the relative degradation rate of internal resistance, simulating the actual aging process of batteries. The aging of lead-acid batteries is not a uniform linear process. In the early stages of their lifespan, internal resistance increases slowly, corresponding to a gradual capacity decay and a slow decrease in remaining life (SOH). Towards the end of their lifespan, large-area sulfation of the plates and rapid water loss in the electrolyte cause the internal resistance to rise at an accelerated rate; even a small increase in internal resistance corresponds to a sharp drop in remaining life (SOH). An aging power exponent greater than 1 allows for nonlinear processing of the relative degradation rate of internal resistance, effectively simulating this gradual aging characteristic of batteries. For ordinary automotive lead-acid batteries, an aging power exponent of 1.5 can be used, which reflects the nonlinear aging characteristics without excessively amplifying measurement errors.

[0080] For example, the original aging baseline value Where R is the relative degradation rate of internal resistance. This is the aging power exponent.

[0081] S152, determine whether the corrected open circuit voltage is greater than the preset open circuit voltage threshold. If so, obtain the remaining life value based on the original aging reference value. Otherwise, obtain the power depletion degree based on the corrected open circuit voltage and the open circuit voltage threshold, and obtain a power depletion correction factor that is negatively correlated with the power depletion degree. Correct the original aging reference value with the power depletion correction factor to obtain the remaining life value.

[0082] The open-circuit voltage threshold can be set to the starting voltage value when the state of charge (SOC) is 70%. When the corrected open-circuit voltage is greater than the preset open-circuit voltage threshold, it can be understood that the influence of SOC on internal resistance is relatively small, and the interference of SOC on internal resistance can be basically ignored. The actual aging degree of the battery can be directly characterized by internal resistance, that is, the change in internal resistance is mainly dominated by aging. The original aging baseline value can be directly defined as the remaining life value.

[0083] When a lead-acid battery is discharged, the decrease in electrolyte concentration leads to a temporary increase in internal resistance. This increase in internal resistance is reversible and not a sign of true aging. At this point, directly defining the original aging baseline value as the remaining lifespan value could misclassify a healthy but discharged battery as an aged battery. However, completely ignoring the impact of discharge could cause a large current surge to an aged and discharged, fragile battery. When the corrected open-circuit voltage is not greater than a preset open-circuit voltage threshold, the degree of discharge is obtained based on the corrected open-circuit voltage and the open-circuit voltage threshold. This degree of discharge can be specifically expressed as a relative voltage ratio, i.e.: (corrected open-circuit voltage - lower limit of open-circuit voltage) / (open-circuit voltage threshold - lower limit of open-circuit voltage).

[0084] It can be understood that the open-circuit voltage threshold is the dividing point between sufficient SOC and depletion, which corresponds to the open-circuit voltage when SOC≈70%, for example, it can be set to 12.3V; the open-circuit voltage lower limit is the boundary of severe depletion, which generally corresponds to the open-circuit voltage when SOC≈20%, for example, it can be set to 11.5V.

[0085] The discharge correction factor is expressed as: α + (1-α) × relative voltage ratio; this discharge correction factor changes linearly with the open-circuit voltage (OCV). The more severe the discharge, the smaller the discharge correction factor, the stronger the discount on the remaining lifespan value, and the more conservative the corresponding strategy. α is the maximum penalty lower limit, which can be set to 0.6, corresponding to the minimum value of the discharge correction factor when the discharge is most severe. This ensures that when the battery is severely discharged, the remaining lifespan value is defined as α times the original aging baseline value, rather than being directly judged as failure, thus preserving emergency charging capability as a fallback.

[0086] In other words, the power depletion correction factor linearly adjusts the penalty intensity according to the degree of power depletion, with α as the lower limit and 1 as the upper limit. Finally, the original aging baseline value is corrected by the power depletion correction factor to obtain the remaining lifespan value, specifically: Remaining lifespan value = Original aging baseline value × Power depletion correction factor.

[0087] In this way, the health status can be accurately estimated under unbalanced state of charge (SOC) to obtain a more accurate remaining lifetime value. It takes into account both the accuracy of aging assessment and the conservatism of strategy, and can provide a more accurate basis for charging and heat dissipation coordinated decision-making.

[0088] In one embodiment, the intelligent management method for automotive emergency jump start power according to the present invention further includes the following steps: The first step is to obtain the reference internal resistance reduction rate corresponding to the standard charging current under ideal operating conditions, the life correction coefficient characterizing the tolerance of battery aging degree to the required resistance reduction rate, the ambient temperature correction coefficient used to compensate for the influence of ambient temperature on heat dissipation power, and the internal resistance reduction progress factor characterizing the remaining progress of the current real-time DC internal resistance from the target DC internal resistance.

[0089] Specifically, the reference internal resistance decrease rate can be determined experimentally, that is, by conducting a room temperature charging experiment on a brand new battery and measuring its internal resistance decrease rate per minute using a standard charging current.

[0090] The lifespan correction factor is limited to the range of [0.2, 1.0], which characterizes the tolerance of the battery aging degree to the required rate of resistance reduction. This allows for a flexible protection logic where the more severe the battery aging, the more lenient the rate reduction requirement. Generally, the lifespan correction factor is positively correlated with the remaining lifespan value. The more severe the battery aging, the smaller the remaining lifespan value and the smaller the lifespan correction factor. This allows for a more lenient requirement for the rate of resistance reduction of older batteries, preventing damage to aging batteries due to excessive pursuit of rapid resistance reduction.

[0091] The ambient temperature correction factor is limited to the range of [0.6, 1.0] to compensate for the impact of ambient temperature on heat dissipation. The lower the ambient temperature, the greater the temperature difference between the battery and the outside environment, the faster the Joule heat dissipates during charging, and the slower the internal resistance decreases at the same current. Therefore, the ambient temperature correction factor is positively correlated with the ambient temperature value. For example, the ambient temperature correction factor can be set piecewise linearly to match the heat dissipation characteristics. When the ambient temperature is greater than 10℃, the ambient temperature correction factor is set to 1.0; when the ambient temperature is less than -10℃, the ambient temperature correction factor is set to 0.6; otherwise, when -10℃ ≤ ambient temperature ≤ 10℃, the ambient temperature correction factor changes linearly in the range of [0.6, 1.0].

[0092] The internal resistance reduction progress factor is expressed as: (current real-time DC internal resistance - target DC internal resistance) / (initial DC internal resistance at the start of charging - target DC internal resistance), which is limited to the range [0.2, 1.0]. This internal resistance reduction progress factor represents the remaining progress of the current internal resistance from the target value, and is used to implement an adaptive charging and discharging strategy that is aggressive in the early stage and gradual in the later stage: In the early stage of charging, the current real-time DC internal resistance ≈ initial DC internal resistance, the internal resistance reduction progress factor ≈ 1.0, the internal resistance reduction rate is the highest, and priority can be given to ensuring rapid temperature rise and resistance reduction to shorten the emergency waiting time; in the middle stage of charging, the current real-time DC internal resistance gradually decreases, and the internal resistance reduction progress factor decreases synchronously, and the rate requirement gradually decreases; in the later stage of charging, the current real-time DC internal resistance is close to the target value, and the internal resistance reduction progress factor is clamped at 0.2, which can retain the lowest judgment threshold and avoid measurement noise false triggering and current oscillation problems caused by the threshold approaching 0.

[0093] The second step is to obtain the threshold for the rate of decrease of internal resistance based on the reference rate of decrease of internal resistance, the lifetime correction factor, the ambient temperature correction factor, and the rate of decrease of internal resistance.

[0094] Specifically, the internal resistance decrease rate threshold can be between [0.05, 0.5] mΩ / min. It represents the minimum rate at which the system expects the internal resistance of the vehicle battery to decrease at the current moment. The larger the value, the higher the efficiency requirement for temperature rise and resistance reduction; the smaller the value, the more lenient the requirement. If the measured internal resistance decrease rate is greater than or equal to the internal resistance decrease rate threshold, it means that the heat dissipation effect of the current charging current meets the standard, and the current charging current can be maintained. If the measured internal resistance decrease rate is less than the internal resistance decrease rate threshold, it means that the Joule heat dissipation is insufficient and the internal resistance decreases too slowly. The charging current can be increased in stages to enhance the heat dissipation power until the corresponding maximum allowable charging current is reached. If the real-time DC internal resistance is less than the target DC internal resistance, it means that the internal resistance has met the start-up requirements. The judgment on whether the internal resistance decrease rate is qualified can be exited, and the current can be reduced to trickle state, that is, to maintain a normal charging level.

[0095] For example, the internal resistance decrease rate threshold = first adjustment coefficient × reference internal resistance decrease rate × life correction coefficient × ambient temperature correction coefficient × internal resistance decrease progress factor. The first adjustment coefficient can be adjusted empirically, and the default value is 1.0. The core function of this internal resistance decrease rate threshold is to dynamically calculate the minimum acceptable rate of internal resistance decrease at the current moment based on the battery aging degree, ambient temperature, and current internal resistance decrease progress, so as to serve as a criterion for judging whether the Joule heat dissipation heating effect is insufficient and whether the charging current needs to be increased.

[0096] The target DC internal resistance can be set as the internal resistance safety threshold. Traditional charging strategies typically set a fixed cutoff voltage or cutoff internal resistance. Here, by combining the target DC internal resistance with the internal resistance safety threshold, the internal resistance decrease rate threshold and the internal resistance safety threshold are bound together. This allows for the joint protection of the aging battery during the charging-heat dissipation process in two dimensions, thus forming a dual-layer protection mechanism.

[0097] An embodiment of the present invention also provides an intelligent management system for automotive emergency jump starters, used to implement the aforementioned intelligent management method for automotive emergency jump starters, such as... Figure 7 As shown, it includes a remaining lifespan acquisition module, a charging parameter acquisition module, and a charging current correction module.

[0098] The remaining lifespan acquisition module is used to acquire the initial DC internal resistance of the battery after the emergency power supply is connected to the battery, and to obtain the remaining lifespan value of the battery based on the initial DC internal resistance; the charging parameter acquisition module is used to collect the current ambient temperature, and to obtain the initial charging current amplitude and the target temperature rise range based on the current ambient temperature, the initial DC internal resistance, and the remaining lifespan value; the charging current correction module is used to collect the real-time DC internal resistance and real-time surface temperature of the battery during the charging process, and to correct the charging current in real time based on the real-time DC internal resistance and real-time surface temperature.

[0099] Specifically, such as Figure 8 As shown, the remaining lifetime acquisition module includes an open-circuit voltage acquisition unit, a state of charge acquisition unit, a correction coefficient acquisition unit, and a reference internal resistance acquisition unit.

[0100] The open-circuit voltage acquisition unit is used to collect the open-circuit voltage across the battery after the emergency power supply is connected to the battery and left to stand for a certain period of time until the terminal voltage stabilizes. At the same time, the ambient temperature is collected in real time, and the open-circuit voltage is corrected according to the ambient temperature to obtain the corrected open-circuit voltage. The state of charge acquisition unit is used to obtain the first mapping relationship between different states of charge and open-circuit voltage under standard temperature, and obtain the real-time state of charge according to the corrected open-circuit voltage and the first mapping relationship.

[0101] The correction coefficient acquisition unit is used to obtain the second mapping relationship between different states of charge and the reference internal resistance under standard operating conditions, and to obtain the reference internal resistance correction coefficient based on the real-time state of charge and the second mapping relationship. The reference internal resistance acquisition unit is used to obtain the initial DC internal resistance of the battery, correct the initial DC internal resistance based on the ambient temperature, obtain the first reference internal resistance under standard operating conditions, correct the first reference internal resistance based on the reference internal resistance correction coefficient, obtain the second reference internal resistance, and obtain the remaining life value based on the second reference internal resistance.

[0102] During battery aging, plate sulfation and electrolyte water loss lead to a monotonically increasing internal resistance. Since internal resistance and remaining capacity (lifespan) are strongly negatively correlated, an internal resistance-lifespan mapping model can be constructed based on the aging characteristics of lead-acid batteries. Specifically, obtaining the remaining lifespan value based on the second benchmark internal resistance includes: first, the nominal internal resistance of a brand-new battery of the same model at standard temperature and under full charge; and second, the internal resistance at the end of its lifespan when the battery capacity decays to a certain percentage, such as below 50% of the rated value. This is recorded as the lifespan termination internal resistance. An internal resistance-lifespan mapping model is constructed based on the second benchmark internal resistance, the nominal internal resistance, the lifespan termination internal resistance, and the remaining lifespan value. The remaining lifespan value is then obtained based on this model.

[0103] The remaining lifetime value is limited to 0%-100%. For example, the remaining lifetime value = (1 - (second reference internal resistance - nominal internal resistance) / (life end internal resistance - nominal internal resistance)) × 100%.

[0104] like Figure 9 As shown, the charging current correction module includes a descent rate acquisition unit and a charging current adjustment unit.

[0105] The rate of decrease acquisition unit is used to collect the real-time DC internal resistance and real-time surface temperature of the battery, and obtain the rate of decrease of internal resistance based on the real-time DC internal resistance. The charging current adjustment unit is used to preset a third mapping relationship between different remaining lifespans and internal resistance decrease rate thresholds. Based on the third mapping relationship, it determines whether the rate of decrease of internal resistance is less than the corresponding internal resistance decrease rate threshold. If the internal resistance decrease threshold is less than the corresponding internal resistance decrease rate threshold and the real-time charging current is less than the maximum allowable charging current, the real-time charging current is gradually increased. It also determines whether the real-time surface temperature is greater than the maximum allowable operating temperature. If so, the real-time charging current is reduced to the first charging trickle value. Finally, it determines whether the real-time DC internal resistance is less than the corresponding internal resistance safety threshold. If so, the real-time charging current is reduced to the second charging trickle value.

[0106] Among them, the internal resistance safety threshold is negatively correlated with the remaining life value. When the real-time DC internal resistance is less than the corresponding internal resistance safety threshold, it means that the battery supports emergency start.

[0107] Specifically, during the charging process, the real-time DC internal resistance and real-time surface temperature of the vehicle battery are collected at fixed intervals. The charging current is dynamically adjusted based on the real-time DC internal resistance and real-time surface temperature: when the rate of decrease of the real-time internal resistance is lower than the preset threshold for the corresponding remaining lifespan, the charging current is increased in stages to enhance the heat dissipation and temperature rise effect; when the real-time internal resistance drops to the safety threshold for the corresponding remaining lifespan level, or the real-time surface temperature reaches the upper limit of temperature rise, the charging current is reduced to suppress overheating and avoid accelerating battery aging.

[0108] For real-time DC internal resistance, the charging current step method can be used to achieve online detection of the internal resistance. Specifically, the real-time DC internal resistance is determined by the steady-state difference ΔU between the battery terminal voltage before and after the current step and the step increase ΔI of the current charging current within 10ms, which is calculated as ΔU / ΔI. Multiple moving average filtering is then used to process the real-time DC internal resistance to obtain the final real-time DC internal resistance, thereby eliminating bus ripple interference and ensuring measurement stability.

[0109] The charging current is increased in stages based on the rate of decrease of the real-time DC internal resistance. If the rate of decrease of the internal resistance is slower than the expected value corresponding to the remaining lifetime value, it indicates that the current Joule heat dissipation power is insufficient and the temperature rise is too slow. The charging current can be increased in stages to enhance heat dissipation until the maximum allowable charging current corresponding to the remaining lifetime value is reached.

[0110] In summary, the intelligent management system for automotive emergency jump starters obtains the remaining battery life and, based on the current ambient temperature, initial DC internal resistance, and remaining life, determines the initial charging current amplitude and target temperature rise range. Using the vehicle battery's DC internal resistance and remaining life as core decision-making criteria, it deeply couples charging and energy replenishment with Joule heat release and temperature rise. Through dynamic adjustment of the charging current, it helps to ensure emergency starting speed while avoiding the accelerated aging of old batteries due to high current and high temperature, thus improving the efficiency and success rate of emergency starting.

[0111] An embodiment of the present invention also provides an intelligent management device for automotive emergency jump starters, comprising: a controller; and a memory storing executable instructions; wherein the executable instructions can run on the controller to implement the intelligent management method for automotive emergency jump starters.

[0112] The technical features of the embodiments described can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0113] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A method for intelligent management of automotive emergency jump starters, characterized in that, The steps include the following: S1. After the emergency power supply is connected to the battery, obtain the initial DC internal resistance of the battery, and obtain the remaining life value of the battery based on the initial DC internal resistance. S2, collect the current ambient temperature, and obtain the initial charging current amplitude and target temperature rise range based on the current ambient temperature, initial DC internal resistance and remaining lifetime value; S3: During the charging process, the real-time DC internal resistance and real-time surface temperature of the battery are collected, and the charging current is adjusted in real time based on the real-time DC internal resistance and real-time surface temperature.

2. The intelligent management method for automotive emergency jump starters as described in claim 1, characterized in that, Step S1 specifically includes the following: S11: After the emergency power supply is connected to the battery, it is left to stand for a certain period of time until the terminal voltage stabilizes. The open-circuit voltage at both ends of the battery is then collected. At the same time, the ambient temperature is collected in real time. The open-circuit voltage is corrected according to the ambient temperature to obtain the corrected open-circuit voltage. S12, obtain the first mapping relationship between different states of charge and open circuit voltage at standard temperature, and obtain the real-time state of charge based on the corrected open circuit voltage and the first mapping relationship. S13, obtain the initial DC internal resistance of the battery, correct the initial DC internal resistance according to the ambient temperature, and obtain the first reference internal resistance under standard operating conditions. S14, obtain the second mapping relationship between different states of charge and the reference internal resistance under standard operating conditions, and obtain the reference internal resistance correction coefficient based on the real-time state of charge and the second mapping relationship. S15, correct the first reference internal resistance according to the reference internal resistance correction coefficient, obtain the second reference internal resistance, and obtain the remaining lifetime value according to the second reference internal resistance.

3. The intelligent management method for automotive emergency jump starters as described in claim 2, characterized in that, Step S2 specifically includes: S21, determine whether the current ambient temperature is less than the preset trigger temperature threshold and whether the second reference internal resistance is greater than the preset trigger reference internal resistance. If both are true, execute steps S22 and S23. S22, obtain the initial surface temperature of the battery, obtain the maximum allowable operating temperature and the maximum allowable charging current based on the remaining life value, and obtain the upper limit and lower limit of temperature rise based on the maximum allowable operating temperature and the initial surface temperature. S23, obtain the nominal internal resistance of the new battery, obtain the internal resistance ratio between the second reference internal resistance and the nominal internal resistance, and obtain the initial current adjustment coefficient that is positively correlated with the internal resistance ratio. Based on the initial current adjustment coefficient and the maximum allowable charging current, obtain the initial charging current amplitude.

4. The intelligent management method for automotive emergency jump starters as described in claim 3, characterized in that, During the charging process, step S3 specifically includes: S31 collects the real-time DC internal resistance and real-time surface temperature of the battery, and obtains the rate of decrease of internal resistance based on the real-time DC internal resistance. S32, preset a third mapping relationship between different remaining lifespans and internal resistance decrease rate thresholds, based on the third mapping relationship, determine whether the internal resistance decrease rate is less than the corresponding internal resistance decrease rate threshold, if the internal resistance decrease threshold is less than the corresponding internal resistance decrease rate threshold and the real-time charging current is less than the maximum allowable charging current, gradually increase the real-time charging current. S33, determine whether the real-time surface temperature is greater than the maximum allowable operating temperature. If so, reduce the real-time charging current to the first charging trickle value. S34, determine whether the real-time DC internal resistance is less than the corresponding internal resistance safety threshold. If so, reduce the real-time charging current to the second charging trickle value. Among them, the internal resistance safety threshold is negatively correlated with the remaining life value. When the real-time DC internal resistance is less than the corresponding internal resistance safety threshold, it means that the battery supports emergency start.

5. The intelligent management method for automotive emergency jump starters as described in claim 4, characterized in that, It also includes the following steps: If the real-time DC resistance of the battery is less than the corresponding internal resistance safety threshold, in response to the user's input trigger start command, charging will be terminated and the battery will be switched to the high current emergency start output mode. If the real-time surface temperature is within the safe temperature range and the battery's state of charge meets the minimum requirements for emergency start, charging will be terminated and the system will switch to high-current emergency start output mode.

6. The intelligent management method for automotive emergency jump starters as described in claim 5, characterized in that, The specific steps for obtaining the remaining lifetime value based on the second reference internal resistance include: The battery's end-of-life internal resistance is obtained. Based on the end-of-life resistance, nominal internal resistance, and second reference internal resistance, the relative degradation rate of internal resistance is obtained. The relative degradation rate of internal resistance is nonlinearly processed based on a preset aging power exponent to simulate the actual aging law of the battery. The original aging reference value is obtained based on the nonlinearly processed relative degradation rate of internal resistance. Determine whether the corrected open-circuit voltage is greater than the preset open-circuit voltage threshold. If so, obtain the remaining lifespan value based on the original aging baseline value. Otherwise, obtain the degree of power depletion based on the corrected open-circuit voltage and the open-circuit voltage threshold, and obtain a power depletion correction factor that is negatively correlated with the degree of power depletion. Use the power depletion correction factor to correct the original aging baseline value and obtain the remaining lifespan value.

7. An intelligent management system for automotive emergency jump starters, used to implement the intelligent management method for automotive emergency jump starters as described in any one of claims 1-6, characterized in that, include: The remaining life acquisition module is used to acquire the initial DC internal resistance of the battery after the emergency power supply is connected to the battery, and to acquire the remaining life value of the battery based on the initial DC internal resistance. The charging parameter acquisition module is used to collect the current ambient temperature, and obtain the initial charging current amplitude and target temperature rise range based on the current ambient temperature, initial DC internal resistance and remaining life value. The charging current correction module is used to collect the real-time DC internal resistance and real-time surface temperature of the battery during the charging process, and to correct the charging current in real time based on the real-time DC internal resistance and real-time surface temperature.

8. The intelligent management system for automotive emergency jump starters as described in claim 7, characterized in that, The remaining lifetime acquisition module includes: The open-circuit voltage acquisition unit is used to collect the open-circuit voltage across the battery after the emergency power supply is connected to the battery and left to stand for a certain period of time until the terminal voltage stabilizes. At the same time, the ambient temperature is collected in real time, and the open-circuit voltage is corrected according to the ambient temperature to obtain the corrected open-circuit voltage. The state of charge acquisition unit is used to acquire the first mapping relationship between different states of charge and open-circuit voltage at standard temperature, and to acquire the real-time state of charge based on the corrected open-circuit voltage and the first mapping relationship. The correction coefficient acquisition unit is used to obtain the second mapping relationship between different states of charge and the reference internal resistance under standard operating conditions, and to obtain the reference internal resistance correction coefficient based on the real-time state of charge and the second mapping relationship. The reference internal resistance acquisition unit is used to acquire the initial DC internal resistance of the battery, correct the initial DC internal resistance according to the ambient temperature, acquire the first reference internal resistance under standard operating conditions, correct the first reference internal resistance according to the reference internal resistance correction coefficient, acquire the second reference internal resistance, and acquire the remaining life value based on the second reference internal resistance.

9. The intelligent management system for automotive emergency jump starters as described in claim 8, characterized in that, The charging current correction module includes: The rate of decrease is acquired by the battery, which collects the real-time DC internal resistance and real-time surface temperature, and obtains the rate of decrease of internal resistance based on the real-time DC internal resistance. The charging current adjustment unit is used to preset a third mapping relationship between different remaining lifespan and internal resistance decrease rate thresholds. Based on the third mapping relationship, it determines whether the internal resistance decrease rate is less than the corresponding internal resistance decrease rate threshold. If the internal resistance decrease threshold is less than the corresponding internal resistance decrease rate threshold and the real-time charging current is less than the maximum allowable charging current, the real-time charging current is gradually increased. It also determines whether the real-time surface temperature is greater than the maximum allowable operating temperature. If so, the real-time charging current is reduced to the first charging trickle value. Finally, it determines whether the real-time DC internal resistance is less than the corresponding internal resistance safety threshold. If so, the real-time charging current is reduced to the second charging trickle value. Among them, the internal resistance safety threshold is negatively correlated with the remaining life value. When the real-time DC internal resistance is less than the corresponding internal resistance safety threshold, it means that the battery supports emergency start.

10. An intelligent management device for automotive emergency jump starters, characterized in that, The intelligent management device for automotive emergency jump starters includes: Controller; Memory, which stores executable instructions; The executable instructions can run on the controller and implement the intelligent management method for automotive emergency start-up power as described in any one of claims 1 to 6.

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