Method, system, vehicle and device for maintaining a vehicle traction battery

Abstract

The embodiment of the present application relates to the technical field of battery, and discloses a kind of maintenance method, system, vehicle and equipment of vehicle power battery, method includes: when the vehicle is in the sleep length of stationary hibernation state reaches preset sleep length, trigger vehicle wake-up operation to wake up vehicle controller;Obtain the silence duration after the last charge-discharge activation of battery;When silence duration reaches preset silence threshold, detect the current state of charge SOC of battery;When SOC is higher than or equal to preset SOC threshold, control inverter power tube alternate conduction, so that power battery generates alternating oscillation current, and carries out charge-discharge activation to power battery.Thereby, the centralized maintenance needs of large quantities of inventory vehicles of vehicle manufacturer can be met, and no need to rely on special equipment, and reduce labor cost.

Description

Technical Field

[0001] This application relates to the field of battery technology, and more particularly to the field of battery maintenance technology, specifically to a method, system, vehicle, and equipment for maintaining a vehicle power battery. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the health and lifespan of power batteries, as the core energy storage component of electric vehicles, directly determine the overall vehicle performance and safety. Throughout the entire lifecycle of an electric vehicle, from production and warehousing to end-user use, there are often long periods of time spent idle and unused. Especially at the vehicle manufacturer and dealership levels, vehicles often undergo storage periods of several weeks or even months from production completion to final sales delivery. When power batteries are left idle for extended periods without charging or discharging activity, they are highly susceptible to problems such as capacity decay, increased internal resistance, and passivation of active materials, severely impacting battery performance upon leaving the factory and the initial user experience.

[0003] In related technologies, the main way to delay the degradation of power batteries during static storage is through regular charge-discharge maintenance and activation operations. However, most battery maintenance methods in these technologies rely on specialized charge-discharge equipment and require on-site operation by professional personnel. They cannot achieve unmanned automated execution, making it difficult to meet the centralized maintenance needs of OEMs with large inventories of vehicles. Furthermore, the reliance on specialized equipment results in high hardware costs. Summary of the Invention

[0004] This application provides a method, system, vehicle, and equipment for maintaining a vehicle's power battery, to at least solve the technical problems of existing battery maintenance methods being unable to meet the centralized maintenance needs of OEMs' large-volume inventory of vehicles, and the high hardware costs resulting from reliance on specialized equipment. The technical solution of this application is as follows: In a first aspect, this application provides a method for maintaining a vehicle power battery. The method includes: triggering a vehicle wake-up operation to wake up the vehicle controller when the vehicle is in a dormant state for a set period of time; obtaining the dormant time of the power battery; wherein the dormant time is used to reflect the continuous dormant time during which the battery has not undergone effective charging and discharging; detecting the current state of charge (SOC) of the power battery when the dormant time reaches a preset dormant threshold; and controlling the inverter power transistors to alternately conduct when the SOC is higher than or equal to the preset SOC threshold, so that the power battery generates an alternating oscillating current to charge and discharge the power battery.

[0005] Based on the aforementioned technical means, this application utilizes a two-tiered determination mechanism of sleep / wake-up and silent duration to ensure that maintenance operations are triggered only after the vehicle has been truly idle for an extended period and the power battery has not undergone charging or discharging activity for a long time. This precisely determines the maintenance timing while avoiding the additional power consumption caused by frequent wake-ups. Furthermore, by presetting a SOC threshold, it ensures that high-frequency oscillating charging and discharging is only performed when the power battery is sufficiently charged, avoiding the risk of damage to the power battery from high-current operations at low battery levels and improving the maintenance efficiency and safety of the power battery in long-term idle scenarios. Building upon this, by reusing the vehicle's existing electric drive inverter to generate alternating oscillating current to activate the power battery through charging and discharging, no additional dedicated maintenance equipment is required, thereby reducing labor and hardware costs.

[0006] In one possible implementation, the method further includes: when the silence duration is less than a preset silence threshold, controlling the vehicle to return to a static sleep state; until the silence duration reaches the preset silence threshold, triggering a vehicle wake-up operation to wake up the vehicle controller in order to detect the current state of charge (SOC) of the power battery.

[0007] Based on the aforementioned technical means, this application can control the vehicle to return to sleep mode when the silence duration has not reached a threshold. The SOC detection and subsequent activation process only proceeds after the silence duration meets the condition, reducing the additional power consumption of the low-voltage battery caused by invalid detection after waking up. Simultaneously, the timing module continuously accumulates time after resuming sleep mode until the condition is met before triggering the next operation. This avoids energy waste caused by repeated maintenance and ensures that maintenance is not interrupted by resuming sleep mode in the middle.

[0008] In one possible implementation, when the silence duration is less than a preset silence threshold, the method further includes: calculating the difference between the preset silence threshold and the silence duration; and, if the duration after the vehicle returns to a static dormant state reaches the difference, activating the power battery by charging and discharging.

[0009] Based on the aforementioned technical means, this application can further calculate the difference between the preset silence threshold and the silence duration when the silence duration has not reached the threshold. If the silence duration after restoring reaches the difference, the application can then determine whether to reactivate the power battery by charging or discharging. This avoids frequent power consumption during maintenance-free periods and ensures timely response when maintenance is imminent, preventing the optimal power battery maintenance time from being missed due to an excessively long preset sleep duration.

[0010] In one possible implementation, controlling the inverter power transistors to alternately conduct includes: sending a start command to the power control unit to wake up the inverter drive module, controlling the three-phase upper and lower bridge arm power transistors inside the inverter to alternately conduct and turn off at a preset frequency, and causing the power battery to output alternating current by switching the direction of the electric drive bus current. The current switches back and forth between positive and negative directions to form an oscillating charging and discharging of the power battery.

[0011] Based on the aforementioned technical means, this application can achieve oscillating charging and discharging of the power battery by switching the current direction of the electric drive bus to output alternating current. This continuously disturbs the electrolyte and electrode active materials inside the power battery as the current direction changes, effectively eliminating the passivation layer formed by long-term static storage, reducing concentration polarization, and balancing the internal ion concentration distribution. Compared to maintenance strategies that simply increase the charge capacity, this approach fundamentally restores the active state of the power battery. Furthermore, this high-frequency oscillation process is entirely based on the switching action of the power transistors in the vehicle's existing inverter, eliminating the need for additional dedicated oscillation devices or external excitation equipment. This reduces maintenance costs and implementation difficulty, making it suitable for centralized maintenance of large-scale inventory vehicles and independent maintenance of idle vehicles by users.

[0012] In one possible implementation, during the process of controlling the alternating conduction of the inverter power transistors, the method further includes: acquiring the voltage of each individual cell of the power battery pack, and stopping the charging and discharging activation when any individual cell voltage exceeds a preset safety range; and / or acquiring the temperature of the power battery pack and / or the temperature of the electric drive component, and stopping the charging and discharging activation when the temperature of the power battery pack exceeds a first preset threshold or the temperature of the electric drive component exceeds a second preset threshold; and / or stopping the charging and discharging activation when the duration of a single charging and discharging activation reaches a preset duration threshold.

[0013] Based on the above technical means, this application can simultaneously collect the cell voltage, the temperature of the power battery pack and the electric drive component, and the activation duration during the high-frequency oscillation charging and discharging process, and preset the safety range, temperature threshold and duration upper limit to avoid irreversible damage caused by cell overvoltage or undervoltage, local overheating or excessive oscillation time, thereby improving the safety and reliability of high-frequency activation operation in long-term static scenarios.

[0014] In one possible implementation, after triggering the vehicle wake-up operation, the method further includes: obtaining the temperature information of the vehicle's environment; and adjusting the preset sleep duration and / or preset silence threshold according to the temperature compensation coefficient corresponding to the current temperature.

[0015] Based on the aforementioned technical means, this application can adaptively adjust the preset sleep duration and / or preset silent threshold using a temperature compensation coefficient corresponding to the vehicle's ambient temperature. This avoids delays in maintenance due to excessively long detection intervals in high-temperature environments, as well as unnecessary wake-ups in low-temperature environments. By incorporating temperature factors into the adaptive adjustment of maintenance parameters, the wake-up rhythm and judgment criteria dynamically change with the actual thermal environment. Compared to a fixed execution method with uniform fixed values ​​in different seasons or regions, this improves the environmental adaptability and energy economy of the power battery maintenance strategy.

[0016] In one possible implementation, the method further includes determining that the vehicle is in a static hibernation state when the vehicle meets the conditions of no charging connection, no high voltage power-on, and no fault alarm.

[0017] Based on the aforementioned technical means, this application can determine that the vehicle is in a static dormant state by simultaneously satisfying the conditions of no charging connection, no high-voltage power-on, and no fault alarm. This allows the timing of the static duration to begin when the vehicle is truly unused, without energy interaction, and without any abnormalities. This avoids deviations in the timing starting point caused by factors such as temporary parking, unplugged charging plugs, or incomplete power-off of the high-voltage system, effectively preventing additional consumption of the low-voltage power battery due to invalid wake-up.

[0018] In one possible implementation, the method further includes: when the SOC is lower than a preset SOC threshold and the vehicle is an unregistered inventory vehicle, sending the vehicle identification code and the current SOC to the backend monitoring platform, so that the backend monitoring platform generates a charging warning work order and pushes it to the management personnel terminal.

[0019] Based on the aforementioned technical means, this application can proactively send the vehicle identification number (VIN) and current SOC to the backend monitoring platform when the SOC is low and the vehicle is a stock vehicle. This allows the platform to directly generate a charging warning work order and push it to the management personnel's terminal. This consolidates the power battery status information from the dispersed vehicle terminals to the centralized management terminal, enabling management personnel to remotely ascertain the charging needs of each stock vehicle without having to inspect each one individually. Compared to manual inspection, this improves the management efficiency of batch maintenance of stock vehicles and reduces the risk of deep battery depletion due to undetected low battery levels.

[0020] In one possible implementation, the method further includes: when the SOC is lower than a preset SOC threshold and the vehicle is bound to a user terminal, outputting a charging prompt message to the user terminal.

[0021] Based on the aforementioned technical means, this application can proactively push charging reminder information to the user terminal when the SOC is below a preset threshold and the vehicle is bound to a user terminal. This allows the user to remotely know the power battery status and charging needs without entering the vehicle or connecting diagnostic equipment, thus avoiding deep battery depletion due to failure to detect low charge during long-term parking.

[0022] Secondly, this application provides a vehicle power battery maintenance system, comprising: a vehicle wake-up device, a vehicle controller, a power battery, and an inverter power transistor; the vehicle wake-up device is configured to: trigger a vehicle wake-up operation to wake up the vehicle controller when the vehicle is in a dormant state for a preset dormant duration; the vehicle controller is configured to: acquire the dormant duration of the power battery; wherein the dormant duration reflects the continuous dormant time during which the battery has not undergone effective charging and discharging; when the dormant duration reaches a preset dormant threshold, detect the current state of charge (SOC) of the power battery; when the SOC is higher than or equal to the preset SOC threshold, control the inverter power transistor to alternately conduct, causing the power battery to generate an alternating oscillating current to charge and discharge the power battery for activation.

[0023] In one possible implementation, the vehicle controller is also configured to: control the vehicle to return to a dormant state when the silence duration is less than a preset silence threshold; until the silence duration reaches the preset silence threshold, trigger a vehicle wake-up operation to wake up the vehicle controller in order to detect the current state of charge (SOC) of the power battery.

[0024] In one possible implementation, when the silence duration is less than a preset silence threshold, the vehicle controller is further configured to: calculate the difference between the preset silence threshold and the silence duration; and activate the power battery by charging and discharging when the silence duration after the vehicle returns to a static sleep state reaches the difference.

[0025] In one possible implementation, the vehicle controller is also configured to send a start command to the power control unit to wake up the inverter drive module, control the three-phase upper and lower bridge arm power transistors inside the inverter to alternately turn on and off at a preset frequency, and make the power battery output alternating current by switching the direction of the electric drive bus current. The current switches back and forth between the positive and negative directions to form an oscillating charging and discharging of the power battery.

[0026] In one possible implementation, during the process of controlling the alternating conduction of the inverter power transistors, the vehicle controller is further configured to: collect the voltage of each individual cell in the power battery pack, and stop charging and discharging activation when any individual cell voltage exceeds a preset safety range; and / or collect the temperature of the power battery pack and / or the temperature of the electric drive components, and stop charging and discharging activation when the temperature of the power battery pack exceeds a first preset threshold or the temperature of the electric drive components exceeds a second preset threshold; and / or stop charging and discharging activation when the duration of a single charging and discharging activation reaches a preset duration threshold.

[0027] In one possible implementation, after triggering the vehicle wake-up operation, the vehicle controller is further configured to: acquire the temperature information of the vehicle's environment; and adjust the preset sleep duration and / or preset silence threshold according to the temperature compensation coefficient corresponding to the current temperature.

[0028] In one possible implementation, the vehicle wake-up device is also configured to determine that the vehicle is in a static sleep state when the vehicle meets the conditions of no charging connection, no high voltage power-on, and no fault alarm.

[0029] In one possible implementation, the vehicle controller is also configured to send the vehicle identification code and the current SOC to the backend monitoring platform when the SOC is lower than a preset SOC threshold and the vehicle is an unbound user's inventory vehicle, so that the backend monitoring platform generates a charging warning work order and pushes it to the management personnel terminal.

[0030] In one possible implementation, the vehicle controller is also configured to output a charging reminder message to the user terminal when the SOC is lower than a preset SOC threshold and the vehicle is already bound to a user terminal.

[0031] Thirdly, this application provides a vehicle including a vehicle power battery maintenance system as described in any of the second aspects.

[0032] Fourthly, this application provides an electronic device including a processor and a memory, the processor being connected to the memory, the memory storing computer instructions, which, when executed on the electronic device, cause the electronic device to perform the method as described in the first aspect.

[0033] Fifthly, this application provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the methods described in the first aspect and any of their possible implementations.

[0034] Sixthly, this application provides a computer program product including computer instructions that, when executed on an electronic device, cause the electronic device to perform the method described in the first aspect and any possible implementation thereof.

[0035] It should be noted that the technical effects of any of the implementation methods in aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0036] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0038] Figure 1This is a schematic diagram illustrating the structure of a vehicle power battery maintenance system according to an exemplary embodiment; Figure 2 This is a schematic flowchart illustrating a method for maintaining a vehicle power battery according to an exemplary embodiment; Figure 3 This is a schematic diagram illustrating a maintenance process for a vehicle power battery according to an exemplary embodiment; Figure 4 This is a schematic diagram of an electronic device according to an exemplary embodiment. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0040] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0041] The embodiments of this application are described below with reference to the accompanying drawings.

[0042] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

[0043] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after connection. "Rotary connection" refers to a connection where the two parts can rotate relative to each other after connection. "Sliding connection" refers to a connection where the two parts can slide relative to each other after connection.

[0044] In the embodiments of this application, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0045] The embodiments of this application are described below with reference to the accompanying drawings.

[0046] The vehicle power battery maintenance method provided in this application embodiment can be applied to... Figure 1 The vehicle's power battery maintenance system is shown. Please refer to [link / reference]. Figure 1 The vehicle power battery maintenance system includes a vehicle wake-up device 101 and a vehicle controller 102. The vehicle wake-up device 101 and the vehicle controller 102 can communicate via an in-vehicle network (such as a Controller Area Network (CAN) bus, a Local Interconnect Network (LIN) bus, or an Ethernet), and this application embodiment does not limit this.

[0047] In one possible implementation, the vehicle's power battery maintenance system can be deployed on the data acquisition vehicle. The data acquisition vehicle in this embodiment can also be referred to as a vehicle, mobile carrier, electric vehicle (EV), hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), fuel cell vehicle (FCV), autonomous vehicle, intelligent and connected vehicle (ICV), driverless vehicle, etc.

[0048] In this application, the vehicle can be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, police car, etc.), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various special-purpose vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose specific limitations in this regard.

[0049] It should be understood that the specific implementation of the vehicle wake-up device 101 in this application embodiment is not limited. The vehicle wake-up device 101 includes a telematics box (T-BOX), an onboard timer module, and a timed wake-up unit in the smart key. The vehicle wake-up device 101 maintains low-power timing when the vehicle is in a static sleep state. When the timing reaches a preset sleep duration, it actively outputs a wake-up signal to switch the vehicle controller 102 from sleep mode to working mode.

[0050] In some embodiments, because the T-BOX has a built-in independent real-time clock module and the ability to communicate with the backend monitoring platform and user terminal, it can maintain timing accuracy in a completely dormant vehicle state and synchronously report vehicle status information after being woken up. This makes it suitable for scenarios such as centralized management of OEM inventory vehicles and remote monitoring of idle user vehicles. Furthermore, the T-BOX can utilize the vehicle communication network to push maintenance requests to the backend or user terminal, offering stronger remote interaction capabilities and scenario adaptability compared to solutions that solely rely on vehicle timers or smart keys. Therefore, as a feasible implementation method, to better meet the needs of unmanned automatic maintenance of inventory and idle vehicles, the vehicle wake-up device 101 is a T-BOX.

[0051] For example, when the vehicle wake-up device 101 is a T-BOX, the T-BOX integrates a real-time clock module. This real-time clock module is continuously powered by the vehicle's low-voltage power battery 103 after the vehicle is powered off and enters sleep mode, maintaining independent timekeeping. The T-BOX can be a remote information processing box with 4G / 5G cellular communication capabilities, or it can be an intelligent connected terminal integrating vehicle-to-everything (V2X) communication capabilities. This application embodiment does not limit this.

[0052] In this embodiment, when the vehicle controller 102 is in a dormant state for a preset duration, it triggers a vehicle wake-up operation to wake up the vehicle controller 102. After being woken up, the vehicle controller 102 can obtain the dormant duration of the power battery 103 since its last charge / discharge activation. When the dormant duration reaches a preset dormant threshold, the current state of charge (SOC) of the power battery 103 is detected. Furthermore, when the SOC is higher than or equal to the preset SOC threshold, the inverter power transistors 104 are controlled to alternately conduct, causing the power battery 103 to generate an alternating oscillating current for charge / discharge activation.

[0053] It should be pointed out that, Figure 1 The structure shown does not constitute a limitation on the maintenance system for the vehicle's power battery. The maintenance system for the vehicle's power battery may include fewer or more components than shown, or combine certain components, or have different component arrangements. This application embodiment does not impose any limitations in this regard.

[0054] The vehicle power battery maintenance method provided in this application embodiment can be applied to... Figure 1 The vehicle power battery maintenance system shown can also be applied to other electronic devices, and this application embodiment does not limit this application. For ease of description, this application embodiment uses a vehicle power battery maintenance method applied to... Figure 1 The maintenance system of the vehicle's power battery shown is used as an example for explanation.

[0055] For ease of understanding, the following detailed description of the vehicle power battery maintenance system provided in this application is provided in conjunction with the accompanying drawings.

[0056] Figure 2 This is a flowchart illustrating a method for maintaining a vehicle power battery according to an exemplary embodiment, such as... Figure 2 As shown, the maintenance method for the vehicle's power battery includes the following steps: S201. When the vehicle is in a static sleep state for a period of time that reaches a preset sleep duration, the vehicle wake-up device triggers a vehicle wake-up operation to wake up the vehicle controller.

[0057] In one possible implementation, after the vehicle is powered down, each electronic control unit enters a deep sleep mode to reduce static power consumption. At this time, the real-time clock module integrated within the vehicle wake-up device (e.g., T-BOX) acts as the timing core, maintaining low-power timing. This real-time clock module is continuously powered by the vehicle's low-voltage battery after the vehicle is in sleep mode to maintain independent timing functionality. The vehicle wake-up device executes timing according to a preset sleep duration. When the accumulated timing of the real-time clock module in the vehicle wake-up device reaches the preset sleep duration, the vehicle wake-up device actively sends a wake-up signal to the vehicle controller. This wake-up signal can be sent via an in-vehicle network (such as a CAN bus) in a specific message format. Upon receiving the wake-up signal, the vehicle controller sequentially completes the power-on initialization of each internal submodule, including the initialization of the Vehicle Control Unit (VCU), Battery Management System (BMS), Integrated Power Unit (IPU), and the vehicle communication network, enabling the vehicle to switch from deep sleep mode to short-term operating mode.

[0058] Optionally, the preset hibernation period can be flexibly set according to the type of power battery, the storage environment temperature, and the vehicle manufacturer's maintenance standards. For example, the preset hibernation period can be set to 15 to 30 days. This application does not impose specific limitations on this.

[0059] Understandably, to avoid false wake-ups and frequent power-ups leading to low-voltage battery depletion, this application embodiment sets strict wake-up trigger conditions. As a feasible implementation method, the real-time clock module of the vehicle wake-up device can only effectively time and trigger wake-up when the vehicle is in a state of no charging connection, no high-voltage power-up, and no fault alarm. If any event such as high-voltage power-up or charging connection occurs within the time period, the timer module of the vehicle wake-up device automatically resets to zero and restarts the timer, ensuring that maintenance operations are only performed when the vehicle is truly idle for a long period of time, avoiding unnecessary wake-up operations triggered by normal user use of the vehicle.

[0060] In one possible implementation, when the vehicle wake-up device is a T-BOX, the T-BOX, while waking up the vehicle controller, can report information such as the Vehicle Identification Number (VIN), the current timestamp, and the wake-up reason (such as "scheduled maintenance wake-up") to the back-end monitoring platform via a cellular network. In this way, the back-end monitoring platform can monitor the wake-up records and maintenance progress of each inventory vehicle in real time, enabling the OEM to centrally monitor and manage a large number of inventory vehicles.

[0061] S202, The vehicle controller obtains the quiet duration of the power battery.

[0062] Among them, the quiet time is used to reflect the continuous resting time during which the battery has not undergone effective charging and discharging.

[0063] In one possible implementation, after the vehicle controller completes wake-up initialization and each submodule enters a stable operating state, the vehicle controller can obtain the quiet duration of the power battery since its last charge-discharge activation through the BMS. For example, the BMS internally stores historical operating data of the power battery, focusing on recording the timestamp of the last effective charge-discharge current. The BMS can calculate the difference between this timestamp and the current wake-up time to obtain the quiet duration of the power battery since its last effective charge-discharge activity.

[0064] Alternatively, the vehicle controller itself can be configured with a historical data storage module. After each charge / discharge activation operation, the vehicle controller actively records the timestamp of the activation completion and stores it in its non-volatile memory. When the vehicle controller is woken up, it can directly read the previously stored activation completion timestamp and calculate the difference between it and the current wake-up time to obtain the quiet period of the power battery since the last charge / discharge activation. By storing historical data within the vehicle controller itself, communication with the BMS can be reduced, the initialization time after wake-up can be shortened, and system complexity can be reduced.

[0065] It is understood that effective charge / discharge current refers to a charge / discharge current with a certain amplitude and duration, excluding minor current fluctuations caused by self-discharge of the power battery management system or sensor measurement noise. For example, the amplitude threshold of the effective charge / discharge current can be set to 0.5% of the rated capacity of the power battery (e.g., 0.5A for a 100Ah power battery), and the duration threshold can be set to 10 seconds. Only when the current amplitude exceeds this threshold and the duration exceeds 10 seconds is it considered a valid charge / discharge activity, and the BMS or vehicle controller updates the timestamp of the last valid charge / discharge accordingly.

[0066] S203. When the silence duration reaches the preset silence threshold, the vehicle controller detects the current state of charge (SOC) of the power battery.

[0067] The preset quiet threshold is typically set based on the degradation characteristics of the power battery. Different types of power batteries have different self-discharge rates and activity degradation rates, so the preset quiet threshold can be adjusted according to the actual power battery type. For example, the preset quiet threshold can be set to 20 to 45 days. The preset quiet threshold can be adjusted via a remote refresh command in the background, allowing OEMs to flexibly configure it according to different seasons and storage conditions. This application does not impose specific limitations on this.

[0068] In one possible implementation, the vehicle controller compares the silence duration with a preset silence threshold to determine whether to initiate the subsequent maintenance process. When the silence duration is greater than or equal to the preset silence threshold, it indicates that the power battery has not undergone charging or discharging activity for an extended period, posing a risk of activity degradation and meeting the maintenance initiation conditions. At this point, the vehicle controller determines that the power battery requires maintenance.

[0069] Before entering the maintenance process, the vehicle controller can collect data from the total voltage, individual cell voltage, and current sensors of the power battery in real time, and calculate the current state of charge (SOC) of the power battery. SOC is an important parameter reflecting the remaining capacity of the power battery, and its calculation methods can include the ampere-hour integration method, the Kalman filter method, or the equivalent circuit model method, etc. The embodiments of this application do not limit the specific calculation method of SOC.

[0070] Understandably, before detecting the current state of charge (SOC) of the power battery, the vehicle controller can also perform fault condition detection on the power battery. Specifically, the vehicle controller can detect whether the power battery has faults such as excessive differential voltage between individual cells, abnormal temperature, or insulation failure. If any of the above faults are detected, the vehicle controller can immediately terminate the maintenance process, report the fault information to the background monitoring platform or user terminal, and control the vehicle to re-enter a sleep state to avoid safety risks caused by performing maintenance operations under fault conditions.

[0071] For example, if the difference between the highest and lowest single-cell voltages exceeds a preset differential voltage threshold (e.g., 300 millivolts (mV)), an excessive single-cell differential voltage is determined. If any temperature sensor within the battery pack detects a temperature exceeding the normal operating temperature range (e.g., below -20 degrees Celsius or above 60 degrees Celsius), a temperature anomaly is determined. If the insulation resistance between the positive and negative buses of the battery pack and the vehicle ground is below a preset insulation resistance threshold, an insulation fault is determined. Only when none of the above faults exist does the vehicle controller determine that the vehicle is in a safe and maintainable state, allowing subsequent maintenance procedures to proceed.

[0072] In another possible implementation, when the silence duration is less than a preset silence threshold, it indicates that the power battery has been idle for a relatively short time and has not yet reached the point where maintenance activation is required. At this time, the vehicle controller determines that no maintenance is needed and sequentially powers down the entire vehicle. Each controller within the vehicle, such as the BMS, IPU, and VCU, sequentially returns to its dormant state. Furthermore, the timing module of the vehicle wake-up device does not reset; instead, it continues to accumulate the time until the silence duration is reached. Once this time is reached, the vehicle wake-up operation is triggered to wake up the vehicle controller, which then detects the current state of charge (SOC) of the power battery and performs subsequent power battery charging and discharging activation to further determine whether the silence duration has reached the preset silence threshold.

[0073] In another possible implementation, when the silence duration is less than a preset silence threshold, the vehicle controller can also calculate the difference between the preset silence threshold and the silence duration. This difference reflects the time required to wait before maintenance conditions are met. Then, if the silence duration after the vehicle returns to a dormant state reaches the difference, the vehicle controller triggers a vehicle wake-up operation to wake up the vehicle controller, detect the current state of charge (SOC) of the power battery, and thus activate the power battery through charging and discharging.

[0074] For example, if the preset dormancy threshold is 20 days and the current dormancy period is 10 days, the difference is 10 days, meaning there are still 20 days until maintenance conditions are met. In this case, the preset dormancy period can be updated from the current 15 days to 10 days. This way, the next wake-up and charge / discharge activation of the power battery will occur in 10 days, ensuring timely maintenance triggering once the preset dormancy threshold is reached, avoiding missing the optimal maintenance opportunity due to excessively long detection intervals.

[0075] As a feasible implementation method, after triggering the vehicle wake-up operation, the vehicle controller can obtain the temperature information of the vehicle's environment. Then, the vehicle controller adjusts the preset sleep duration and / or preset silence threshold according to the temperature compensation coefficient corresponding to the current temperature.

[0076] For example, the vehicle controller can obtain the ambient temperature through a temperature sensor or obtain the weather forecast temperature of the vehicle's parking location from the network via a T-BOX. For instance, in high-temperature environments (e.g., ambient temperatures above 35 degrees Celsius), the self-discharge rate of the power battery accelerates, increasing the risk of passivation of active materials. Therefore, the preset sleep duration (e.g., adjusted from 30 days to 20 days) and / or the preset silence threshold (e.g., adjusted from 45 days to 30 days) can be appropriately shortened to increase the wake-up detection frequency and perform more timely maintenance on the power battery. Conversely, in low-temperature environments (e.g., ambient temperatures below 0 degrees Celsius), the chemical reaction rate of the power battery decreases, and the degradation rate slows down relatively. The preset sleep duration and / or the preset silence threshold can be appropriately extended to reduce unnecessary wake-up power consumption.

[0077] Optionally, the temperature compensation coefficient can be a preset temperature-coefficient mapping table, with different compensation coefficients corresponding to different temperature ranges; or it can be calculated using a preset temperature coefficient formula. This application does not impose specific limitations on this.

[0078] S204. When the SOC is higher than or equal to the preset SOC threshold, the vehicle controller controls the inverter power transistors to conduct alternately, causing the power battery to generate an alternating oscillating current to charge and discharge the power battery and activate it.

[0079] The preset SOC threshold can be set according to the minimum state of charge that the power battery is allowed to pulse charge and discharge. The purpose is to avoid the power battery voltage dropping below the safe range due to high current and high frequency oscillation when the power battery is in a low charge state, which could cause the power battery to be damaged due to undervoltage.

[0080] In one possible implementation, when the vehicle controller detects that the current SOC is higher than or equal to a preset SOC threshold, it determines that the power battery has sufficient charge and can directly execute the charge / discharge activation operation. At this time, the vehicle controller determines the power battery activation request command, and the entire vehicle enters a high-frequency oscillation activation process.

[0081] Specifically, the vehicle controller can send a start command to the power control unit. This start command may include parameters such as a preset oscillation frequency and maximum operating time. Upon receiving the start command, the power control unit wakes up the inverter drive module, controlling the three-phase upper and lower bridge arm power transistors inside the inverter to alternately turn on and off at a preset frequency. By switching the direction of the electric drive bus current, the power battery outputs alternating current, which switches back and forth between positive and negative directions, forming an oscillating charging and discharging process for the power battery. This disturbs the electrolyte and electrode active materials inside the power battery, eliminates the passivation layer, and equalizes the internal ion distribution, thus activating the power battery.

[0082] For example, taking a three-phase inverter as an example, it contains six power switching transistors (such as insulated gate bipolar transistors (IGBTs) or metal-oxide-semiconductor field-effect transistors (MOSFETs)), divided into upper arms (three) and lower arms (three). In normal drive mode, the vehicle controller can send pulse width modulation (PWM) signals to the power control unit according to the motor control algorithm to control the conduction sequence of each power transistor to drive the motor to rotate. In the high-frequency oscillation activation mode of this application embodiment, the vehicle controller sends a high-frequency alternating conduction command to the power control unit. For example, in the first half-cycle, the upper arm of phase A and the lower arm of phase B are controlled to conduct, and the current flows from the positive terminal of the power battery through the upper arm of phase A, the motor winding, and the lower arm of phase B back to the negative terminal of the power battery; in the second half-cycle, the upper arm of phase B and the lower arm of phase A are controlled to conduct, and the current direction is reversed. This high-frequency, rapid alternation allows the power battery to output a high-frequency alternating current without driving the motor to generate effective rotational torque (because the frequency is high and the current amplitude is small, the motor rotor will not rotate due to mechanical inertia, only generating high-frequency vibration and a small amount of heat).

[0083] Furthermore, during the high-frequency oscillation activation process, a real-time protection mechanism can be set to ensure the safety of the power battery and electric drive system. The real-time protection mechanism includes: collecting the voltage of each individual power battery cell; stopping charging and discharging activation when the voltage of any individual cell exceeds a preset safety range; and / or collecting the temperature of the power battery pack and / or the temperature of the electric drive components; stopping charging and discharging activation when the temperature of the power battery pack exceeds a first preset threshold or the temperature of the electric drive components exceeds a second preset threshold; and / or stopping charging and discharging activation when the duration of a single charging and discharging activation reaches a preset duration threshold.

[0084] In one possible implementation, after the activation process completes normally (i.e., the duration reaches the preset threshold of 60 seconds without being prematurely terminated by other protective conditions), the vehicle controller updates the maintenance completion marker and records the activation time. The vehicle controller then powers down the entire vehicle, and each unit within the vehicle sequentially returns to its dormant state. The timing module of the vehicle wake-up device is forcibly reset to zero, restarting the calculation of the next wake-up cycle from the maintenance completion time to ensure continuous and stable maintenance cycles and avoid duplicate or missed maintenance. The vehicle controller records the timestamp of this activation as the benchmark for calculating the "time since the last effective charge / discharge" in subsequent calculations of the silent duration.

[0085] On the other hand, when the vehicle controller detects that the current SOC is lower than the preset SOC threshold, directly executing high-frequency pulse charging and discharging may cause the battery terminal voltage to drop rapidly, and the individual cell voltage may fall below the minimum protection value, resulting in increased internal polarization and irreversible damage to the battery. Therefore, the vehicle controller can determine that it is not suitable to directly execute high-frequency oscillation activation at this time, and instead execute the charging maintenance process.

[0086] Specifically, if the current vehicle is an unregistered inventory vehicle (i.e., the vehicle is in the OEM or dealer warehouse management stage and has not yet been sold or delivered to the end user), the vehicle controller can upload information such as the vehicle identification number, current SOC, charging demand, and parking location to the backend monitoring platform. Upon receiving this information, the backend monitoring platform generates a charging alert work order and pushes it to the terminal device (such as a mobile phone or tablet) of the warehouse management personnel. Based on the alert information, the management personnel can move the corresponding vehicle to the charging area and replenish the battery power to the factory standard SOC (e.g., 50%–60%) using a slow charging station or dedicated charger. After charging is complete, the vehicle re-enters sleep standby mode, and the timing module of the vehicle wake-up device is reset and restarted.

[0087] Alternatively, if the vehicle is already linked to a user terminal (i.e., the vehicle has been sold and delivered to the end user), the vehicle controller can push charging reminders to the user's terminal. Charging reminders may include the current remaining battery level, the suggested reason for charging (e.g., "The vehicle has been parked for a long time, the battery level is low; to avoid deep discharge and damage to the battery, it is recommended to charge it promptly"), and information on nearby charging stations. If the user does not perform a charging operation within a preset time (e.g., 7 days), the system can check again and repeat the reminder in the next wake-up cycle to ensure the user is promptly informed of the battery status.

[0088] After charging maintenance is completed, the vehicle controller also records the maintenance time, the timing module of the vehicle wake-up device 100 is reset to zero, and it re-enters the static timing cycle to complete a complete automatic maintenance process.

[0089] Based on the above technical solutions, this application utilizes a two-tiered determination mechanism of sleep / wake-up and silent duration to ensure that maintenance operations are triggered only after the vehicle has been truly idle for an extended period and the power battery has not undergone charging or discharging activity for a long time. This accurately determines the maintenance timing while avoiding the additional power consumption caused by frequent wake-ups. Furthermore, by presetting a SOC threshold, it ensures that high-frequency oscillating charging and discharging is only performed when the power battery is sufficiently charged, avoiding the risk of damage to the power battery from high-current operations at low battery levels, and improving the maintenance efficiency and safety of the power battery in long-term idle scenarios. On this basis, by reusing the vehicle's existing electric drive inverter to generate alternating oscillating current to activate the power battery through charging and discharging, there is no need to add dedicated maintenance equipment, thereby reducing labor and hardware costs.

[0090] In some embodiments, the vehicle wake-up device can be a T-BOX. The vehicle controller can include a VCU and a BMS. The above steps S201-S204 can be implemented using a T-BOX, VCU, and BMS. Figure 3 As shown, Figure 3 This is a schematic diagram illustrating a maintenance process for a vehicle power battery according to an exemplary embodiment. The maintenance process for the vehicle power battery includes: S301, T-BOX cumulative resting time.

[0091] In one possible implementation, the T-BOX's built-in real-time clock module maintains low-power timing while the vehicle is in a dormant state, accumulating the dormant time according to a preset dormant duration. This preset dormant duration can be flexibly set based on the battery type, storage environment temperature, and vehicle manufacturer maintenance standards; for example, it can be set to 15 to 30 days. During the timing process, if the vehicle experiences any of the events of power-on or charging connection, the T-BOX's timing module automatically resets to zero and restarts timing.

[0092] S302, T-BOX determines whether the resting time has reached the preset sleep time.

[0093] In one possible implementation, the T-BOX monitors the accumulated time value of its internal real-time clock module in real time and compares the accumulated time value with a preset sleep duration. If the accumulated time value has not yet reached the preset sleep duration, the T-BOX maintains a low-power timing state and continues to accumulate time until the accumulated time value reaches the preset sleep duration.

[0094] S303. When the idle time reaches the preset sleep time, the T-BOX wakes up the BMS.

[0095] In one possible implementation, when the T-BOX's accumulated time reaches a preset sleep duration, the T-BOX actively sends a wake-up signal to the vehicle controller. Upon receiving the wake-up signal, the vehicle controller completes power-on initialization and wakes up the BMS, causing the BMS to switch from deep sleep mode to short-term operating mode.

[0096] In another possible implementation, the T-BOX can first wake up the VCU, and then the VCU can wake up the BMS. Alternatively, if the vehicle controller is an integrated controller (integrating vehicle control functions and power battery management functions), the T-BOX can also directly wake up the integrated controller. This application does not limit the specific wake-up path in its embodiments.

[0097] S304, BMS calculates the silent time of the power battery since its last charge-discharge activation.

[0098] In one possible implementation, after completing wake-up initialization, the BMS reads the historical operating data of the power battery stored internally to obtain the timestamp of the last effective charge / discharge current of the power battery. The BMS calculates the difference between this timestamp and the current wake-up time to obtain the quiet period of the power battery since the last effective charge / discharge activity.

[0099] S305, BMS determines whether the silence duration has reached the preset silence threshold.

[0100] In one possible implementation, if the silence duration is less than the preset silence threshold, it indicates that the power battery has been idle for a short time and has not yet reached the level requiring maintenance activation. In this case, return to S301, and the T-BOX's timing module will not be reset and will continue to accumulate time. If the silence duration reaches or exceeds the preset silence threshold, it indicates that the power battery has not been charged or discharged for a long time, posing a risk of activity degradation and meeting the maintenance activation conditions. In this case, execute S306.

[0101] S306. When the silence duration reaches the preset silence threshold, the BMS reads the current state of charge (SOC) of the power battery.

[0102] In one possible implementation, when the BMS determines that the silence duration has reached or exceeded a preset silence threshold, the BMS determines that the maintenance start condition is met. The BMS collects data from the total voltage, individual cell voltage, and current sensors of the power battery in real time, and calculates the current state of charge (SOC) of the power battery. SOC is an important parameter reflecting the remaining capacity of the power battery, and its calculation methods may include the ampere-hour integration method, Kalman filtering method, or equivalent circuit model method, etc. The specific calculation method of SOC is not limited in the embodiments of this application.

[0103] Understandably, before the BMS reads the current SOC of the power battery, it also needs to perform fault status detection on the power battery. If any of the following faults are detected, such as excessive differential pressure between individual cells, abnormal temperature, or insulation failure, the BMS will immediately terminate the maintenance process, report the fault information, and control the vehicle to return to sleep mode.

[0104] S307, BMS determines whether the current SOC has reached the preset SOC threshold.

[0105] In one possible implementation, the BMS has a preset SOC threshold, typically set to 40%–50%. This threshold is set based on the minimum state of charge (SOC) allowed for pulse charging and discharging of the battery. The purpose is to prevent high-current, high-frequency oscillations at low charge levels from causing the battery voltage to drop below the safe range, leading to undervoltage damage. The BMS compares the current SOC with the preset SOC threshold. If the current SOC is higher than or equal to the preset SOC threshold, the battery is deemed sufficiently charged, and charging / discharging activation can be performed directly, at which point step S308 is executed. If the current SOC is lower than the preset SOC threshold, it is determined that high-frequency oscillation activation is not suitable, at which point step S309 is executed.

[0106] S308. When the SOC is higher than or equal to the preset SOC threshold, execute the high-frequency oscillation activation process.

[0107] In one possible implementation, when the BMS determines that the current SOC is higher than or equal to a preset SOC threshold, the BMS sends a power battery activation request command to the VCU. Upon receiving the power battery activation request command from the BMS, the VCU sends a start command to the Integrated Power Unit (IPU). Upon receiving the start command, the IPU wakes up the inverter drive module and controls the three-phase upper and lower bridge arm power transistors inside the inverter to alternately turn on and off at a preset frequency. By rapidly switching the direction of the electric drive bus current, the power battery outputs a high-frequency alternating current. The current rapidly switches between positive and negative directions, forming a high-frequency oscillating charge and discharge cycle for the power battery, thereby activating the internal chemical activity of the power battery.

[0108] During the high-frequency oscillation activation process, the system is equipped with multiple real-time protection mechanisms. The BMS collects the voltage of each individual power battery cell in real time using a high-frequency sampling mode. When the voltage of any individual cell exceeds the preset safety range, the charging and discharging activation is immediately stopped. The BMS collects the power battery pack temperature in real time, and the motor controller collects the temperature of the electric drive components in real time. When the power battery pack temperature exceeds the first preset threshold (e.g., 45 degrees Celsius) or the electric drive component temperature exceeds the second preset threshold (e.g., 60 degrees Celsius), the charging and discharging activation is immediately stopped. The VCU times the duration of a single charging and discharging activation. When the duration reaches the preset duration threshold (e.g., 60 seconds), the charging and discharging activation is automatically stopped.

[0109] S309. When the SOC is lower than the preset SOC threshold, execute the charging maintenance process.

[0110] In one possible implementation, when the BMS determines that the current SOC is below a preset SOC threshold, directly executing high-frequency pulse charging and discharging would cause a rapid drop in the battery terminal voltage, potentially lowering the individual cell voltage below the minimum protection value, leading to increased internal polarization and irreversible damage to the battery. Therefore, the BMS determines that directly executing high-frequency oscillation activation is not suitable, and the VCU executes the charging and maintenance process based on the BMS's judgment.

[0111] For inventory vehicles not linked to a user account, the VCU uploads information such as the vehicle identification number, current SOC, and parking location to the backend monitoring platform via the T-BOX. The backend monitoring platform then generates a charging alert work order and pushes it to the management personnel's terminal. The management personnel then charge the vehicle based on the alert information. For vehicles linked to a user's terminal, the VCU pushes charging reminders to the user's mobile app via the T-BOX, prompting the user to perform charging maintenance in a timely manner.

[0112] S310, Maintenance complete. T-BOX timer reset and restarted.

[0113] In one possible implementation, after the high-frequency oscillation activation process in S308 ends normally (i.e., the duration reaches the preset duration threshold of 60 seconds) or the charging maintenance process in S309 is completed, the BMS updates the maintenance completion marker and records the maintenance time. The VCU controls the vehicle to power down, and each system sequentially returns to its sleep state. The T-BOX's timing module is forcibly reset to zero, and the next wake-up cycle is recalculated from the maintenance completion time to ensure a continuous and stable maintenance cycle and avoid duplicate or missed maintenance. Afterward, the vehicle re-enters the static sleep state, returns to S301, and repeats the above maintenance process.

[0114] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the vehicle power battery maintenance system or electronic device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0115] This application embodiment can, based on the above method, exemplarily divide a vehicle power battery maintenance system or electronic device into functional modules. For example, the vehicle power battery maintenance system or electronic device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0116] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0117] Figure 4 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Figure 4 As shown, the electronic device includes, but is not limited to, a processor 401 and a memory 402.

[0118] The memory 402 described above is used to store the executable instructions of the processor 401. It is understood that the processor 401 is configured to execute instructions to implement the vehicle power battery maintenance method in the above embodiment.

[0119] It should be noted that those skilled in the art will understand that Figure 4 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 4 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0120] Processor 401 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 402, and by calling data stored in memory 402, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. Processor 401 may include one or more processing units. Optionally, processor 401 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 401.

[0121] The memory 402 can be used to store software programs and various data. The memory 402 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 402 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0122] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 402 including instructions, which can be executed by a processor 401 of an electronic device to implement the methods in the above embodiments.

[0123] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), a random access memory (RAM), a CD-ROM, magnetic tape, a floppy disk, and an optical data storage device.

[0124] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by a processor 401 of an electronic device to perform the methods described above.

[0125] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0126] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0127] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0128] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0129] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0130] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0131] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to execute the vehicle power battery maintenance method described in the above method embodiments.

[0132] This application also provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the vehicle power battery maintenance method in the method flow shown in the above method embodiment.

[0133] The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, a register, a hard disk, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof, or any other form of computer-readable storage medium known in the art. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can reside in an application-specific integrated circuit (ASIC). In embodiments of this application, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0134] Since the vehicle power battery maintenance system, computer-readable storage medium, and computer program product in the embodiments of this application can be applied to the above method, the technical effects that can be obtained can also be referred to the above method embodiments. The embodiments of this application will not be repeated here.

[0135] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for maintaining a vehicle power battery, characterized in that, include: When the vehicle has been in a static sleep state for a preset sleep duration, a vehicle wake-up operation is triggered to wake up the vehicle controller. The quiet time of the power battery is obtained; wherein the quiet time is used to reflect the continuous resting time during which the battery has not undergone effective charging and discharging. When the silence duration reaches a preset silence threshold, the current state of charge (SOC) of the power battery is detected. When the SOC is higher than or equal to the preset SOC threshold, the inverter power transistors are controlled to conduct alternately, causing the power battery to generate an alternating oscillating current to charge and discharge the power battery for activation.

2. The method according to claim 1, characterized in that, The method further includes: When the silence duration is less than the preset silence threshold, the vehicle is controlled to return to a static sleep state; The vehicle wake-up operation is triggered to wake up the vehicle controller when the silence duration reaches the preset silence threshold, so as to detect the current state of charge (SOC) of the power battery.

3. The method according to claim 1 or 2, characterized in that, When the silence duration is less than the preset silence threshold, the method further includes: Calculate the difference between the preset silence threshold and the silence duration; If the silence duration after the vehicle returns to a static dormant state reaches the specified difference, the power battery is activated by charging and discharging.

4. The method according to claim 1, characterized in that, The control of the inverter power transistors to conduct alternately includes: A start command is sent to the power control unit to wake up the inverter drive module, which then controls the three-phase upper and lower bridge arm power transistors inside the inverter to alternately turn on and off at a preset frequency. By switching the direction of the electric drive bus current, the power battery outputs alternating current, which switches back and forth between positive and negative directions, forming an oscillating charging and discharging of the power battery.

5. The method according to claim 1, characterized in that, During the process of controlling the alternating conduction of the inverter power transistors The method further includes: Collect the voltage of each individual cell in the battery string, and stop charging and discharging activation when the voltage of any individual cell exceeds the preset safety range; And / or, Collect battery pack temperature and / or electric drive component temperature; when the battery pack temperature exceeds a first preset threshold or the electric drive component temperature exceeds a second preset threshold, stop charging / discharging activation; and / or, When the duration of activation during a single charge-discharge cycle reaches a preset time threshold, the charge-discharge activation is stopped.

6. The method according to claim 3, characterized in that, After triggering the vehicle wake-up operation, the method further includes: Obtain the temperature information of the environment in which the vehicle is located; The preset sleep duration and / or the preset silence threshold are adjusted based on the temperature compensation coefficient corresponding to the current temperature.

7. The method according to claim 1, characterized in that, The method further includes: When the vehicle meets the conditions of no charging connection, no high voltage power-on, and no fault alarm, it is determined that the vehicle is in a static sleep state.

8. The method according to claim 1, characterized in that, The method further includes: When the SOC is lower than the preset SOC threshold and the vehicle is an inventory vehicle without a bound user, the vehicle identification code and the current SOC are sent to the background monitoring platform so that the background monitoring platform generates a charging warning work order and pushes it to the management personnel terminal.

9. The method according to claim 1, characterized in that, The method further includes: When the SOC is lower than the preset SOC threshold and the vehicle is already bound to a user terminal, a charging prompt message is output to the user terminal.

10. A maintenance system for a vehicle power battery, characterized in that, The system includes: a vehicle wake-up device, a vehicle controller, a power battery, and an inverter power transistor; The vehicle wake-up device is configured to trigger a vehicle wake-up operation to wake up the vehicle controller when the vehicle has been in a static sleep state for a preset sleep duration. The vehicle controller is configured as follows: The quiet duration of the power battery is obtained; wherein the quiet duration is used to reflect the continuous resting time during which the power battery has not undergone effective charging and discharging. When the silence duration reaches a preset silence threshold, the current state of charge (SOC) of the power battery is detected. When the SOC is higher than or equal to the preset SOC threshold, the inverter power transistors are controlled to conduct alternately, causing the power battery to generate an alternating oscillating current to charge and discharge the power battery for activation.

11. A vehicle, characterized in that, The vehicle includes a vehicle power battery maintenance system as described in claim 10.

12. An electronic device, characterized in that, It includes a processor and a memory, the processor being connected to the memory, the memory storing computer instructions that, when executed on the electronic device, cause the electronic device to perform the method as described in any one of claims 1-9.

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