Battery management method and device

Abstract

The application discloses a battery management method and device, the method comprises the following steps: acquiring the real-time state of charge and the real-time temperature of the battery; determining whether the battery satisfies the active power consumption condition according to the real-time state of charge and the real-time temperature; if it is determined that the battery satisfies the active power consumption condition, calculating the total active power consumption of the battery according to the real-time state of charge and the real-time temperature; calculating the active power consumption of each controllable power consumption subsystem according to the total active power consumption and the power consumption priority of each controllable power consumption subsystem under the real-time state of charge; and controlling each controllable power consumption subsystem to operate at the active power consumption. The application can avoid the situation that the motor regenerative energy recovery is limited or closed due to the over-high state of charge of the battery, improve the energy utilization rate and guarantee the braking performance.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a battery management method and device. Background Technology

[0002] In electric vehicle management, the state of charge (SOC) of the battery is crucial, as both excessively high and low SOC can harm battery health and safety.

[0003] Currently, when a battery's state of charge (SOC) is too high, the regenerative braking system (RBRS) is typically limited or shut down to prevent overcharging. However, limiting or shutting down RBRS only prevents the SOC from rising further but cannot reduce it. Furthermore, limiting or shutting down RBRS can affect braking performance and lead to a waste of recoverable kinetic energy.

[0004] In summary, current battery energy management methods suffer from low energy utilization and negative impacts on braking performance. Summary of the Invention

[0005] This application provides a battery management method and apparatus that can prevent the regeneration and recovery of energy by the motor from being restricted or shut down due to excessive battery state of charge, thereby improving energy utilization and ensuring braking performance.

[0006] On one hand, embodiments of this application provide a battery management method, the method comprising: Obtain the battery's real-time state of charge and real-time temperature; Determine whether the battery meets the active power consumption conditions based on the real-time state of charge and the real-time temperature. If it is determined that the battery meets the active power consumption condition, then the total active power consumption of the battery is calculated based on the real-time state of charge and the real-time temperature. Based on the total active power consumption and the power consumption priority of each controllable electronic system in the real-time charged state of the battery, the active power consumption allocated to each controllable electronic system is calculated. Control each of the controllable power consumption electronic systems to operate at the active power consumption.

[0007] On the other hand, embodiments of this application provide a battery management device, the device comprising: The acquisition module is used to acquire the real-time state of charge and real-time temperature of the battery. The determination module is used to determine whether the battery meets the active power consumption conditions based on the real-time state of charge and the real-time temperature. The first calculation module is used to calculate the total active power consumption of the battery based on the real-time state of charge and the real-time temperature if it is determined that the battery meets the active power consumption conditions. The second calculation module is used to calculate the active power consumption allocated to each of the controllable electronic systems based on the total active power consumption and the power consumption priority of each controllable electronic system in the real-time charged state of the battery. The control module is used to control each of the controllable power consumption electronic systems to operate at the active power consumption.

[0008] In another aspect, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer execution instructions, which, when executed by the processor, are used to implement the battery management method described in one aspect.

[0009] In another aspect, embodiments of this application provide a computer storage medium storing computer execution instructions, which, when executed by a processor, are used to implement the battery management method described in one aspect.

[0010] In another aspect, embodiments of this application provide a computer program product, which includes a computer program that, when executed by a processor, is used to implement the battery management method described in one aspect.

[0011] The battery management method, apparatus, device, computer storage medium, and program product of this application, by calculating the total active power consumption of the battery based on the real-time state of charge and the real-time temperature when the battery meets the active power consumption conditions, and calculating the active power consumption allocated to each of the controllable power consumption electronic systems based on the total active power consumption and the power consumption priority of each controllable power consumption electronic system of the battery in the real-time state of charge, and controlling each controllable power consumption electronic system to operate at the active power consumption, can not only ensure the health and safety of the battery, but also utilize the regenerated energy, avoid the limitation or shutdown of motor regeneration energy recovery caused by excessive battery state of charge, improve energy utilization efficiency, and ensure braking performance. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic flowchart of a battery management method provided in one embodiment of this application; Figure 2 This is a schematic diagram of a vehicle energy management mode provided in one embodiment of this application; Figure 3 This is a flowchart of an algorithm for controlling the active power consumption of a drive motor in one embodiment of this application; Figure 4 This is a schematic flowchart of a battery management method provided in one embodiment of this application; Figure 5 This is a schematic diagram of the battery management device provided in the embodiments of this application; Figure 6 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0014] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0015] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0016] The following is an introduction to the technical terms used in this application.

[0017] State of Charge (SOC) refers to the percentage of a battery's remaining charge relative to its nominal capacity, reflecting the battery's current charge level.

[0018] A positive temperature coefficient (PTC) heater, also known as a positive temperature coefficient thermistor heater, is an electrothermal conversion device that is commonly used in electric vehicles to maintain battery performance or ensure the temperature inside the vehicle in low-temperature environments.

[0019] The background technology involved in this application is described below.

[0020] Energy management is a crucial aspect of vehicle control technology. In the era of gasoline-powered vehicles, energy management primarily revolved around optimizing engine thermal efficiency and regenerative braking. With the increasing prevalence of electric vehicles, the Vehicle Control Unit (VCU) has begun to undertake more complex energy coordination tasks. As the central controller of vehicle energy flow, the VCU needs to monitor the operating status of the power battery, drive system, and auxiliary electrical equipment in real time, and achieve a balance between driving range and energy efficiency through multi-objective optimization algorithms.

[0021] In energy management, the battery's state of charge (SOC) is crucial; both excessively high and low SOC can harm battery health and safety. An excessively high SOC can lead to excessive lithium ion deposition at the negative electrode, forming lithium dendrites, and even triggering electrolyte decomposition, resulting in internal short circuits or thermal runaway. To avoid these safety hazards and battery life reduction, the Battery Management System (BMS) typically sets reasonable charge and discharge thresholds, such as controlling the SOC between 20% and 80%, and implements protective measures when the SOC is too high.

[0022] Currently, when a battery's state of charge (SOC) is too high, the regenerative braking system is typically limited or disabled to prevent overcharging and maintain the battery's health. However, relying solely on traditional methods such as limiting charging or disabling regenerative braking wastes recoverable kinetic energy, fails to fully utilize energy resources, and negatively impacts braking performance. Furthermore, limiting or disabling regenerative braking only prevents the SOC from rising further; discharging through driving and other methods is still necessary to reduce the battery's SOC.

[0023] To address the problems of the prior art, embodiments of this application provide a battery management method, apparatus, device, computer storage medium, and computer program product. The battery management method provided in this application embodiment will be described first below.

[0024] Figure 1 This is a schematic flowchart of a battery management method provided in one embodiment of this application. Figure 1 As shown, in some embodiments, the entity executing the battery management method can be an electronic device, such as an electric vehicle, a hybrid vehicle, or a vehicle controller (VCU), and the battery management method includes steps 101 to 105.

[0025] Step 101: Obtain the real-time state of charge and real-time temperature of the battery.

[0026] The real-time state of charge (SOC) of a battery refers to the percentage of its remaining charge relative to its nominal capacity at a given point in time. The real-time temperature of a battery is its temperature value at the given point in time.

[0027] The vehicle controller can collect the battery's voltage, temperature, and current parameters in real time via the CAN bus, and combine this with the Kalman filter algorithm to achieve accurate estimation of the battery's real-time state of charge.

[0028] Step 102: Determine whether the battery meets the active power consumption conditions based on the real-time state of charge and real-time temperature.

[0029] Active power dissipation conditions are related to the battery's real-time state of charge and real-time temperature. When a battery meets the active power dissipation conditions, it means that the battery's real-time state of charge or real-time temperature has reached the preset safety or performance boundary.

[0030] In some implementations, the active power consumption condition can be that the real-time temperature is lower than the minimum allowable charging temperature. The minimum allowable charging temperature is the lower limit of the temperature range within which the battery management system allows the battery to charge or does not limit the battery charging power. When the real-time temperature is lower than the minimum allowable charging temperature, the battery management system typically limits battery charging or limits the battery charging power.

[0031] For example, if the battery management system allows the battery to charge or does not limit the battery charging power in a temperature range of 0°C to 45°C, then the minimum allowable charging temperature is 0°C. In this case, when the real-time temperature is less than 0°C, the battery meets the active power consumption condition.

[0032] In some implementations, the active power consumption condition can be that the real-time temperature is below the minimum allowable discharge temperature. The minimum allowable discharge temperature is the lower limit of the temperature range within which the battery management system allows or does not limit the battery discharge power. When the real-time temperature is below the minimum allowable discharge temperature, the battery management system will typically limit the battery discharge or limit the battery discharge power.

[0033] For example, if the battery management system allows or does not limit the temperature range of battery discharge power from -10°C to 50°C, then the minimum allowable discharge temperature is -10°C. In this case, when the real-time temperature is less than -10°C, the battery meets the active power consumption condition.

[0034] In some implementations, the active power consumption condition can be that the real-time temperature is below the minimum allowable charging temperature and the real-time state of charge (SOC) is above the lower discharge threshold. The lower discharge threshold is the lower limit of the SOC range within which the battery management system (BMS) does not restrict battery discharge. When the real-time SOC is below the lower discharge threshold, the BMS typically restricts battery discharge. The lower discharge threshold can be between 5% and 15%, for example, 5%, 8%, 10%, 12%, or 15%.

[0035] For example, if the minimum allowable discharge temperature is -10°C and the lower discharge threshold is 5%, then when the real-time temperature is less than -10°C and the real-time state of charge is greater than 5%, the battery meets the active power consumption condition.

[0036] In some implementations, the active power consumption condition can be that the real-time temperature is within the allowable charging temperature range or the allowable discharging temperature range, and the real-time state of charge (SOC) is greater than the high SOC derating threshold. The high SOC derating threshold is the upper limit of the SOC range within which the battery management system does not limit battery charging power and / or battery discharging power. When the real-time SOC exceeds the high SOC threshold, the battery management system typically limits battery charging power and / or battery discharging power.

[0037] For example, the high state of charge derating threshold can be 90%. Then, when the real-time temperature is within the allowable charging temperature range or the allowable discharging temperature range, and the real-time state of charge is greater than 90%, the battery meets the active power consumption condition.

[0038] In some implementations, the active power consumption condition can be that the real-time temperature is within the allowable charging temperature range or the allowable discharging temperature range, and the real-time state of charge is greater than the charging upper limit threshold. Here, the charging upper limit threshold is the upper limit of the state of charge range that the battery management system allows the battery to charge. The charging upper limit threshold can be between 90% and 97%, for example, 90%, 93%, 95%, or 97%.

[0039] For example, if the upper limit threshold for charging is 97%, then when the real-time temperature is within the allowable charging temperature range or the allowable discharging temperature range, and the real-time state of charge is greater than 97%, the battery meets the active power consumption condition.

[0040] In some implementations, the active power consumption condition can be that the real-time temperature is within the allowable charging temperature range or the allowable discharging temperature range, and the real-time state of charge (SOC) is greater than the upper limit of the optimal SOC range. The optimal SOC range is a recommended range of SOC for long-term residence, determined through electrochemical analysis and experimental data, to maximize the battery's long-term cycle life and overall performance.

[0041] For example, if the optimal state of charge range is 20% to 80%, then the upper limit of the optimal state of charge range is 80%. Therefore, when the real-time temperature is within the allowable charging temperature range or the allowable discharging temperature range, and the real-time state of charge is greater than 80%, the battery meets the active power consumption condition.

[0042] Step 103: If it is determined that the battery meets the active power consumption conditions, calculate the total active power consumption of the battery based on the real-time state of charge and real-time temperature.

[0043] Total active power consumption refers to the electrical power required to adjust the battery's state of charge or temperature to a desired range. Total active power consumption can be calculated based on the required reduction in real-time state of charge and / or the required increase in real-time temperature.

[0044] In some implementations, the electrical power required to reduce the battery's state of charge (SOC) by 1% under different real-time SOC and temperatures, and the electrical power required to increase the battery temperature by 1°C under different real-time SOC and temperatures, can be experimentally calibrated. Then, for cases where the real-time temperature is within the desired range and only a reduction in SOC is needed, the electrical power required to reduce the SOC can be calculated based on the percentage reduction required. This power is then adjusted based on the impact of the reduced SOC on the battery temperature to obtain the battery's active power consumption, ensuring that the battery temperature remains within the desired range after reducing the SOC. Similarly, for cases where the real-time SOC is within the desired range and only an increase in battery temperature is needed, the electrical power required to increase the battery temperature can be calculated based on the required temperature increase. This power is then adjusted based on the impact of the increased electrical power on the real-time SOC to obtain the battery's active power consumption, ensuring that the battery's SOC remains within the desired range after increasing the battery temperature.

[0045] Step 104: Calculate the active power consumption allocated to each controllable electronic system based on the total active power consumption and the power consumption priority of each controllable electronic system under real-time charge state of the battery.

[0046] A controllable power consumption electronic system refers to an electrical device or functional module on a vehicle that can receive control commands from the vehicle controller to regulate its own power consumption. For example, a controllable power consumption electronic system may include at least one of the following: a battery cooling fan, instruments, lighting, air conditioning, a PTC heater, a drive motor, an in-vehicle entertainment system, and an on-board reserved discharge resistor. The on-board reserved discharge resistor may be a resistor reserved on the vehicle to cooperate with the method of this application.

[0047] Power consumption priority refers to the order or importance rules followed when allocating power among multiple controllable power-consuming electronic systems. Controllable power-consuming electronic systems with higher priority will be allocated active power consumption first.

[0048] In some implementations, the power consumption priority of each controllable electronic system can differ depending on the battery's state of charge. Since the power consumption capacity of each controllable electronic system varies in different operating modes, the power consumption priority of each controllable electronic system in different operating modes can be determined based on its power consumption capacity, its impact on comfort, and the real-time state of charge.

[0049] For example, based on the power consumption capacity of each controllable electronic system in different operating modes, the different operating modes of each controllable electronic system are divided into multiple power consumption levels. The first power consumption level may include: battery cooling fan, instrument backlight, and ambient lighting; the second power consumption level may include: air conditioner blower operating at medium speed, seat heater operating at low speed, and PTC heater operating at low speed; the third power consumption level may include: air conditioner compressor operating at medium to high speed and PTC heater operating at medium to high speed; the fourth power consumption level may include: drive motor load adjustment, headlight brightness enhancement, audio high volume, and external discharge interface. Among these, the power consumption of the first level has the least impact on comfort, while the fourth power consumption level has the greatest impact on comfort.

[0050] Among them, drive motor load adjustment refers to the additional electrical energy consumed by the drive motor while providing driving power to the vehicle. This additional electrical energy is not converted into the vehicle's propulsion force, but is directly converted into heat inside the motor by increasing copper losses and iron losses, or is ultimately dissipated by mechanical friction through the transmission system in the form of slight acceleration and deceleration.

[0051] In some implementations, the degree of state of charge (SOC) exceeding the upper limit of the optimal SOC range can be determined. For example, when the SOC exceeds the upper limit of the optimal SOC range by 0 to 5 percentage points, the degree of SOC exceeding the limit can be considered mild; when the SOC exceeds the upper limit of the optimal SOC range by 5 to 10 percentage points, the degree of SOC exceeding the limit can be considered moderate; and when the SOC exceeds the upper limit of the optimal SOC range by 10 percentage points, the degree of SOC exceeding the limit can be considered severe.

[0052] In some implementations, when the degree of exceeding the limit is slight, the power consumption priority of the controllable electronic systems and their operating modes in the first power consumption level can be set to the highest, and the power consumption priority of the controllable electronic systems and their operating modes in the first to fourth power consumption levels can be decreased sequentially, so as to reduce the impact on comfort while reducing the battery state of charge.

[0053] In some implementations, when the degree of exceeding the limit is severe, the power consumption priority of the controllable electronic systems and their operating modes in the fourth power consumption level can be set to the highest, and the power consumption priority of the controllable electronic systems and their operating modes in the fourth to the first power consumption levels can be sequentially decreased to ensure that the battery state of charge can be reduced quickly.

[0054] In some embodiments, the priority of each electronic system can be determined according to the operating conditions of the electric vehicle. For example, when it is necessary to provide braking torque through energy recovery, in order to avoid overcharging the battery, controllable electronic systems with high power consumption capacity can be determined to have a higher power consumption priority.

[0055] Step 105: Control each controllable power consumption electronic system to operate with active power consumption.

[0056] After calculating the active power consumption of each controllable power-consuming electronic system, control commands can be sent to each system to enable it to operate at the corresponding active power consumption, thereby consuming battery energy, reducing battery state of charge, and / or increasing battery temperature. When the controllable power-consuming electronic system is a drive motor, the control commands can be motor torque control commands, motor loss control commands, etc.

[0057] The battery management method provided in this application calculates the total active power consumption of the battery based on the real-time state of charge and real-time temperature when the battery meets the active power consumption conditions. Based on the total active power consumption and the power consumption priority of each controllable power consumption electronic system under the real-time state of charge, the active power consumption power allocated to each controllable power consumption electronic system is calculated and controlled to operate at the active power consumption power. This not only ensures the health and safety of the battery, but also utilizes the regenerated energy, avoids the limitation or shutdown of motor regeneration energy recovery caused by excessive battery state of charge, improves energy utilization and ensures braking performance.

[0058] In some embodiments, vehicle energy management modes may include: normal mode, active power consumption mode, and energy-saving mode. In energy-saving mode, the vehicle reduces unnecessary controller power or shuts down controllers while increasing energy recovery intensity to reduce energy consumption. In normal mode, the vehicle consumes and recovers energy according to the current driver and normal working needs. In active power consumption mode, the vehicle further increases the working power of each actuator based on normal working needs, increasing heat generation to achieve SOC and temperature control. In this embodiment, the battery's active power consumption condition is determined based on the real-time state of charge and the real-time temperature. If the battery meets the active power consumption condition, the active power consumption mode is entered.

[0059] Figure 2 This is a schematic diagram of a vehicle energy management mode provided in one embodiment of this application. Figure 2 As shown, the vehicle energy control is divided into normal mode, active power consumption mode and energy-saving mode. In active power consumption mode, power can be consumed through active power consumption systems such as drive motor, cabin heating, positive temperature coefficient heater, instrument cluster (IC), and in-vehicle infotainment system (IVI) to reduce SOC.

[0060] In some embodiments, a hierarchical power consumption strategy can be adopted to divide the controllable electronic system into multiple levels. Level 1 power consumption strategy may include turning on the battery cooling fan and activating low-power loads within the vehicle, such as instrument lighting and in-vehicle entertainment standby. Level 1 power consumption strategy involves low load power and can be activated quickly, primarily used to slowly deplete the State of Charge (SOC). Level 2 power consumption strategy may include operating the air conditioning system at a low speed, such as high-speed blower operation but low-speed air conditioning compressor operation or low-speed heating mode, and low-speed PTC heater operation. Level 2 power consumption strategy has moderate power and can significantly reduce the SOC value. Level 3 power consumption strategy may include operating the air conditioning system at a high speed, such as high-power cooling or high-power heat pump mode, and high-speed PTC heater operation, at which point power consumption is at its maximum. Level 4 power consumption strategy may include appropriately adjusting the drive motor output while the vehicle is in motion, for example, by reducing regenerative braking or increasing the load motor output, to increase the vehicle's power demand and thus consume additional energy; simultaneously, it may adjust additional loads such as the audio output, screen brightness, and headlight power of the in-vehicle entertainment system; in extreme cases, it may also perform additional discharge through onboard pre-installed discharge resistors or external loads.

[0061] The vehicle controller prioritizes and controls the aforementioned electronic systems based on the current SOC exceedance level, the energy consumption capacity of each subsystem, and its impact on comfort. For example, based on the active power consumption demand, it can first start the battery cooling fan; if the SOC is still high, it can then turn on the low-level PTC and air conditioning; if that is still insufficient, it can turn on the high-level PTC and air conditioning; if necessary, it can increase the power of the entertainment system or other additional loads; finally, it can maximize power consumption by adjusting the motor output.

[0062] Figure 3 This is a flowchart of an algorithm for controlling the active power consumption of a drive motor in one embodiment of this application. Figure 3 As shown, when the real-time SOC is severely exceeded and the first, second, and third level power consumption strategies are running at full load but still cannot meet the total power consumption demand, the additional power consumption of the motor needs to be adjusted through motor adjustment, and a motor loss command is sent to the motor so that the motor can convert electrical energy into internal losses of the motor, inverter and transmission system, such as copper loss, iron loss and friction loss, and dissipate it in the form of heat energy.

[0063] Figure 3 In magnetic field-oriented control of a permanent magnet synchronous motor (PMSM), the stator flux linkage reference value is a vector describing the strength and direction of the internal magnetic field. In normal mode, the stator flux linkage reference value is used to control the motor for maximum efficiency or maximum torque. In active power-consuming mode, the stator flux linkage reference value is used to: control the motor to operate at a non-optimal operating point while meeting basic drive requirements, maximizing internal losses to convert more electrical energy into heat energy rather than mechanical energy; or to actively generate heat without providing additional torque and speed.

[0064] The loss current calculation module converts active power consumption into specific current increment commands. The heat generation current limiting module limits the total current vector amplitude to ensure it does not exceed the maximum allowable current of the inverter and motor windings. The dq-axis current command calculation module generates the final d-axis and q-axis current reference values ​​to be sent to the current loop based on the basic drive requirements and active power consumption requirements.

[0065] In some embodiments, to accurately determine whether the battery meets the active power consumption conditions, step 102 is further refined to include: If the real-time temperature is determined to be greater than or equal to the target temperature limit, then the battery is determined not to meet the active power consumption conditions. If the real-time temperature is determined to be between the lower limit of the target temperature and the upper limit of the target temperature, and the real-time state of charge is greater than the target state of charge threshold, then the battery is determined to meet the active power consumption condition. If the real-time temperature is determined to be lower than the lower limit of the target temperature, then the battery is determined to meet the active power consumption conditions.

[0066] The target upper temperature limit can be the upper limit of the battery's optimal operating temperature range, or the difference between the upper limit of the battery's optimal operating temperature range and the preset redundancy temperature value; the target lower temperature limit can be the lower limit of the battery's optimal operating temperature range, or the sum of the lower limit of the battery's optimal operating temperature range and the preset redundancy temperature value.

[0067] The target state of charge threshold can be the upper limit of the battery's optimal state of charge range, or it can be the difference between the upper limit of the battery's optimal state of charge range and the preset redundant state of charge value.

[0068] In some implementations, if the real-time temperature is greater than or equal to the target temperature limit, the battery is determined not to meet the active power consumption condition in order to avoid the battery temperature rising due to active power consumption.

[0069] If the real-time temperature is between the lower limit and the upper limit of the target temperature, and the real-time state of charge is greater than the target state of charge threshold, then the state of charge can be reduced to ensure battery life and safety, thus determining that the battery meets the active power consumption conditions.

[0070] If the real-time temperature is lower than the lower limit of the target temperature, in order to raise the battery temperature and ensure battery life and safety, it can be determined that the battery meets the active power consumption conditions.

[0071] The battery management method provided in this application determines that if the real-time temperature is greater than or equal to the upper limit of the target temperature, the battery does not meet the active power consumption conditions, thus preventing the battery temperature from continuously rising. If the real-time temperature is determined to be between the lower limit of the target temperature and the upper limit of the target temperature, and the real-time state of charge is greater than the target state of charge threshold, the battery meets the active power consumption conditions, thus avoiding the aging and safety risks caused by the battery being in a high state of charge for a long time. If the real-time temperature is determined to be less than the lower limit of the target temperature, the battery meets the active power consumption conditions, thus avoiding the aging and safety risks caused by the battery being in a low-temperature state.

[0072] In some embodiments, to accurately determine whether the battery meets the active power consumption conditions, the method further includes the following steps before step 102: The target state of charge threshold is calculated based on the battery's state of charge correction factor and the preset state of charge threshold. The state of charge correction factor is related to the real-time temperature. And / or, based on the battery's temperature compensation coefficient and the optimal temperature range for the battery's electrochemical performance, calculate at least one of the target upper temperature limit and the target lower temperature limit, whereby the temperature compensation coefficient is related to the real-time state of charge.

[0073] The target state of charge threshold is the upper limit of the ideal state of charge for maintaining the battery's optimal health or highest operating efficiency at different temperatures.

[0074] In order to make the target state of charge threshold different at different temperatures, the preset state of charge threshold is corrected by a temperature-related state of charge correction coefficient to obtain the target state of charge threshold.

[0075] In some implementations, the preset state of charge (SOC) threshold can be an upper limit for battery charging, or the upper limit of the optimal SOC range for the battery under standard or reference temperature conditions. Furthermore, the preset SOC threshold may differ depending on the battery type.

[0076] In some implementations, the ideal state of charge (SOC) upper limit for different types of batteries at different temperatures can be pre-calibrated through experiments. Then, the SOC correction coefficient for different temperatures can be determined based on the preset SOC threshold. The SOC correction coefficients for different battery types at different temperatures can be stored. Subsequently, the SOC correction coefficient can be directly determined based on the real-time temperature.

[0077] In some implementations, when the state of charge correction factor is constant, the target state of charge threshold can be the product of the preset state of charge threshold and the state of charge correction factor; when the state of charge correction factor and the preset state of charge threshold have the same dimensions, the target state of charge threshold can be the sum of the preset state of charge threshold and the state of charge correction factor.

[0078] The target temperature upper limit is the ideal upper temperature range for maintaining optimal battery health or maximum operating efficiency under different states of charge. The target temperature lower limit is the ideal lower temperature range for maintaining optimal battery health or maximum operating efficiency under different states of charge.

[0079] In order to make at least one of the upper limit and lower limit of the target temperature different under different states of charge, at least one of the upper limit and lower limit of the target temperature is calculated by using the temperature compensation coefficient related to the state of charge and the optimal temperature range of the battery's electrochemical performance.

[0080] In some implementations, when the temperature compensation coefficient is constant, the upper limit of the target temperature can be the product of the upper limit of the optimal electrochemical performance temperature range and the temperature compensation coefficient; the lower limit of the target temperature can be the product of the lower limit of the optimal electrochemical performance temperature range and the temperature compensation coefficient. When the temperature compensation coefficient and the optimal electrochemical performance temperature range have the same dimensions, the upper limit of the target temperature can be the sum of the upper limit of the optimal electrochemical performance temperature range and the temperature compensation coefficient; the lower limit of the target temperature can be the sum of the lower limit of the optimal electrochemical performance temperature range and the temperature compensation coefficient.

[0081] The battery management method provided in this application dynamically adjusts the target state of charge threshold by means of a state of charge correction coefficient and dynamically adjusts the target upper temperature limit and the target lower temperature limit by means of a temperature compensation coefficient. This makes the target state of charge threshold, the target upper temperature limit, and the target lower temperature limit more closely match the actual situation of the battery, and thus more accurately determines whether the battery meets the active power consumption conditions.

[0082] In some embodiments, to quickly determine whether the battery meets the active power consumption conditions, the target state of charge threshold refinement is calculated based on the battery's state of charge correction coefficient and a preset state of charge threshold, including: The target state of charge threshold is calculated using the following formula. : ,in, This is the preset state of charge threshold for the battery. This is the correction factor for the state of charge of the battery. Related to real-time temperature; Based on the battery's temperature compensation coefficient and the optimal temperature range for the battery's electrochemical performance, at least one of the target temperature upper limit and target temperature lower limit is refined, including: The lower limit of the target temperature is calculated using the following formula. and target temperature upper limit At least one of the following: , ,in, This is the temperature compensation coefficient for the battery. This represents the lower limit of the optimal temperature range for the battery's electrochemical performance. This represents the upper limit of the optimal temperature range for the battery's electrochemical performance.

[0083] The battery management method provided in this application embodiment, through... It can adjust the preset state of charge threshold to make the target state of charge threshold more consistent with the actual situation of the battery. , It can adjust the upper and lower limits of the target temperature to better match the actual situation of the battery, and thus more accurately determine whether the battery meets the conditions for active power consumption.

[0084] In some embodiments, in order to accurately calculate the total active power consumption of the battery, step 103 is further refined to include: The state of charge adjustment coefficient is calculated based on the real-time state of charge, and the state of charge adjustment coefficient is positively correlated with the real-time state of charge. The temperature regulation coefficient is calculated based on the real-time temperature, and the temperature regulation coefficient is negatively correlated with the real-time temperature. Calculate the first power consumption for adjusting the battery state of charge based on the state of charge adjustment coefficient, real-time state of charge and target state of charge threshold; Calculate the second power consumption for adjusting the battery temperature based on the temperature regulation coefficient, real-time temperature, and target temperature threshold. The sum of the first power consumption and the second power consumption is determined as the total active power consumption.

[0085] The first power consumption is used to reduce the battery's state of charge. The second power consumption is used to drive heat-generating devices, such as PTC heaters, to generate heat and thus increase the battery temperature.

[0086] In some implementations, the state of charge adjustment coefficient corresponding to the current state of charge can be determined by a preset function or by querying a preset mapping table. The state of charge adjustment coefficient can be positively correlated with the state of charge and can be a constant greater than 0.

[0087] The state of charge (SOC) difference can be calculated by subtracting the target SOC threshold from the real-time SOC. If the SOC difference is positive, it indicates that the real-time SOC is higher than the target SOC threshold, and the battery needs to discharge to reduce its SOC. The first power consumption can be the product of the SOC adjustment coefficient and the SOC difference.

[0088] In some implementations, the target temperature threshold can be the lower limit of the optimal temperature range for the battery's electrochemical performance. The temperature adjustment coefficient corresponding to the current temperature can be determined by a preset function or by querying a preset mapping table. The temperature adjustment coefficient can be negatively correlated with the real-time temperature.

[0089] The temperature difference between the real-time temperature and the target temperature threshold can be calculated. If the temperature difference is negative, it means that the real-time temperature is lower than the target temperature threshold, and the battery needs to be heated up by discharging. The second power consumption can be the product of the temperature regulation coefficient and the temperature difference.

[0090] The battery management method provided in this application calculates a first power consumption for adjusting the battery's state of charge based on a state of charge adjustment coefficient, real-time state of charge, and a target state of charge threshold. It also calculates a second power consumption for adjusting the battery's temperature based on a temperature adjustment coefficient, real-time temperature, and a target temperature threshold. The sum of the first and second power consumptions is determined as the total active power consumption. This method comprehensively considers the decrease in state of charge and the increase in battery temperature to determine the total active power consumption that matches the real-time state of the battery.

[0091] In some embodiments, to accurately calculate the total active power consumption, the refinement of calculating the first power consumption for adjusting the battery state of charge, based on the state of charge adjustment factor, the real-time state of charge, and the target state of charge threshold, includes: The first power consumption is calculated using the following formula: ,in, This is the first power consumption. For real-time state of charge, This is the state of charge adjustment coefficient. The target state of charge threshold; Based on the temperature regulation coefficient, real-time temperature, and target temperature threshold, the second power consumption for adjusting battery temperature is calculated, and further details include: The second power consumption is calculated using the following formula: ,in, This is the second highest power consumption. For real-time temperature, This is the temperature regulation coefficient. The target temperature threshold, , This is the minimum operating temperature of the battery.

[0092] In some implementations, k1. It can show a monotonically positive correlation with the state of charge (SOC). This is because when a battery is in a high SOC, the internal chemical potential is higher, significantly increasing the risks of excessive lithium ion deposition at the negative electrode forming lithium dendrites, electrolyte decomposition, and potential thermal runaway. Furthermore, when a battery is in a high SOC, the battery terminal voltage is higher and changes more gradually. Therefore, for the same power consumption, a higher SOC requires more actual electrical energy to be consumed for every 1% decrease in SOC. Thus, through... k 1. It has a monotonically positive correlation with the state of charge, which can calculate a larger initial power consumption, thereby reducing the battery's state of charge more quickly.

[0093] In some implementations, k 2. The relationship between the battery temperature and real-time temperature can be monotonically negatively correlated. This is because when the battery temperature is too low, the rate of internal electrochemical reactions decreases sharply, leading to a significant increase in internal resistance, a sharp reduction in usable capacity, limited charging capability, and the risk of lithium metal deposition. Furthermore, the lower the temperature, the more non-linearly this performance degradation and risk intensifies. This means that the total energy required to heat the battery from a low temperature to the target temperature does not change linearly. The lower the initial temperature, the greater the temperature difference needs to be compensated for. Additionally, factors such as changes in the specific heat capacity of battery materials at low temperatures and environmental heat dissipation may result in more heat energy being required to raise the temperature by 1°C. Therefore, through… k 2. The relationship between the real-time temperature and the actual temperature is monotonically negative, which allows for the calculation of a larger second power consumption, thereby increasing the battery temperature more quickly.

[0094] The battery management method provided in this application embodiment, through... and It can accurately and efficiently calculate the total active power consumption.

[0095] In some embodiments, in order to accurately calculate the active power consumption allocated to each controllable power consumption electronic system, step 104 is further refined to include: Based on the power consumption priority and the maximum active power consumption of each controllable power consumption electronic system, calculate the weighting coefficient of each controllable power consumption electronic system under real-time charged state. Calculate the allocable power consumption of each controllable power consumption electronic system based on the total active power consumption, the maximum active power consumption, and the weighting coefficient. Based on the power consumption priority from high to low, and with the allocable power consumption as the upper limit, determine the active power consumption of each controllable power consumption electronic system, until the sum of the active power consumption of each controllable power consumption electronic system equals the total active power consumption, or until the active power consumption of each controllable power consumption electronic system is equal to the corresponding allocable power consumption.

[0096] In some implementations, the weighting coefficient of a controllable power consumption electronic system is positively correlated with its power consumption priority. That is, given the same maximum active power consumption of all controllable power consumption electronic systems, the system with higher power consumption priority has a higher weighting coefficient. Simultaneously, the weighting coefficient of a controllable power consumption electronic system is positively correlated with its maximum power consumption; that is, given the same power consumption priority, the system with greater maximum power consumption has a higher weighting coefficient.

[0097] Allocable power consumption is the theoretical upper limit of each controllable power consumption electronic system. It represents the maximum power consumption that the controllable power consumption electronic system can handle in the current cycle. Allocable power consumption is the smaller of the expected allocation value calculated by weighting the total power and the maximum active power consumption of the controllable power consumption electronic system.

[0098] Power consumption priority refers to the order in which power consumption is allocated to various controllable power-consuming electronic systems. Higher-priority controllable power-consuming electronic systems are allocated power consumption first to ensure that the most important or most appropriate power consumption path is activated first.

[0099] In some implementations, the maximum active power consumption of each controllable electronic system can be mapped to a quantified active power consumption capability coefficient, which is positively correlated with the maximum active power consumption. Specifically, this can be achieved using a step function or a continuous function. Furthermore, the power consumption priority of each controllable electronic system can be mapped to a quantified power consumption priority coefficient; the higher the power consumption priority, the larger the value of the power consumption priority coefficient. Again, this can be achieved using a step function or a continuous function. Finally, the product of the active power consumption capability coefficient and the power consumption priority coefficient can be determined as the weighting coefficient of the controllable electronic system.

[0100] In one implementation, since the power consumption priority of the battery is different in different real-time states of charge, the power consumption priority coefficient and weight coefficient of the battery in the state of charge are also different.

[0101] In some implementations, the weighted sum of the weighting coefficients of each controllable power consumption system with respect to the total active power consumption can be calculated. If the weighted sum is greater than the total active power consumption, the allocatable power consumption of each controllable power consumption system can be the smaller of the following two values: the weighted sum of the weighting coefficients of each controllable power consumption system with respect to the total active power consumption, and the maximum active power consumption of each controllable power consumption system. If the weighted sum is less than the total active power consumption, the maximum active power consumption of each controllable power consumption system can be determined as the allocatable power consumption of each controllable power consumption system.

[0102] In some implementations, the controllable power consumption systems can be sorted according to their power consumption priority from high to low, and the active power consumption of each controllable power consumption system can be determined sequentially. For each controllable power consumption system, if the allocable power consumption of the controllable power consumption system is less than the unallocated power in the total active power consumption, then the active power consumption of the controllable power consumption system is determined as its allocable power consumption; if the allocable power consumption of the controllable power consumption system is greater than the unallocated power in the total active power consumption, then the active power consumption of the controllable power consumption system is determined as the unallocated power in the total active power consumption. Furthermore, after determining the active power consumption of each controllable power consumption system, the allocated power and unallocated power in the total active power consumption can be calculated, where the allocated power is equal to the sum of the active power consumption allocated to each controllable power consumption system. This process continues until the allocated power in the total active power consumption equals the total active power consumption, or until all controllable power consumption systems are allocated active power consumption, thus determining the active power consumption of each controllable power consumption system.

[0103] The battery management method provided in this application ensures that the active power consumption allocated to any controllable electronic system will not exceed its maximum active power consumption by calculating the allocable power consumption. By allocating active power consumption according to priority, the most efficient or least uncomfortable power consumption method under the current operating conditions can be adopted when it is necessary to reduce the state of charge or increase the battery temperature, thus ensuring the driving experience and saving energy.

[0104] In some embodiments, in order to accurately calculate the weighting coefficients of each controllable power consumption electronic system under real-time charging state, the calculation of the weighting coefficients of each controllable power consumption electronic system under real-time charging state is refined according to the power consumption priority and the maximum active power consumption of each controllable power consumption electronic system, including: Based on power consumption priority, the power consumption priority coefficient of each controllable power-consuming electronic system is determined, and the weighting coefficient is calculated using the following formula: ,in, For the first i The active power consumption coefficient of a controllable power consumption electronic system , For the first i The maximum active power consumption of a controllable power-consuming electronic system. for i The sum of the maximum active power consumption of each controllable power-consuming electronic system. For the first i Power consumption priority coefficient of a controllable power consumption electronic system .

[0105] In some implementations, a step function can be used to map power consumption priority to a quantized power consumption priority coefficient.

[0106] The battery management method provided in this application determines the power consumption priority coefficient of each controllable power-consuming electronic system based on power consumption priority, and calculates the weighting coefficient using the following formula: It can determine different weighting coefficients for each controllable power consumption electronic system with different power consumption priorities, thereby enabling the weighting coefficients of different controllable power consumption electronic systems to be flexibly adjusted under different operating conditions, so as to allocate different active power consumption to the controllable power consumption electronic systems under different operating conditions.

[0107] In some embodiments, to accurately calculate the allocable power consumption of each controllable power consumption electronic system, the allocable power consumption of each controllable power consumption electronic system is calculated based on the total active power consumption, the maximum active power consumption, and the weighting coefficient, and further refined to include: The distributable power consumption is calculated using the following formula: ,in, For the first i The allocable power consumption of a controllable power-consuming electronic system For the first i The weighting coefficients of a controllable energy consumption electronic system for i The sum of the weighting coefficients of each controllable energy consumption electronic system For the first i The maximum active power consumption of a controllable power-consuming electronic system.

[0108] The battery management method provided in this application embodiment, by adjusting the weight coefficients of each subsystem... The proportion determines the total active power consumption. The ideal allocation value is assigned to each controllable power consumption electronic system, and the ideal allocation value is compared with the maximum active power consumption of each controllable power consumption electronic system. By comparing the two values, the smaller value is allocated as the active power consumption ratio of each controllable power consumption electronic system, which can ensure that the allocated power does not exceed the physical or design limit of the subsystem and prevent overload.

[0109] In some embodiments, after controlling each controllable power consumption electronic system to operate at active power consumption, the method further includes: Repeat the steps from obtaining the battery's real-time state of charge and real-time temperature to controlling each controllable power-consuming electronic system to operate at active power consumption, until the battery no longer meets the active power consumption conditions.

[0110] In some implementations, the vehicle controller can continuously acquire the battery's real-time state of charge (SOC) and real-time temperature according to a preset cycle. This preset cycle can be the same as the vehicle controller's operating cycle and can be on the order of seconds or milliseconds. In each cycle, the system determines whether the battery meets the active power consumption conditions based on the real-time SOC and real-time temperature. If the battery meets the active power consumption conditions, the system calculates the total active power consumption based on the real-time SOC and real-time temperature. Based on the total active power consumption and the power consumption priority of each controllable electronic system under the battery's real-time SOC, the system calculates the active power consumption allocated to each controllable electronic system. The system then controls each controllable electronic system to operate at the active power consumption until the next cycle begins and it is determined that the battery no longer meets the active power consumption conditions.

[0111] When the battery temperature is too low or the state of charge is too high, the battery temperature will gradually increase and the state of charge will gradually decrease as the cycle continues from the step of obtaining the real-time state of charge and real-time temperature of the battery to the step of controlling each controllable power consumption electronic system to operate with active power consumption. Furthermore, during the cycle, the total active power consumption of the battery in each cycle can be different, the power consumption priority of each controllable power consumption electronic system can also be different, and the active power consumption allocated to each controllable power consumption electronic system can also be different.

[0112] In some embodiments, the controllable power consumption electronic system may include at least one of the following: battery cooling fan, instrument, lighting, air conditioning, PTC heater, drive motor, in-vehicle entertainment system, and in-vehicle reserved discharge resistor.

[0113] The battery control method provided in this application allows for the following: When the vehicle is in motion, the output of the drive motor can be appropriately adjusted, for example, by reducing regenerative braking or increasing the output of the load motor, to increase the vehicle's power demand and thus consume additional energy. To reduce the battery's state of charge (SOC) or increase its temperature, additional loads such as the audio output of the in-vehicle entertainment system, screen brightness, and headlight power can be used to consume battery energy. Additional discharge can also be achieved through a pre-installed discharge resistor in the vehicle or an external load, preventing the battery from becoming too overcharged. In extreme cases, such as when regenerative braking is needed to provide braking torque but the battery's SOC is high, the method described in this application can be used to consume electrical energy, providing braking torque while preventing the battery from overheating.

[0114] In some implementations, the power consumption systems can be prioritized and controlled based on the degree to which the current state of charge exceeds the target state of charge threshold, as well as the energy consumption capacity and comfort impact of each subsystem. For example, based on the active power consumption demand, the battery cooling fan can be started first. If the state of charge is still high, then the low-level PTC and air conditioning can be turned on in sequence. If the state of charge is still high, then the high-level PTC and air conditioning can be turned on. If necessary, the power of the entertainment system or other additional loads can be increased. Finally, the power consumption can be maximized by adjusting the motor output.

[0115] The battery management method provided in this application, through active power consumption, can proactively reduce the state of charge (SOC) to a safe range within a certain period, reducing the risks of overcharging, lithium dendrite formation, and thermal runaway caused by high SOC. This slows down battery aging and degradation, extending battery cycle life and daily lifespan, and reducing vehicle wear and tear and maintenance costs. Under special operating conditions such as instability in the drive motor, electronic control, or regenerative systems, power deviations can be dispersed through various controllable power consumption systems to ensure that the battery does not experience abnormal voltage spikes. Simultaneously, power consumption control can be flexibly adjusted according to passenger needs, with a controllable impact on ride comfort. This approach maximizes user comfort while extending battery life and improving energy efficiency.

[0116] Figure 4 This is a schematic flowchart of a battery management method provided in one embodiment of this application. Figure 4 As shown in the embodiments of this application, the battery management method includes: Step 401, Determine the active power consumption mode; Step 402: Calculate the total active power consumption; Step 403, Active power consumption allocation based on power consumption priority; Step 404: Control each controllable power-consuming electronic system to actively consume power.

[0117] After receiving real-time SOC and temperature signals, the vehicle controller determines whether to enter active power consumption mode. If active power consumption mode is entered, the total active power consumption is calculated, and active power consumption is allocated based on the power consumption priority of each controllable power consumption electronic system. The active power consumption power of each controllable power consumption electronic system is calculated, and each controllable power consumption electronic system is controlled to perform active power consumption control. If active power consumption mode is not entered, the controller re-determines whether to enter active power consumption mode upon receiving the next real-time SOC and temperature signals.

[0118] Figure 5 This is a schematic diagram of the battery management device provided in an embodiment of this application. Figure 5 As shown, the battery management device 50 provided in this application embodiment includes: The acquisition module 51 is used to acquire the real-time state of charge and real-time temperature of the battery; The determination module 52 is used to determine whether the battery meets the active power consumption conditions based on the real-time state of charge and real-time temperature. The first calculation module 53 is used to calculate the total active power consumption of the battery based on the real-time state of charge and real-time temperature if it is determined that the battery meets the active power consumption conditions. The second calculation module 54 is used to calculate the active power consumption allocated to each controllable power consumption electronic system based on the total active power consumption and the power consumption priority of each controllable power consumption electronic system under the real-time state of charge of the battery. The control module 55 is used to control each controllable power consumption electronic system to operate with active power consumption.

[0119] In some embodiments, the determining module 52 is specifically configured to: determine that the battery does not meet the active power consumption condition if the real-time temperature is greater than or equal to the upper limit of the target temperature; determine that the battery meets the active power consumption condition if the real-time temperature is between the lower limit of the target temperature and the upper limit of the target temperature, and the real-time state of charge is greater than the target state of charge threshold; and determine that the battery meets the active power consumption condition if the real-time temperature is less than the lower limit of the target temperature.

[0120] In some embodiments, the battery management device 50 further includes a third calculation module, configured to: calculate a target state of charge threshold based on the battery's state of charge correction factor and a preset state of charge threshold, wherein the state of charge correction factor is related to the real-time temperature; and / or, calculate at least one of a target upper temperature limit and a target lower temperature limit based on the battery's temperature compensation factor and the optimal temperature range for the battery's electrochemical performance, wherein the temperature compensation factor is related to the real-time state of charge.

[0121] In some embodiments, the third calculation module is specifically used to: calculate the target state of charge threshold using the following formula: ,in, This is the preset state of charge threshold for the battery. This is the correction factor for the state of charge of the battery. Related to real-time temperature; calculate at least one of the target lower temperature limit and the target upper temperature limit using the following formula: , ,in, This is the temperature compensation coefficient for the battery. This represents the lower limit of the optimal temperature range for the battery's electrochemical performance. This represents the upper limit of the optimal temperature range for the battery's electrochemical performance.

[0122] In some embodiments, the first calculation module 53 is specifically configured to: calculate a state-of-charge adjustment coefficient based on the real-time state of charge, wherein the state-of-charge adjustment coefficient is positively correlated with the real-time state of charge; calculate a temperature adjustment coefficient based on the real-time temperature, wherein the temperature adjustment coefficient is negatively correlated with the real-time temperature; calculate a first power consumption for adjusting the battery state of charge based on the state-of-charge adjustment coefficient, the real-time state of charge, and a target state of charge threshold; calculate a second power consumption for adjusting the battery temperature based on the temperature adjustment coefficient, the real-time temperature, and the target temperature threshold; and determine the sum of the first power consumption and the second power consumption as the total active power consumption.

[0123] In some embodiments, the first calculation module 53 is further configured to: calculate the first power consumption using the following formula: ,in, This is the first power consumption. For real-time state of charge, This is the state of charge adjustment coefficient. The target state of charge threshold is used; the second power consumption is calculated using the following formula: ,in, This is the second highest power consumption. For real-time temperature, This is the temperature regulation coefficient. The target temperature threshold, , This is the minimum operating temperature of the battery.

[0124] In some embodiments, the second calculation module 54 is specifically used to: calculate the weight coefficient of each controllable power-consuming electronic system under real-time charged state according to the power consumption priority and the maximum active power consumption of each controllable power-consuming electronic system; calculate the allocable power consumption of each controllable power-consuming electronic system according to the total active power consumption, the maximum active power consumption, and the weight coefficient; determine the active power consumption of each controllable power-consuming electronic system in descending order of power consumption priority, with the allocable power consumption as the upper limit, until the sum of the active power consumption of each controllable power-consuming electronic system equals the total active power consumption, or until the active power consumption of each controllable power-consuming electronic system is equal to the corresponding allocable power consumption.

[0125] In some embodiments, the second calculation module 54 is further configured to: determine the power consumption priority coefficient of each controllable power-consuming electronic system according to the power consumption priority, and calculate the weight coefficient using the following formula: ,in, For the first i The active power consumption coefficient of a controllable power consumption electronic system , For the first i The maximum active power consumption of a controllable power-consuming electronic system. for i The sum of the maximum active power consumption of each controllable power-consuming electronic system. For the first i Power consumption priority coefficient of a controllable power consumption electronic system .

[0126] In some embodiments, the second calculation module 54 is further configured to: calculate the allocatable power consumption using the following formula: ,in, For the firsti The allocable power consumption of a controllable power-consuming electronic system The total active power consumption, For the first i The weighting coefficients of a controllable energy consumption electronic system for i The sum of the weighting coefficients of each controllable energy consumption electronic system For the first i The maximum active power consumption of a controllable power-consuming electronic system.

[0127] The battery management device 50 provided in this application embodiment can implement the battery management method provided in the above embodiment. The specific implementation method and principle can be found in the description in the above embodiment, and will not be repeated here.

[0128] Figure 6 This is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application. For example... Figure 6 As shown, the electronic device may include a processor 61 and a memory 62 storing computer program instructions.

[0129] Specifically, the processor 61 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0130] Memory 62 may include mass storage for data or instructions. For example, and not limitingly, memory 62 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 62 may include removable or non-removable (or fixed) media. Where appropriate, memory 62 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 62 is non-volatile solid-state memory.

[0131] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the methods according to one aspect of this disclosure.

[0132] The processor 61 implements any of the battery management methods described in the above embodiments by reading and executing computer program instructions stored in the memory 62.

[0133] In one example, the electronic device may also include a communication interface 63 and a bus 64. Wherein, such as Figure 6 As shown, the processor 61, memory 62, and communication interface 63 are connected via bus 64 and communicate with each other.

[0134] Communication interface 63 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0135] Bus 64 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 64 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0136] Furthermore, in conjunction with the battery management methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the battery management methods in the above embodiments.

[0137] This application also provides a computer program product, including a computer program that, when executed by a processor, implements any of the battery management methods described in the above embodiments.

[0138] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0139] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0140] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously. The above description of various aspects of this disclosure is based on flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of functions / actions specified in one or more blocks of the flowcharts and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in a block diagram and / or flowchart, as well as combinations of blocks in a block diagram and / or flowchart, may be implemented by dedicated hardware that performs the specified function or action, or by a combination of dedicated hardware and computer instructions.

[0141] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A battery management method, characterized in that, include: Obtain the battery's real-time state of charge and real-time temperature; Determine whether the battery meets the active power consumption conditions based on the real-time state of charge and the real-time temperature. If it is determined that the battery meets the active power consumption condition, then the total active power consumption of the battery is calculated based on the real-time state of charge and the real-time temperature. Based on the total active power consumption and the power consumption priority of each controllable electronic system in the real-time charged state of the battery, the active power consumption allocated to each controllable electronic system is calculated. Control each of the controllable power consumption electronic systems to operate at the active power consumption.

2. The battery management method according to claim 1, characterized in that, The step of determining whether the battery meets the active power consumption conditions based on the real-time state of charge and the real-time temperature includes: If the real-time temperature is determined to be greater than or equal to the target temperature upper limit, then the battery is determined not to meet the active power consumption condition. If it is determined that the real-time temperature is between the lower limit of the target temperature and the upper limit of the target temperature, and the real-time state of charge is greater than the target state of charge threshold, then it is determined that the battery meets the active power consumption condition. If the real-time temperature is determined to be lower than the lower limit of the target temperature, then the battery is determined to meet the active power consumption condition.

3. The battery management method according to claim 2, characterized in that, Before determining whether the battery meets the active power consumption conditions based on the real-time state of charge and the real-time temperature, the method further includes: The target state of charge threshold is calculated based on the state of charge correction factor of the battery and the preset state of charge threshold, wherein the state of charge correction factor is related to the real-time temperature; And / or, Based on the temperature compensation coefficient of the battery and the optimal temperature range for the battery's electrochemical performance, at least one of the target upper temperature limit and the target lower temperature limit is calculated, wherein the temperature compensation coefficient is related to the real-time state of charge.

4. The battery management method according to claim 3, characterized in that, The step of calculating the target state of charge threshold based on the battery's state of charge correction coefficient and a preset state of charge threshold includes: The target state of charge threshold is calculated using the following formula: ,in, This is a preset state of charge threshold for the battery. This is the state-of-charge correction factor for the battery. Related to the real-time temperature; The step of calculating at least one of the target upper temperature limit and the target lower temperature limit based on the temperature compensation coefficient of the battery includes: The lower limit of the target temperature and the upper limit of the target temperature are calculated using the following formula: , ,in, This is the temperature compensation coefficient for the battery. This represents the lower limit of the optimal temperature range for the electrochemical performance of the battery. This is the upper limit of the optimal temperature range for the electrochemical performance of the battery.

5. The battery management method according to claim 1, characterized in that, The step of calculating the total active power consumption of the battery based on the real-time state of charge and the real-time temperature includes: The state of charge adjustment coefficient is calculated based on the real-time state of charge, and the state of charge adjustment coefficient is positively correlated with the real-time state of charge. A temperature adjustment coefficient is calculated based on the real-time temperature, and the temperature adjustment coefficient is negatively correlated with the real-time temperature. Based on the state of charge adjustment coefficient, the real-time state of charge and the target state of charge threshold, calculate the first power consumption for adjusting the battery state of charge; Based on the temperature adjustment coefficient, the real-time temperature, and the target temperature threshold, calculate the second power consumption for adjusting the battery temperature; The sum of the first power consumption and the second power consumption is determined as the total active power consumption.

6. The battery management method according to claim 5, characterized in that, The step of calculating the first power consumption for adjusting the battery state of charge based on the state of charge adjustment coefficient, the real-time state of charge, and the target state of charge threshold includes: The first power consumption is calculated using the following formula: ,in, This is the first power consumption. This refers to the real-time state of charge. The state of charge adjustment coefficient is... The target state of charge threshold; The step of calculating the second power consumption for adjusting the battery temperature based on the temperature adjustment coefficient, the real-time temperature, and the target temperature threshold includes: The second power consumption is calculated using the following formula: ,in, This is the second power consumption. The real-time temperature, The temperature adjustment coefficient is... The target temperature threshold, , This is the lowest operating temperature of the battery.

7. The battery management method according to claim 1, characterized in that, The step of calculating the active power consumption allocated to each of the controllable electronic systems based on the total active power consumption and the power consumption priority of each controllable electronic system under the real-time state of charge includes: Based on the power consumption priority and the maximum active power consumption of each of the controllable power consumption electronic systems, calculate the weighting coefficient of each of the controllable power consumption electronic systems under the real-time charged state; Based on the total active power consumption, the maximum active power consumption, and the weighting coefficient, calculate the allocable power consumption of each of the controllable power consumption electronic systems. According to the power consumption priority from high to low, the active power consumption of each controllable electronic system is determined with the allocable power consumption as the upper limit, until the sum of the active power consumption of each controllable electronic system is equal to the total active power consumption, or until the active power consumption of each controllable electronic system is equal to the corresponding allocable power consumption.

8. The battery management method according to claim 7, characterized in that, The step of calculating the weighting coefficient of each controllable power-consuming electronic system under the real-time charged state, based on the power consumption priority and the maximum active power consumption of each controllable power-consuming electronic system, includes: Based on the power consumption priority, a power consumption priority coefficient is determined for each of the controllable power consumption electronic systems. The weighting coefficients are calculated using the following formula: ,in, For the first i The active power consumption capability coefficient of the controllable power consumption electronic system. , For the first i The maximum active power consumption of the controllable power consumption electronic system. for i The sum of the maximum active power consumption of each of the aforementioned controllable power consumption electronic systems. For the first i The power consumption priority coefficient of the controllable power consumption electronic system. .

9. The battery management method according to claim 7, characterized in that, The step of calculating the allocable power consumption of each of the controllable power consumption electronic systems based on the total active power consumption, the maximum active power consumption, and the weighting coefficient includes: The allocable power consumption is calculated using the following formula: ,in, For the first i The allocable power consumption of the controllable power consumption electronic system. The total active power consumption is... For the first i The weighting coefficients of the controllable energy consumption electronic system. for i The sum of the weighting coefficients of each of the controllable energy consumption electronic systems. For the first i The maximum active power consumption of the controllable power consumption electronic system.

10. A battery management device, characterized in that, The device includes: The acquisition module is used to acquire the real-time state of charge and real-time temperature of the battery. The determination module is used to determine whether the battery meets the active power consumption conditions based on the real-time state of charge and the real-time temperature. The first calculation module is used to calculate the total active power consumption of the battery based on the real-time state of charge and the real-time temperature if it is determined that the battery meets the active power consumption conditions. The second calculation module is used to calculate the active power consumption allocated to each of the controllable electronic systems based on the total active power consumption and the power consumption priority of each controllable electronic system in the real-time charged state of the battery. The control module is used to control each of the controllable power consumption electronic systems to operate at the active power consumption.

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