Battery protection method

Abstract

This application provides a battery protection method, relating to the field of power battery technology. The method includes: when a vehicle is in a deceptive discharge condition, acquiring the current state of the vehicle's engine, where the current state represents a power generation state or a non-power generation state, and the deceptive discharge condition represents a condition where the vehicle's battery is deceptively discharged using a charging protocol; determining the target available power of the battery based on the current state of the engine, where the target available power is used to constrain overcharging or over-discharging of the battery under the current engine state; and performing charge / discharge protection on the battery based on the target available power and the deceptive discharge power corresponding to the deceptive discharge condition or the battery's current charge / discharge power. Based on the above scheme, the safety of the vehicle battery can be improved under deceptive discharge conditions.

Description

Technical Field

[0001] This application relates to the field of power battery technology, and in particular to a battery protection method. Background Technology

[0002] Under deceptive discharge conditions, the battery in the vehicle may be over-discharged or over-charged, which may even lead to battery thermal runaway, explosion and other safety accidents, which greatly threaten the safety of battery use.

[0003] Therefore, improving the safety of vehicle batteries under induced discharge conditions is an urgent problem that needs to be solved. Summary of the Invention

[0004] This application provides a battery protection method that can improve the safety of vehicle batteries under induced discharge conditions.

[0005] In a first aspect, this application provides a battery protection method, the method comprising: When the vehicle is in the deceptive discharge condition, the current state of the engine in the vehicle is obtained. The current state indicates whether it is generating or not generating power. The deceptive discharge condition means that the battery in the vehicle is deceptively discharged to the outside using the charging protocol. Based on the current state of the engine, the target available power of the battery is determined, whereby the target available power is used to constrain the overcharging or over-discharging of the battery under the current state of the engine. Based on the target available power and the decoy discharge power corresponding to the decoy discharge condition or the current charge / discharge power of the battery, charge / discharge protection is provided for the battery.

[0006] In this embodiment, when the vehicle is in a deceptive discharge condition, the target available power of the battery can be determined by acquiring the current state of the engine (i.e., generating or non-generating state). Based on the target available power and the deceptive discharge power corresponding to the deceptive discharge condition or the current charging / discharging power of the battery, charge / discharge protection is provided for the battery. It is evident that this embodiment fully considers the risks the battery may face under different engine states during deceptive discharge conditions. By dynamically determining the target available power of the battery using the current state of the engine, the determination of the target available power can more closely match the actual operating conditions of the engine, improving the accuracy of the target available power. Furthermore, based on a more accurate target available power, combined with the deceptive discharge power corresponding to the deceptive discharge condition or the current charging / discharging power of the battery, charge / discharge protection is provided for the battery from different dimensions: target available power, deceptive discharge power corresponding to the deceptive discharge condition, and the current charging / discharging power of the battery. This comprehensively considers the actual charging / discharging situation of the battery under deceptive discharge conditions, effectively avoiding the safety hazards of over-discharge or over-charge, thereby improving the safety of the vehicle battery.

[0007] In conjunction with the first aspect, in certain implementations of the first aspect, determining the target available power of the battery based on the current state of the engine includes: When the engine is currently in a non-generating state, the actual available discharge power of the battery is determined as the target available power; If the engine is currently in power generation mode, the target available power is determined based on the protection type of the battery corresponding to the power generation mode.

[0008] In this embodiment, the impact of the engine's current state on the battery's available power is considered when determining the target available power. This allows the final determined target available power to better reflect the actual charging and discharging scenarios of the battery, improving the accuracy of the target available power. Furthermore, with a more accurate target available power, more precise charging and discharging protection can be provided for the battery, further enhancing the safety of the vehicle battery.

[0009] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the above protection types include over-discharge protection and overcharge protection. The determination of the target available power based on the battery's protection type corresponding to the power generation state includes: When the protection type is over-discharge protection, the sum of the generator power and the actual usable discharge power of the battery is determined as the target usable power. When the protection type is overcharge protection, the target available power is determined based on the vehicle's accessory discharge power and the battery's power loss.

[0010] In this embodiment, when the battery protection type corresponding to the engine's power generation state is over-discharge protection, not only is the actual usable discharge power of the battery itself taken into consideration, but the engine's power generation is also taken into account as the increment of the battery's usable discharge power. This allows for a more comprehensive assessment of the battery's actual discharge capacity, avoiding misjudgments of over-discharge due to ignoring the engine's power generation, thereby improving the accuracy and rationality of battery over-discharge protection and further enhancing the safety of the vehicle battery.

[0011] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: Obtain the vehicle's regenerative braking status; The above determination of the target available power based on the vehicle's accessory discharge power and battery power loss includes: When the regenerative braking state is not activated, the sum of the accessory discharge power and the power of loss is determined as the target available power. When regenerative braking is activated, the sum of the accessory discharge power and the power lost is determined as the initial available power. The difference between the initial available power and the vehicle's regenerative braking power is determined as the target available power.

[0012] In this embodiment of the application, when determining the target available power, not only the vehicle's accessory discharge power and the battery's power loss are considered, but also the regenerative braking state is taken into account. This allows for a more comprehensive assessment of the battery's actual charging capacity, avoiding overcharge misjudgments caused by ignoring the regenerative braking state. This improves the accuracy and rationality of battery overcharge protection and further enhances the safety of the vehicle battery.

[0013] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: Based on the current state of the engine, determine the battery protection type, which includes over-discharge protection and overcharge protection. The aforementioned target available power includes target available discharge power and / or target available charging power. Based on the target available power and the decoy discharge power, the battery is protected against charging and discharging, including: When the protection type is over-discharge protection, the sum of the discharge power of the vehicle's accessories and the power loss of the battery is determined as the first discharge power. Based on the first power difference between the target available discharge power and the first discharge power, and the decoy discharge power, the battery is protected against over-discharge. When the protection type is overcharge protection, the battery is overcharge protected based on the second power difference between the engine's power generation and the target available charging power, as well as the deceptive discharge power.

[0014] In this embodiment, the current state of the engine is used to distinguish the protection type of the battery. Different power calculation methods can be used to identify the charging and discharging state of the battery. Different power calculation strategies are implemented in the two protection scenarios of over-discharge protection and over-charge protection, thereby improving the accuracy of battery charging and discharging state identification in different protection scenarios and further improving the safety of vehicle batteries.

[0015] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the over-discharge protection of the battery based on the first power difference between the target available discharge power and the first discharge power, and the deceptive discharge power, includes: If the first power difference is less than the decoy discharge power, the vehicle is controlled to exit the decoy discharge mode in order to protect the battery from over-discharge.

[0016] In this embodiment of the application, when the deceptive discharge power exceeds the discharge power space that the battery can release to the outside, in order to avoid the battery being over-discharged due to continued deceptive discharge, the vehicle can be controlled to exit the deceptive discharge condition to stop the battery from being continuously deceptively discharged, thereby protecting the battery from over-discharge.

[0017] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the second power difference based on the engine's power generation and the target available charging power, and the deceptive discharge power, for overcharge protection of the battery, includes: If the second power difference is greater than the deceptive discharge power, the engine is controlled to be in a non-generating state to protect the battery from overcharge.

[0018] In this embodiment of the application, when the excess power generated by the engine exceeds the charging power acceptable to the battery and cannot be completely consumed by the induced discharge power, in order to prevent the battery from being reverse charged, the engine can be controlled to be in a non-generating state to stop the battery from being charged, thereby providing overcharge protection for the battery.

[0019] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: Based on the current state of the engine, determine the battery protection type, which includes over-discharge protection and overcharge protection. The aforementioned target available power includes target available discharge power and / or target available charging power. Based on the target available power and the battery's current charge / discharge power, charge / discharge protection for the battery is provided, including: When the protection type is over-discharge protection, the battery is over-discharge protected based on the first power ratio of the battery's current discharge power and the target available discharge power. When the protection type is overcharge protection, the battery is overcharge protected based on a second power ratio of the battery's current charging power and the target available charging power.

[0020] In this embodiment, the current state of the engine is used to distinguish the protection type of the battery. Different power calculation methods can be used to identify the charging and discharging state of the battery. Different power calculation strategies are implemented in the two protection scenarios of over-discharge protection and over-charge protection, thereby improving the accuracy of battery charging and discharging state identification in different protection scenarios and further improving the safety of vehicle batteries.

[0021] In conjunction with the first aspect and the above-described implementations, in certain implementations of the first aspect, the over-discharge protection of the battery based on the first power ratio of the battery's current discharge power to the target available discharge power includes: If the first power ratio is greater than or equal to the preset over-discharge threshold, the vehicle is controlled to exit the deceptive discharge mode in order to protect the battery from over-discharge.

[0022] In this embodiment of the application, when the current discharge power of the battery exceeds the discharge power space that the battery can release to the outside, in order to avoid the battery being over-discharged due to continued inducing the battery to discharge, the vehicle can be controlled to exit the inducing discharge condition to stop the battery from being continuously induced to discharge, thereby protecting the battery from over-discharge.

[0023] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the overcharge protection of the battery based on the second power ratio of the battery's current charging power and the target available charging power includes: If the second power ratio is greater than or equal to the preset overcharge threshold, the engine is controlled to be in a non-generating state to protect the battery from overcharge.

[0024] In this embodiment of the application, when the current charging power of the battery exceeds the acceptable charging power range of the battery, in order to prevent the battery from being reverse charged, the engine can be controlled to be in a non-generating state to stop the battery from being charged, thereby providing overcharge protection for the battery.

[0025] Secondly, this application provides a battery protection device, which includes: The acquisition module is used to acquire the current state of the engine in the vehicle when the vehicle is in the deceptive discharge condition. The current state indicates whether the engine is generating power or not generating power. The deceptive discharge condition indicates the condition in which the battery in the vehicle is deceptively discharged to the outside using the charging protocol. The processing module is used to determine the target available power of the battery based on the current state of the engine, wherein the target available power is used to constrain the overcharging or over-discharging of the battery under the current state of the engine; and to perform charge and discharge protection on the battery based on the target available power and the decoy discharge power corresponding to the decoy discharge condition or the current charge and discharge power of the battery.

[0026] Thirdly, this application provides a controller, including a storage module and a processing module. The storage module is used to store executable program code, and the processing module is used to call and run the executable program code from the storage module, causing the controller to execute the methods in the first aspect or any possible implementation of the first aspect.

[0027] Fourthly, this application provides a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0028] Fifthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof.

[0029] Sixthly, this application provides a computer-readable storage medium storing computer program code that, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of a scenario for the battery protection method provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a battery protection method provided in an embodiment of this application; Figure 3 This is another schematic flowchart of a battery protection method provided in an embodiment of this application; Figure 4 This is a schematic diagram of the battery protection device provided in the embodiments of this application; Figure 5 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Detailed Implementation

[0031] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0033] With the rapid development of new energy vehicle technology, Vehicle-to-Load (V2L) functionality has gradually become one of the important features of new energy vehicles. V2L allows the vehicle's power battery (hereinafter referred to as "battery") to act as a mobile power source, supplying power to external devices (which can be called "external loads"), thereby meeting the power needs of users in scenarios such as outdoor camping and emergency power supply. However, in some vehicles that do not have V2L, and where users still want to use external devices, it is necessary to trick the vehicle into entering a tricked discharge mode, activating the battery's discharge path to supply power to the external devices. Specifically, by connecting a tricked discharge device to the vehicle's DC charging port, this device can simulate the charging protocol of a charging gun, causing the vehicle's Battery Management System (BMS) to mistakenly believe that the vehicle is connected to a charging gun to charge the battery, thereby closing the high-voltage relay and establishing a high-voltage power output circuit. At this time, the external device can receive power from the battery through the DC charging port, supplying power to the external device and forming a tricked discharge of the battery. This is because the Battery Management System (BMS) typically controls the battery charging process according to charging logic and cannot accurately identify the actual discharge state of the battery and the real power demand of external devices. It cannot effectively manage the charging and discharging process, potentially leading to overcharging or over-discharging of the battery without its knowledge. This results in a lack of effective protection mechanisms for the battery under induced discharge conditions. In other words, under induced discharge conditions, the battery is actually discharging externally, but the BMS mistakenly believes it is charging, thus failing to effectively monitor and protect against external discharge, potentially leading to over-discharge. Furthermore, under induced discharge conditions, if the vehicle's engine is charging the battery, but the BMS cannot control the external discharge, the battery may be reverse-charged, causing overcharging. The BMS also cannot effectively monitor and protect against reverse charging. Therefore, induced discharge conditions can refer to the situation where a charging protocol is used to induce the battery in a vehicle to discharge externally. New energy vehicles (hereinafter referred to as "vehicles") can include at least one of pure electric vehicles, hybrid electric vehicles, etc. Additionally, reverse charging of the battery refers to a situation where, during battery discharge, the engine charges the battery, resulting in a charging power exceeding the discharging power. This can potentially lead to overcharging. Charging protocols are used to enable communication handshakes and parameter negotiation between the vehicle and the charging equipment.

[0034] Furthermore, when the BMS fails to effectively monitor and protect the charging and discharging of the battery under the induced discharge condition, it may cause the induced battery to over-discharge or over-charge, and may even lead to battery thermal runaway, explosion and other safety accidents, which greatly threaten the safety of battery use.

[0035] Figure 1This is a schematic diagram of a scenario for the battery protection method provided in the embodiments of this application.

[0036] For example, such as Figure 1 As shown, Figure 1 It includes a vehicle 101 and an external device 102. The vehicle 101 can supply power to the external device 102 under the condition of deceptive discharge.

[0037] In view of this, this application proposes a battery protection method. Through the embodiments of this application, under the decoy discharge condition, instead of directly exiting the decoy discharge condition to protect the battery's charge and discharge, it fully considers the risks the battery may face under different engine states. This makes the determination of the battery's available power more closely match the actual operating conditions of the engine, improving the accuracy of the available power. Furthermore, by protecting the battery from different dimensions—the available power of the battery, the decoy discharge power corresponding to the decoy discharge condition, and the current charge and discharge power of the battery—it comprehensively considers the actual charge and discharge situation of the battery under the decoy discharge condition, effectively avoiding the safety hazards of over-discharge or over-charge, and improving the safety of the vehicle battery.

[0038] The following is combined Figures 2 to 3 The battery protection method provided in the embodiments of this application will be described in detail.

[0039] Figure 2 This is a schematic flowchart illustrating a battery protection method provided in an embodiment of this application. This method can be implemented by a vehicle (e.g., Figure 1 The vehicle 101 in the vehicle executes the command, or the controller in the vehicle executes the command.

[0040] For example, such as Figure 2 As shown, the method 200 includes the following implementation process: S210: When the vehicle is in a deceptive discharge condition, obtain the current state of the engine in the vehicle.

[0041] The engine's current state refers to either a power generation state or a non-power generation state. The power generation state refers to the engine driving the generator to generate electricity, which then outputs electrical energy to the battery. When the engine's current state is power generation, the engine drives the generator by burning fuel, and the generator converts mechanical energy into electrical energy, which is then input into the battery. Furthermore, when the engine's current state is power generation, the engine's power output can be calculated from the generator's output voltage and current. For example, the product of the generator's output voltage and current can be used as the power output. The non-power generation state refers to the engine not driving the generator to generate electricity. A non-power generation state can include at least one of the following states: engine stopped, engine idling but not generating electricity, or engine driving the vehicle but not generating electricity.

[0042] The "induced discharge" condition refers to a condition in which the vehicle's battery is tricked into discharging externally using a charging protocol. It should be understood that the vehicle must be stationary to be in the induced discharge condition; for safety reasons, the vehicle will not be allowed to enter the induced discharge condition while it is in motion.

[0043] For example, when a vehicle is powered on, it can be detected in real time whether the vehicle is in a deceptive discharge mode. When this mode is detected, it means the vehicle is currently using a charging protocol to induce the battery to discharge externally. At this time, because the BMS (Battery Management System) may not be able to accurately identify the actual discharge state of the battery, it cannot effectively monitor and protect against external discharge. Therefore, an additional protection mechanism is needed to protect the battery. Furthermore, the current state of the engine can affect whether the battery is simply discharging or potentially being reverse-charged. Therefore, it is necessary to obtain the current state of the engine to determine whether the battery faces overcharge or over-discharge risks, so as to protect the battery in a timely manner if overcharging or over-discharging occurs.

[0044] Optionally, when the vehicle is powered on, it can be detected in real time whether a decoy discharge device is connected to the vehicle's DC charging port. If a decoy discharge device is detected, the vehicle can be determined to be in decoy discharge mode. Alternatively, when an external device is detected connected to the vehicle's DC charging port, the current flow can be detected in real time to determine whether the vehicle is in decoy discharge mode. Specifically, if the current flows from the battery to the external device connected to the DC charging port, it indicates that the battery is discharging externally, and the vehicle can be determined to be in decoy discharge mode; if the current flows from the external device to the battery, it indicates that the battery is charging, and the vehicle can be determined not to be in decoy discharge mode. Alternatively, when an external device is detected connected to the vehicle's DC charging port, the communication data of the charging protocol can be detected in real time to determine whether the vehicle is in decoy discharge mode. Specifically, when the communication data indicates a negative charging current, it means that the battery is discharging externally, and the vehicle is in a deceptive discharge condition. When the communication data indicates a positive charging current or 0, it means that the battery is not discharging externally, and may be being charged or in a static state, and the vehicle is not in a deceptive discharge condition.

[0045] Optionally, when the vehicle is detected to be in a deceptive discharge condition, the current state of the engine can be detected through an engine power generation information message sent by the Engine Control Unit (ECU). This power generation information message may include at least one of the following: engine speed, torque, and power generation capacity. For example, if the engine's power generation capacity is greater than or equal to a preset power generation threshold, it indicates that the engine is driving the generator to generate electricity, and the engine's current state can be determined as a power generation state; conversely, if the engine's power generation capacity is less than the preset threshold, it indicates that the engine is not driving the generator to generate electricity, and the engine's current state can be determined as a non-power generation state.

[0046] The preset power generation threshold can represent the minimum power output of the engine, such as 0.5kW, 0kW, or 1kW. Furthermore, since the engine may drive the generator to operate at a very low power output when idling or under low load, the power output is minimal and does not effectively output electrical energy to the battery, thus not actually charging the battery, and can also be considered a non-power generation state. Therefore, the preset power generation threshold can be set to 0.5kW or 1kW, rather than 0kW, to eliminate interference from minute power outputs and avoid frequent engine state switching that could affect subsequent battery protection. This application embodiment does not limit this. The preset power generation threshold can be obtained through pre-configuration or actual vehicle testing and pre-stored in the vehicle's storage unit, or it can be stored in a cloud server connected to the vehicle for easy retrieval by the vehicle.

[0047] It's important to note that when the vehicle is detected to be in a deceptive discharge mode, the system does not directly exit this mode. Instead, it uses the engine's current state to provide charge and discharge protection for the battery. This is because vehicle discharge typically requires active user intervention; directly exiting the deceptive discharge mode would interfere with the user's normal use of the vehicle's discharge function, degrading the user experience. Therefore, to ensure battery safety while meeting the user's needs for the vehicle's discharge function, the engine's current state is used for battery charge and discharge protection.

[0048] S220 determines the target available power of the battery based on the current state of the engine.

[0049] The target available power is used to constrain overcharging or over-discharging of the battery under the current engine conditions, thereby suppressing overcharging or over-discharging of the battery under these conditions. The target available power can be the maximum power that the battery can utilize under the current engine conditions; exceeding this maximum power may lead to overcharging or over-discharging of the battery under induced discharge conditions. The target available power corresponds one-to-one with the current engine conditions; the target available power may be the same or different for different engine conditions. Furthermore, the target available power can include target available discharge power and target available charging power. Target available discharge power represents the maximum discharge power that the battery can utilize under the current engine conditions, and target available charging power represents the maximum charging power that the battery can utilize under the current engine conditions.

[0050] For example, when the current state of the engine is obtained, the target available power of the battery can be determined based on whether the engine is in a generating or non-generating state. This is because the different states of the engine under deceptive discharge conditions may lead to different risks for the battery. Under deceptive discharge conditions, when the engine is in a non-generating state, the battery can only discharge externally and will not be reverse-charged by the engine. Therefore, the battery generally only faces the risk of over-discharge and not over-charge. In this case, only the target available discharge power of the battery needs to be considered, not the target available charging power. However, when the engine is in a generating state, the battery can not only discharge externally but also be charged by the generator driven by the engine. During this process, the battery may be reverse-charged by the engine, thus exposing the battery to both over-discharge and over-charge risks. In this case, both the target available discharge power and the target available charging power of the battery need to be considered. Therefore, the target available power of the battery needs to be determined based on the current state of the engine.

[0051] It should be understood that when the engine is in a non-generating state, the battery generally only faces the risk of over-discharge; while when the engine is in a generating state, the battery may face the risk of over-discharge or over-charge.

[0052] S230 provides charge and discharge protection for the battery based on the target available power and the decoy discharge power corresponding to the decoy discharge condition or the current charge and discharge power of the battery.

[0053] The decoy discharge power corresponding to the decoy discharge condition represents the maximum discharge power that can be induced using the charging protocol. It is generally related to factors such as the battery's discharge performance, the power requirements of external devices, and the limitations of the charging protocol. The decoy discharge power corresponding to the decoy discharge condition can be obtained through pre-configuration or real-vehicle testing and can be pre-stored in the vehicle's storage unit or in a cloud server connected to the vehicle for easy retrieval by the vehicle at any time.

[0054] The current charge / discharge power of the battery represents its actual current charge / discharge power. This current power can include both the current discharge power and the current charge power. Specifically, the current discharge power represents the actual current output discharge power, and the current charge power represents the actual current input charge power. The current discharge power and current charge power can be the same or different.

[0055] Optionally, the current charge / discharge power of the battery can be calculated using the battery voltage and current collected in real time by the BMS. For example, the product of the battery voltage and the actual discharge current can be used as the current discharge power of the battery. The product of the battery voltage and the actual charging current can be used as the current charging power of the battery.

[0056] For example, upon obtaining the target available power, charge / discharge protection can be implemented for the battery from different dimensions—target available power, the deliberate discharge power corresponding to the deliberate discharge condition, and the battery's current charge / discharge power—based on the target available power, the deliberate discharge power corresponding to the deliberate discharge condition, and the battery's current charge / discharge power. Specifically, charge / discharge protection can be implemented based on the target available power and the deliberate discharge power corresponding to the deliberate discharge condition. Alternatively, charge / discharge protection can be implemented based on the target available power and the battery's current charge / discharge power.

[0057] It should be understood that overcharge protection or over-discharge protection can generally only be selected one at a time; they cannot coexist. Overcharge protection and over-discharge protection are two mutually exclusive protection mechanisms. Furthermore, battery power and battery capacity refer to different physical quantities; they are not equivalent and cannot be substituted for each other. Battery capacity refers to the total electrical energy accumulated by the battery over a period of time. It is a time-dependent physical quantity that includes the time dimension and determines the vehicle's range. The more battery capacity, the longer the vehicle's range; conversely, the less battery capacity, the shorter the vehicle's range. In other words, battery capacity and vehicle range are positively correlated. Battery power, on the other hand, refers to the electrical energy transferred by the battery per unit time. It is an instantaneous physical quantity that does not include the time dimension and determines the speed at which electrical energy is transferred. Specifically, battery charging power represents the speed at which the battery charges and determines the charging rate. The higher the battery charging power, the faster the charging rate; conversely, the lower the battery charging power, the slower the charging rate. In other words, battery charging power and battery charging rate are positively correlated. A battery's discharge power indicates how fast it discharges and determines its discharge rate. A higher discharge power corresponds to a faster discharge rate, while a lower discharge power results in a slower discharge rate. In other words, battery discharge power and discharge rate are positively correlated. Furthermore, the battery's charge is the product of its power and the time elapsed.

[0058] Furthermore, different batteries with the same power output can have the same or different capacities. For example, battery A and battery B both have a power output of 150kW, but battery A has a capacity of 80kWh (kilowatt-hours) while battery B has a capacity of 40kWh. Alternatively, battery A and battery B both have a power output of 150kW and a capacity of 80kWh.

[0059] Furthermore, different batteries with the same capacity can have the same or different power outputs. For example, batteries C and D both have a capacity of 60 kWh, but battery C has a discharge power of 300 kW, while battery D has a discharge power of 100 kW. Alternatively, batteries C and D both have a capacity of 60 kWh, and both have a discharge power of 300 kW.

[0060] Also, a high power rating does not necessarily mean a large battery capacity; the battery capacity may be relatively small. For example, battery E has a power rating of 200kW and a corresponding battery capacity of 60kWh. Battery F has a power rating of 100kW and a corresponding battery capacity of 40kWh. Or, battery G has a power rating of 80kW and a corresponding battery capacity of 100kWh.

[0061] Overcharging and over-discharging of a battery can be understood through its charging and discharging power. Charging power refers to the inflow of electrical energy into the battery, while discharging power refers to the outflow of electrical energy. Specifically, excessive charging power may exceed the battery's rated charging power, resulting in a large charging current and overcharging. Overcharging leads to positive polarization, raising the terminal voltage, damaging the positive electrode structure, and ultimately harming the battery. Conversely, excessive discharging power may exceed the battery's rated discharging power, resulting in a large discharging current and over-discharging. Over-discharging leads to negative polarization, lowering the terminal voltage, damaging the negative electrode structure, and ultimately harming the battery. To prevent the battery's discharge power from exceeding its rated discharge power, or to prevent the battery's charging power from exceeding its rated charging power, the target available power of the battery can be determined based on the current state of the engine.

[0062] The rated charging power of a battery is the maximum power at which it can be safely charged, while the rated discharging power is the maximum power at which it can be safely discharged. The rated charging and discharging power of a battery are related to factors such as the battery model, the materials used in its manufacture, and the manufacturing method. Both the rated charging and discharging power can be obtained through pre-configuration or on-vehicle testing and are pre-stored in the vehicle's storage unit or in a cloud server connected to the vehicle for easy retrieval.

[0063] In such Figure 2 In method 200, when the vehicle is in a deceptive discharge condition, the target available power of the battery can be determined by acquiring the current state of the engine (i.e., generating or non-generating state). Based on the target available power and the deceptive discharge power corresponding to the deceptive discharge condition or the current charge / discharge power of the battery, charge / discharge protection is provided for the battery. It is evident that this embodiment of the application fully considers the risks that different engine states may pose to the battery under deceptive discharge conditions. By dynamically determining the target available power of the battery using the current state of the engine, the determination of the target available power can be more closely aligned with the actual operating conditions of the engine, improving the accuracy of the target available power. Furthermore, based on a more accurate target available power, combined with the deceptive discharge power corresponding to the deceptive discharge condition or the current charge / discharge power of the battery, charge / discharge protection is provided for the battery from different dimensions: target available power, deceptive discharge power corresponding to the deceptive discharge condition, and the current charge / discharge power of the battery. This comprehensively considers the actual charge / discharge situation of the battery under deceptive discharge conditions, effectively avoiding the safety hazards of over-discharge or over-charge of the battery, thereby improving the safety of the vehicle battery.

[0064] It should be noted that S210~S230 above is a simplified description of the battery protection method provided in the embodiments of this application. The following is a more detailed explanation of... Figure 2The specific implementation methods shown in the embodiments are described in detail below: When executing S220, the above-mentioned determination of the target available power of the battery based on the current state of the engine includes: when the current state of the engine is a non-generating state, determining the actual available discharge power of the battery as the target available power; when the current state of the engine is a generating state, determining the target available power based on the protection type of the battery corresponding to the generating state.

[0065] For example, in the case of induced discharge, when the engine is in a non-generating state, the battery can only discharge externally and will not be recharged by the engine. In this case, only the battery's discharge power needs to be considered, not its charging power. Therefore, the battery's actual usable discharge power can be directly used as the target usable power.

[0066] The actual usable discharge power can be represented as the maximum discharge power that the battery can use when the engine is not generating electricity.

[0067] For example, under induced discharge conditions, when the engine is currently in a generating state, the battery can not only discharge externally but also be charged by the generator driven by the engine. During this process, the battery may be reverse-charged by the engine. In this case, it is necessary to consider not only the battery's discharge power but also its charging power. Furthermore, since the power data used for over-discharge protection or over-charge protection differs, determining the target available power requires considering whether over-charge protection or over-discharge protection is applied (i.e., considering the battery's protection type), thereby determining the target available power corresponding to over-charge protection and over-discharge protection respectively. In other words, the target available power is determined based on the battery's protection type corresponding to the generating state.

[0068] It should be understood that when the engine is in a non-generating state, the battery generally only faces the risk of over-discharge, so only over-discharge protection needs to be implemented, i.e., only the target available discharge power needs to be determined. However, when the engine is in a generating state, the battery may face the risk of over-discharge or over-charge, so over-discharge protection or over-charge protection needs to be implemented, i.e., the target available discharge power or target available charging power needs to be determined.

[0069] Optionally, the type of battery protection can be determined based on the current state of the engine.

[0070] For example, when the engine is in a non-generating state, since the battery can only discharge externally and is not reverse-charged by the engine, the battery generally only faces the risk of over-discharge. Therefore, only over-discharge protection is needed. Thus, the battery protection type for the engine in a non-generating state is over-discharge protection. Furthermore, since the battery is not charged by the engine in this state, the actual usable discharge power of the battery can be directly used as the target usable power, without needing to consider the battery's protection type. However, when the engine is in a generating state, since the battery can not only discharge externally but also be charged by the generator driven by the engine, it may be reverse-charged by the engine. This could lead to over-discharge or over-charge risks, requiring over-discharge or over-charge protection. Therefore, the battery protection type for the engine in a generating state is over-discharge or over-charge protection.

[0071] Furthermore, when the engine is currently in a power generation state, the over-discharge protection or overcharge protection corresponding to the power generation state is used to determine the target available power.

[0072] Among them, over-discharge protection refers to the protection mechanism during battery discharge, used to prevent battery damage caused by the discharge power exceeding the rated discharge power. Overcharge protection refers to the protection mechanism during battery charging, used to prevent battery damage caused by the charging power exceeding the rated charging power.

[0073] Optionally, when the engine is currently in a non-generating state, the target available power is determined based on the actual available discharge power of the battery. Specifically, when the engine is currently in a non-generating state, the actual available discharge power of the battery is determined as the target available power.

[0074] In this embodiment, the impact of the engine's current state on the battery's available power is considered when determining the target available power. This allows the final determined target available power to better reflect the actual charging and discharging scenarios of the battery, improving the accuracy of the target available power. Furthermore, with a more accurate target available power, more precise charging and discharging protection can be provided for the battery, further enhancing the safety of the vehicle battery.

[0075] Furthermore, the above-mentioned determination of the target available power based on the battery protection type corresponding to the power generation state includes: when the protection type is over-discharge protection, determining the target available power as the sum of the engine's power generation power and the battery's actual available discharge power; when the protection type is overcharge protection, determining the target available power based on the vehicle's accessory discharge power and the battery's power loss.

[0076] For example, when the battery protection type corresponding to the engine's power generation state is over-discharge protection, it is necessary to determine whether the battery will discharge excessively, exceeding its allowable available discharge power. Specifically, when the engine is in power generation state, the power output from the engine, after being input into the battery, can provide the battery with an additional available discharge power increment, reducing the battery's required discharge power burden, rather than the battery's available discharge capacity being determined solely by its actual available discharge power. In other words, even if the actual power required by the battery exceeds its actual available discharge power, as long as the engine's power output can compensate for the excess power, the battery may not face over-discharge risk. Therefore, when determining the target available power when the battery protection type corresponding to the engine's power generation state is over-discharge protection, it is necessary to consider the influence of both the battery's actual available discharge power and the available discharge power increment provided by the engine. The sum of the engine's current power generation and the battery's actual available discharge power can be used as the target available discharge power. It should be understood that, generally, when the engine is in power generation state, the engine's output power can be considered as the available discharge power increment provided by the engine to the battery. That is, the target available discharge power = the engine's power generation power + the battery's actual available discharge power.

[0077] For example, if the battery's actual usable discharge power is 20kW and the engine's power generation is 15kW, then the battery's target usable discharge power is 20kW + 15kW = 35kW. This means that even if the battery's actual required output power reaches 30kW, since the engine's power generation can provide 15kW, the battery only needs to provide the remaining 15kW of discharge power to meet the discharge demand, which is far less than the battery's actual usable discharge power of 20kW. Therefore, there is no risk of over-discharge. However, if the engine's power generation is not considered, and the battery's actual usable discharge power of 20kW is used directly as the criterion to judge whether the battery is at risk of over-discharge, then when the battery's actual required output power exceeds 20kW, it will be mistakenly judged as having an over-discharge risk, leading to unnecessary battery power limitation or triggering the battery's over-discharge protection, affecting the battery's normal discharge performance and user experience.

[0078] For example, when the battery protection type is overcharge protection corresponding to the engine's generator state, it is necessary to determine whether the battery will experience excessive charging power exceeding its allowable available charging power. Specifically, when the engine is in generator state, the generator power output from the engine, after being input into the battery, can provide an additional available discharge power increment for the battery. If this available discharge power increment is greater than the actual power output required by the battery, there will be excess generator power, which will charge the battery, forming reverse charging. From a power balance perspective, the amount of charging power that the battery outputs can offset is equal to the amount of power output. The charging power that is not offset will increase the battery's power. In other words, the actual available charging power of the battery is limited by the actual power output required by the battery. Generally speaking, the amount of charging power supplemented should match the amount of power output by the battery to maintain the battery's charge-discharge balance and avoid the risk of overcharging. Furthermore, since the actual power output required by the battery is generally affected by factors such as the power demand of vehicle accessories and losses during voltage conversion, it is necessary to comprehensively consider the influence of these factors when determining the target available charging power, using the battery's discharge power corresponding to each factor to determine the target available charging power that the battery can withstand.

[0079] Furthermore, when the battery protection type corresponding to the engine's power generation state is overcharge protection, the target available charging power in the target available power can be determined by using the accessory discharge power corresponding to the vehicle accessory and the conversion loss power generated during voltage conversion.

[0080] The conversion loss during voltage conversion refers to the power loss that occurs when voltage conversion devices such as DC-DC converters (DCDC) boost or buck the voltage. This power loss is often manifested as heat generated by internal resistance. Not all generated power can be effectively used for battery charging. Ignoring conversion losses during voltage conversion may underestimate the actual acceptable charging power limit of the battery, hindering accurate assessment of overcharging risks. The conversion loss power may vary between different voltage conversion devices, or it may be the same.

[0081] Among them, the vehicle accessories can be at least one of the following: DC to DC converter (DCDC), compressor, positive temperature coefficient thermistor (PTC), heating film, vehicle interior output interface, etc.

[0082] Optionally, when calculating the accessory discharge power, the discharge power of each vehicle accessory can be obtained first, and the total accessory power can be calculated using the discharge power of each vehicle accessory. This total accessory power is then determined as the accessory discharge power. Specifically, the discharge power of each vehicle accessory is summed to obtain the total accessory power. For example, if vehicle accessories include air conditioning, seat heating, and vehicle infotainment screen, the total accessory power is the sum of the accessory power of air conditioning, seat heating, and vehicle infotainment screen.

[0083] Optionally, when the battery protection type corresponding to the engine's power generation state is over-discharge protection, the target available power is determined based on the engine's power generation and the battery's actual available discharge power. Specifically, when the protection type is over-discharge protection, the sum of the engine's power generation and the battery's actual available discharge power is determined as the target available power.

[0084] In this embodiment, when the battery protection type corresponding to the engine's power generation state is over-discharge protection, not only is the actual usable discharge power of the battery itself taken into consideration, but the engine's power generation is also taken into account as the increment of the battery's usable discharge power. This allows for a more comprehensive assessment of the battery's actual discharge capacity, avoiding misjudgments of over-discharge due to ignoring the engine's power generation, thereby improving the accuracy and rationality of battery over-discharge protection and further enhancing the safety of the vehicle battery.

[0085] Furthermore, the vehicle's regenerative braking status is obtained; the above-mentioned determination of the target available power based on the vehicle's accessory discharge power and battery loss power includes: when the regenerative braking status is not activated, determining the sum of the accessory discharge power and loss power as the target available power; when the regenerative braking status is activated, determining the sum of the accessory discharge power and loss power as the initial available power; and determining the difference between the initial available power and the vehicle's regenerative braking power as the target available power.

[0086] The regenerative braking state of a vehicle can be either activated or deactivated. When regenerative braking is activated, the vehicle's drive motor regenerates braking energy, converting the vehicle's kinetic energy into electrical energy and storing it in the battery. This adds to the battery's charging power on top of the engine's generating power. However, the regenerative braking power generated when activated compresses the battery's actual acceptable charging power. Conversely, when regenerative braking is deactivated, the battery's actual acceptable charging power is not compressed by the regenerative braking power.

[0087] For example, when determining the target available power, the vehicle's current regenerative braking status can also be considered. The target available charging power within the target available power is determined comprehensively by combining the vehicle's accessory discharge power and battery power loss with the regenerative braking status.

[0088] Optionally, if regenerative braking is not activated, it indicates that the battery's actual acceptable charging power is not compressed by the regenerative braking power. Therefore, the sum of the accessory discharge power and the power loss can be determined as the target available charging power within the target available power. That is, target available charging power = accessory discharge power + power loss.

[0089] Optionally, when regenerative braking is activated, the actual acceptable charging power of the battery is compressed by the regenerative braking power. Therefore, based on the vehicle's accessory discharge power and battery power loss, the compression of the battery's actual acceptable charging power by the regenerative braking power needs to be considered. That is, the regenerative braking power is offset from the sum of the accessory discharge power and the power loss to obtain the target usable charging power. Specifically, the sum of the accessory discharge power and the power loss is first calculated and used as the initial usable charging power within the initial usable power. Then, the difference between the initial usable charging power and the regenerative braking power is determined as the target usable charging power within the target usable power. That is, target usable charging power = (accessory discharge power + power loss) - regenerative braking power.

[0090] Optionally, the braking energy recovery status and braking energy recovery power can be monitored in real time through the vehicle's braking energy recovery system. The braking energy recovery power is related to factors such as the vehicle's braking intensity and braking duration. The braking energy recovery power is positively correlated with the vehicle's braking intensity and braking duration.

[0091] For example, if the accessory discharge power is 3kW and the battery power loss is 0.5kW, the target available charging power when regenerative braking is not activated is: 3kW + 0.5kW = 3.5kW. This means that when the engine's power generation does not exceed 3.5kW, all of the engine's power generation is offset by accessory consumption and voltage conversion losses, and it will not reverse charge the battery; only when the engine's power generation exceeds 3.5kW will the excess portion reverse charge the battery. If, when regenerative braking is activated, the regenerative braking power is 1kW, then the target available charging power is: (3kW + 0.5kW) - 1kW = 2.5kW. This means that when the engine's power generation does not exceed 2.5kW, all of the engine's power generation is offset by accessory consumption and voltage conversion losses, and it will not reverse charge the battery; only when the engine's power generation exceeds 2.5kW will the excess portion reverse charge the battery.

[0092] Optionally, the target available power is determined based on the battery protection type corresponding to the power generation state and the vehicle's regenerative braking state. In the case of overcharge protection, the target available power is determined based on the vehicle's regenerative braking state, the vehicle's accessory discharge power, and the battery's power loss.

[0093] Optionally, the target available power is determined based on the vehicle's regenerative braking state, the vehicle's accessory discharge power, and the battery's power loss. Specifically, when regenerative braking is not activated, the target available power is determined based on the accessory discharge power and the power loss. More specifically, when regenerative braking is not activated, the sum of the accessory discharge power and the power loss is determined as the target available power.

[0094] Optionally, the target available power is determined based on the vehicle's regenerative braking state, the vehicle's accessory discharge power, and the battery's power loss. Specifically, when regenerative braking is activated, the target available power is determined based on the accessory discharge power, power loss, and the vehicle's regenerative braking power. More specifically, when regenerative braking is activated, the sum of the accessory discharge power and power loss is determined as the initial available power; the difference between the initial available power and the vehicle's regenerative braking power is determined as the target available power.

[0095] In this embodiment of the application, when determining the target available power, not only the vehicle's accessory discharge power and the battery's power loss are considered, but also the regenerative braking state is taken into account. This allows for a more comprehensive assessment of the battery's actual charging capacity, avoiding overcharge misjudgments caused by ignoring the regenerative braking state. This improves the accuracy and rationality of battery overcharge protection and further enhances the safety of the vehicle battery.

[0096] When executing S230, the above-mentioned charging and discharging protection of the battery based on the target available power and the decoy discharge power corresponding to the decoy discharge condition or the current charging and discharging power of the battery includes: charging and discharging protection of the battery based on the target available power and the decoy discharge power; or, charging and discharging protection of the battery based on the target available power and the current charging and discharging power of the battery.

[0097] For example, when protecting a battery from overcharging and over-discharging, a target available power and a decoy discharge power can be used to create constraints on the battery's charging and discharging to prevent abnormal overcharging and / or over-discharging, thereby protecting the battery from overcharging and over-discharging.

[0098] For example, when protecting a battery from overcharging and over-discharging, the target available power and the current charge / discharge power of the battery can be used to form constraints on the battery's charge / discharge to prevent abnormal overcharging and / or over-discharging, thereby protecting the battery from overcharging and over-discharging.

[0099] Optionally, charge / discharge protection is implemented for the battery based on a target available power. This can be achieved by implementing charge / discharge protection based on the target available power, the decoy discharge power corresponding to the decoy discharge condition, and / or the battery's current charge / discharge power. Alternatively, charge / discharge protection can be implemented based on the target available power and the decoy discharge power; or, the battery can be protected based on the target available power and the battery's current charge / discharge power.

[0100] In this embodiment, based on the target available power, the battery is charged and discharged by using the decoy discharge power corresponding to the decoy discharge condition or the current charge and discharge power of the battery. The charging and discharging state of the battery can be identified from different angles, forming a multi-identification mechanism. This effectively avoids the blind spots that may exist in a single identification method, improves the reliability and comprehensiveness of battery charge and discharge protection, and further enhances the safety of the vehicle battery.

[0101] In one implementation, the battery protection type is determined based on the current state of the engine; the above-mentioned charge / discharge protection of the battery based on the target available power and the decoy discharge power includes: when the protection type is over-discharge protection, determining a first discharge power based on the discharge power of the vehicle's accessories and the power loss of the battery; providing over-discharge protection for the battery based on a first power difference between the target available discharge power and the first discharge power, and the decoy discharge power; and when the protection type is overcharge protection, providing overcharge protection for the battery based on a second power difference between the engine's power generation and the target available charging power, and the decoy discharge power.

[0102] For example, the current state of the engine is first used to determine the battery protection type corresponding to that current state.

[0103] When the battery protection type corresponding to the engine's power generation state is over-discharge protection, the required discharge power of the vehicle itself (which can be called the "first discharge power") is first calculated using the vehicle's accessory discharge power and the battery's power loss. Specifically, the sum of the vehicle's accessory discharge power and the battery's power loss is determined as the first discharge power, i.e., first discharge power = accessory discharge power + power loss.

[0104] Furthermore, the target available discharge power of the battery and the first discharge power are used to determine the discharge power range that the battery can release externally. Specifically, the power difference between the target available discharge power and the first discharge power is calculated, and this power difference is taken as the first power difference. This first power difference can represent the discharge power range that the battery can release externally, i.e., first power difference = target available discharge power - first discharge power. This first power difference is then used in conjunction with the decoy discharge power under decoy discharge conditions to perform over-discharge protection on the battery.

[0105] When the battery protection type corresponding to the engine's power generation state is overcharge protection, the excess power generation that cannot be received by the battery is determined using the battery's target available charging power and the engine's power generation power. Specifically, the power difference between the engine's power generation power and the target available charging power is calculated, and this power difference is used as a second power difference. This second power difference represents the excess power generation power of the engine that exceeds the battery's acceptable charging power, i.e., second power difference = engine power generation power - target available charging power. This second power difference is then used in conjunction with the deliberate discharge power under deliberate discharge conditions to provide overcharge protection for the battery.

[0106] It should be understood that since the vehicle is in the deceptive discharge condition only if the vehicle is stationary, the first discharge power does not include the vehicle's driving power.

[0107] Optionally, charge / discharge protection for the battery is implemented based on the current state of the engine, the target available power, and the decoy discharge power. Specifically, the battery protection type is determined based on the current state of the engine; charge / discharge protection for the battery is implemented based on the battery protection type, the target available power, and the decoy discharge power. More specifically, when the battery protection type corresponding to the engine's power generation state is over-discharge protection, over-discharge protection for the battery is implemented based on the vehicle's accessory discharge power, the battery's power loss, the target available discharge power, and the decoy discharge power. Even more specifically, when the protection type is over-discharge protection, the sum of the vehicle's accessory discharge power and the battery's power loss is determined as the first discharge power; over-discharge protection for the battery is implemented based on the first power difference between the target available discharge power and the first discharge power, and the decoy discharge power.

[0108] Optionally, charge / discharge protection for the battery is implemented based on the current state of the engine, the target available power, and the decoy discharge power. Specifically, the battery protection type is determined based on the current state of the engine; charge / discharge protection for the battery is implemented based on the battery protection type, the target available power, and the decoy discharge power. More specifically, when the battery protection type corresponding to the engine's power generation state is overcharge protection, overcharge protection for the battery is implemented based on the engine's power generation, the target available charging power, and the decoy discharge power. Even more specifically, when the battery protection type corresponding to the engine's power generation state is overcharge protection, overcharge protection for the battery is implemented based on a second power difference between the engine's power generation and the target available charging power, and the decoy discharge power.

[0109] In this embodiment, the current state of the engine is used to distinguish the protection type of the battery. Different power calculation methods can be used to identify the charging and discharging state of the battery. Different power calculation strategies are implemented in the two protection scenarios of over-discharge protection and over-charge protection, thereby improving the accuracy of battery charging and discharging state identification in different protection scenarios and further improving the safety of vehicle batteries.

[0110] Furthermore, the above-mentioned over-discharge protection of the battery based on the first power difference between the target available discharge power and the first discharge power, and the decoy discharge power, includes: when the first power difference is less than the decoy discharge power, controlling the vehicle to exit the decoy discharge condition in order to provide over-discharge protection for the battery.

[0111] For example, if the first power difference is less than the decoy discharge power, it indicates that the decoy discharge power has exceeded the battery's discharge power capacity. Continuing to decoy the battery at this point would greatly increase the risk of over-discharge. Therefore, the vehicle can be controlled to exit the decoy discharge mode to stop the battery from being further decoyed, thereby protecting the battery from over-discharge.

[0112] If the initial power difference is greater than or equal to the decoy discharge power, it indicates that the decoy discharge power has not exceeded the battery's discharge power capacity, and there is no immediate risk of over-discharge. In this case, the decoy discharge condition can be maintained while continuously monitoring the battery's power difference until the initial power difference is detected to be less than the decoy discharge power, at which point the vehicle should be controlled to exit the decoy discharge condition.

[0113] For example, if the target usable discharge power is 35kW, the accessory discharge power is 3kW, and the battery loss power is 0.5kW, then the first discharge power is: 3kW + 0.5kW = 3.5kW, and the first power difference is: 35kW - 3.5kW = 31.5kW. If the decoy discharge power is 30kW, then 31.5kW > 30kW, and there is no risk of over-discharge in the battery, so it is not necessary to control the vehicle to exit the decoy discharge condition. If the decoy discharge power is 33kW, then 31.5kW < 33kW, and there may be a risk of over-discharge in the battery, so it is necessary to control the vehicle to exit the decoy discharge condition.

[0114] Optionally, based on the first power difference and the decoy discharge power, the vehicle is controlled to exit the decoy discharge mode to provide over-discharge protection for the battery. Specifically, if the first power difference is less than the decoy discharge power, the vehicle is controlled to exit the decoy discharge mode to provide over-discharge protection for the battery.

[0115] In this embodiment of the application, when the deceptive discharge power exceeds the discharge power space that the battery can release to the outside, in order to avoid the battery being over-discharged due to continued deceptive discharge, the vehicle can be controlled to exit the deceptive discharge condition to stop the battery from being continuously deceptively discharged, thereby protecting the battery from over-discharge.

[0116] Furthermore, the above-mentioned overcharge protection of the battery based on the second power difference between the engine's power generation and the target available charging power, and the deceptive discharge power, includes: when the second power difference is greater than the deceptive discharge power, controlling the engine to be in a non-power generation state to provide overcharge protection for the battery.

[0117] For example, if the second power difference is greater than the decoy discharge power, it means that the engine's power generation has exceeded the battery's acceptable charging power. This excess power cannot be completely consumed by the decoy discharge power, and some will still be charged into the battery, potentially leading to overcharging. Therefore, to prevent the engine from continuing to charge the battery and increasing the risk of overcharging, the engine's current state can be switched from power generation to non-power generation to stop charging the battery, thus protecting it from overcharge.

[0118] Specifically, when controlling the engine to stop charging the battery, the engine's current state can be switched from generating state to non-generating state.

[0119] Optionally, when the engine is in a non-generating state, the vehicle can also be controlled to exit the deceptive discharge mode to protect the battery from overcharge.

[0120] If the second power difference is less than or equal to the decoy discharge power, it means that the excess power generated by the engine that exceeds the battery's acceptable charging power can be completely consumed by the decoy discharge power, and no further excess power will be charged into the battery. There is no immediate risk of overcharging. At this point, the engine can be kept in power generation mode and decoy discharge mode can be maintained, while continuously monitoring changes in the battery's power difference until the second power difference is detected to be greater than the decoy discharge power, at which point the engine should be controlled to enter a non-power generation state.

[0121] For example, if the engine's power generation is 20kW and the target available charging power is 3.5kW, then the second power difference is: 20kW - 3.5kW = 16.5kW. If the decoy discharge power is 18kW, then 16.5kW < 18kW, and the decoy discharge can completely consume the excess power generation. In this case, there is no risk of overcharging the battery, and it is not necessary to keep the engine in a non-power generation state. If the decoy discharge power is 15kW, then 16.5kW > 15kW, and the excess power generation cannot be completely consumed by the decoy discharge. The extra 1.5kW will reverse charge the battery, and in this case, there may be a risk of overcharging the battery, requiring the engine to be kept in a non-power generation state.

[0122] It should be noted that when implementing overcharge protection for the battery, the decoy discharge power can be set to a lower value to reduce the impact of the engine's excess power generation on battery charging, thereby further reducing the risk of overcharge. For example, the decoy discharge power can be set to 5kW or 0kW. This is because the lower the decoy discharge power, the easier it is for the second power difference to exceed the decoy discharge power when it is small, thus lowering the trigger threshold for the battery to enter overcharge protection and triggering overcharge protection earlier.

[0123] For example, if the engine's power generation is 20kW and the target available charging power is 3.5kW, then the second power difference is: 20kW - 3.5kW = 16.5kW. If the induced discharge power is 5kW, then the overcharge protection will be triggered when the second power difference reaches 5kW, instead of waiting until it reaches 15kW. This advances the timing of battery overcharge protection, thus protecting the battery earlier.

[0124] Optionally, based on the second power difference and the decoy discharge power, the engine is controlled to be in a non-generating state to protect the battery from overcharge. Specifically, if the second power difference is greater than the decoy discharge power, the engine is controlled to be in a non-generating state to protect the battery from overcharge.

[0125] In this embodiment of the application, when the excess power generated by the engine exceeds the charging power acceptable to the battery and cannot be completely consumed by the induced discharge power, in order to prevent the battery from being reverse charged, the engine can be controlled to be in a non-generating state to stop the battery from being charged, thereby providing overcharge protection for the battery.

[0126] In one implementation, the battery protection type is determined based on the current state of the engine; the aforementioned charge / discharge protection of the battery based on the target available power and the current charge / discharge power of the battery includes: when the protection type is over-discharge protection, over-discharge protection is performed on the battery based on a first power ratio of the current discharge power of the battery to the target available discharge power; when the protection type is overcharge protection, overcharge protection is performed on the battery based on a second power ratio of the current charge power of the battery to the target available charge power.

[0127] For example, the current state of the engine is first used to determine the battery protection type corresponding to that current state.

[0128] When the battery protection type corresponding to the engine's power generation state is over-discharge protection, the current discharge level of the battery can be determined using the current discharge power and the target available discharge power. Specifically, the power ratio of the current discharge power to the target available discharge power is calculated, and this power ratio is used as the first power ratio. This first power ratio can represent the current discharge level of the battery, i.e., the first power ratio = The first power ratio is used for over-discharge protection of the battery. This first power ratio is positively correlated with the current discharge level of the battery; a higher first power ratio indicates a higher current discharge level and a greater risk of over-discharge. The first power ratio quantifies the battery's discharge load to avoid misjudgments of over-discharge caused by fluctuations in the battery's discharge power under real-world conditions, thus improving the accuracy and reliability of over-discharge assessment.

[0129] When the battery protection type corresponding to the engine's power generation state is overcharge protection, the current charging level of the battery can be determined using the current charging power and the target available charging power. Specifically, the power ratio of the current charging power to the target available charging power is calculated, and this power ratio is used as a second power ratio. This second power ratio can represent the current charging level of the battery, i.e., the second power ratio = The second power ratio is used for overcharge protection of the battery. This second power ratio is positively correlated with the current charging level of the battery; a higher second power ratio indicates a higher current charging level and a greater risk of overcharge. The second power ratio quantifies the battery charging load to avoid false overcharge predictions caused by fluctuations in battery charging power under real-world conditions, thus improving the accuracy and reliability of overcharge detection.

[0130] Optionally, charge / discharge protection for the battery is implemented based on the engine's current state, target available power, and decoy discharge power. Specifically, the battery protection type is determined based on the engine's current state; charge / discharge protection is then implemented based on the battery's protection type, target available power, and decoy discharge power. More specifically, when the battery's protection type corresponding to the engine's power generation state is over-discharge protection, over-discharge protection is implemented based on the battery's current discharge power and target available discharge power. Even more specifically, over-discharge protection is implemented based on a first power ratio between the battery's current discharge power and target available discharge power.

[0131] Optionally, charge / discharge protection for the battery is implemented based on the current state of the engine, the target available power, and the decoy discharge power. Specifically, the battery protection type is determined based on the current state of the engine; charge / discharge protection for the battery is implemented based on the battery protection type, the target available power, and the decoy discharge power. More specifically, when the battery protection type corresponding to the engine's power generation state is overcharge protection, overcharge protection for the battery is implemented based on the battery's current charging power and the target available charging power. Even more specifically, overcharge protection for the battery is implemented based on a second power ratio between the battery's current charging power and the target available charging power.

[0132] In this embodiment, the current state of the engine is used to distinguish the protection type of the battery. Different power calculation methods can be used to identify the charging and discharging state of the battery. Different power calculation strategies are implemented in the two protection scenarios of over-discharge protection and over-charge protection, thereby improving the accuracy of battery charging and discharging state identification in different protection scenarios and further improving the safety of vehicle batteries.

[0133] Furthermore, the above-mentioned over-discharge protection of the battery based on the first power ratio of the current discharge power of the battery and the target available discharge power includes: when the first power ratio is equal to or equal to a preset over-discharge threshold, controlling the vehicle to exit the deceptive discharge condition in order to protect the battery from over-discharge.

[0134] For example, if the first power ratio is equal to or equal to a preset over-discharge threshold, it indicates that the battery's current discharge power has exceeded its capacity to discharge. Continuing to induce battery discharge at this point would greatly increase the risk of over-discharge. Therefore, the vehicle can be controlled to exit the induced discharge mode to stop the battery from being further induced to discharge, thereby protecting the battery from over-discharge.

[0135] If the first power ratio is less than the preset over-discharge threshold, it indicates that the current discharge power of the battery has not exceeded the battery's discharge power capacity, and there is no immediate risk of over-discharge. At this point, the decoy discharge condition can be maintained while continuously monitoring the battery's discharge power ratio until the first power ratio is detected to be less than or equal to the preset over-discharge threshold, at which point the vehicle is controlled to exit the decoy discharge condition.

[0136] For example, if the battery's current discharge power is 18kW and the target usable discharge power is 20kW, then the first power ratio is 18 / 20 = 0.9. If the preset over-discharge threshold is 0.9, then 0.9 equals the preset over-discharge threshold, indicating a potential risk of over-discharge and requiring the vehicle to exit the decoy discharge mode. If the preset over-discharge threshold is 0.95, then 0.9 is less than 0.95, indicating no risk of over-discharge and no need to exit the decoy discharge mode.

[0137] The preset over-discharge threshold represents the critical discharge ratio that triggers battery over-discharge protection, such as 1 or 0.9. The preset over-discharge threshold can be obtained through pre-configuration or real-vehicle testing and can be stored in the vehicle's storage unit or in a cloud server connected to the vehicle for easy retrieval by the vehicle at any time.

[0138] Optionally, based on a first power ratio and a preset over-discharge threshold, the vehicle is controlled to exit the decoy discharge mode to protect the battery from over-discharge. Specifically, if the first power ratio is greater than or equal to the preset over-discharge threshold, the vehicle is controlled to exit the decoy discharge mode to protect the battery from over-discharge.

[0139] In this embodiment of the application, when the current discharge power of the battery exceeds the discharge power space that the battery can release to the outside, in order to avoid the battery being over-discharged due to continued inducing the battery to discharge, the vehicle can be controlled to exit the inducing discharge condition to stop the battery from being continuously induced to discharge, thereby protecting the battery from over-discharge.

[0140] Furthermore, the above-mentioned overcharge protection of the battery based on the second power ratio of the current charging power of the battery and the target available charging power includes: when the second power ratio is greater than or equal to a preset overcharge threshold, controlling the engine to be in a non-generating state to protect the battery from overcharge.

[0141] For example, if the second power ratio is greater than or equal to the preset overcharge threshold, it means that the current charging power of the battery has exceeded the acceptable charging power range of the battery. In this case, in order to avoid the engine continuing to charge the battery and increasing the risk of overcharging, the current state of the engine can be switched from the power generation state to the non-power generation state to control the engine to stop charging the battery and terminate the battery from being charged, thereby protecting the battery from overcharge.

[0142] Specifically, when controlling the engine to stop charging the battery, the engine's current state can be switched from generating state to non-generating state.

[0143] Optionally, when the engine is in a non-generating state, the vehicle can also be controlled to exit the deceptive discharge mode to protect the battery from overcharge.

[0144] If the second power ratio is less than the preset overcharge threshold, it indicates that the current charging power of the battery has not exceeded the acceptable charging power range of the battery, and there is no risk of overcharging at the moment. At this time, the engine can be kept in the generator state and the deceptive discharge condition can be maintained, and the change of the battery charging power ratio can be continuously monitored until the second power ratio is detected to be greater than or equal to the preset overcharge threshold, at which point the engine can be controlled to be in the non-generator state.

[0145] For example, if the battery's current charging power is 8.5kW and the target available charging power is 10kW, then the second power ratio is 8.5 / 10 = 0.85. If the preset overcharge threshold is 0.85, then 0.85 equals the preset overcharge threshold. In this case, the battery may be at risk of overcharging, and the engine needs to be kept in a non-generating state. If the preset overcharge threshold is 0.9, then 0.85 is less than 0.9. In this case, the battery is not at risk of overcharging, and it is not necessary to keep the engine in a non-generating state.

[0146] The preset overcharge threshold represents the critical charging ratio that triggers battery overcharge protection, such as 1 or 0.95. The preset overcharge threshold can be pre-configured or obtained through real-vehicle testing and can be pre-stored in the vehicle's storage unit or in a cloud server connected to the vehicle for easy retrieval. Furthermore, the preset overcharge threshold and the preset over-discharge threshold can be the same or different.

[0147] Optionally, based on the second power ratio and a preset overcharge threshold, the engine is controlled to be in a non-power generation state to protect the battery from overcharge. Specifically, when the second power ratio is greater than or equal to the preset overcharge threshold, the engine is controlled to be in a non-power generation state to protect the battery from overcharge.

[0148] In this embodiment of the application, when the current charging power of the battery exceeds the acceptable charging power range of the battery, in order to prevent the battery from being reverse charged, the engine can be controlled to be in a non-generating state to stop the battery from being charged, thereby providing overcharge protection for the battery.

[0149] Figure 3 This is another schematic flowchart illustrating a battery protection method provided in an embodiment of this application. This method can be implemented by a vehicle (e.g., Figure 1 The vehicle 101 in the vehicle executes the command, or the controller in the vehicle executes the command.

[0150] For example, such as Figure 3 As shown, the method 300 includes the following implementation process: S1: When the vehicle is in a deceptive discharge condition, obtain the current state of the engine in the vehicle.

[0151] S2, determine whether the engine's current state is in power generation mode. If the engine's current state is in power generation mode, execute S3; if the engine's current state is not in power generation mode, execute S4.

[0152] S3, based on the battery protection type corresponding to the power generation state, determines the target available power of the battery.

[0153] S4 determines the actual usable discharge power of the battery as the target usable power.

[0154] S5, based on the target available power and the decoy discharge power, performs charge and discharge protection on the battery; or, based on the target available power and the current charge and discharge power of the battery, performs charge and discharge protection on the battery.

[0155] It should be noted that, Figure 3 All relevant steps are in Figure 2 The corresponding embodiments are described in detail, and will not be repeated here.

[0156] It should be understood that the correspondence mentioned in the embodiments of this application can be obtained through pre-configuration or real vehicle testing, and can be pre-stored in the vehicle's storage unit or in a cloud server that communicates with the vehicle so that the vehicle can retrieve it at any time.

[0157] It should be understood that the above examples are provided to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific values ​​or scenarios exemplified. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of this application.

[0158] The above text combined Figures 1 to 3 The battery protection method provided in the embodiments of this application is described in detail below; the following will be combined with Figure 4 and Figure 5 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0159] Figure 4 This is a schematic diagram of the battery protection device provided in the embodiments of this application.

[0160] For example, such as Figure 4 As shown, the device 400 includes: The acquisition module 410 is used to acquire the current state of the engine in the vehicle when the vehicle is in the deceptive discharge condition. The current state indicates the power generation state or the non-power generation state. The deceptive discharge condition indicates the condition in which the battery in the vehicle is deceptively discharged to the outside using the charging protocol. The processing module 420 is used to determine the target available power of the battery based on the current state of the engine, wherein the target available power is used to constrain the overcharging or over-discharging of the battery under the current state of the engine; and to perform charge and discharge protection on the battery based on the target available power and the decoy discharge power corresponding to the decoy discharge condition or the current charge and discharge power of the battery.

[0161] In one possible implementation, the processing module 420 is specifically used for: When the engine is currently in a non-generating state, the actual available discharge power of the battery is determined as the target available power; If the engine is currently in power generation mode, the target available power is determined based on the protection type of the battery corresponding to the power generation mode.

[0162] In one possible implementation, the processing module 420 is specifically used for: When the protection type is over-discharge protection, the sum of the generator power and the actual usable discharge power of the battery is determined as the target usable power. When the protection type is overcharge protection, the target available power is determined based on the vehicle's accessory discharge power and the battery's power loss.

[0163] In one possible implementation, the acquisition module 410 is specifically used for: Obtain the vehicle's regenerative braking status; The processing module 420 is specifically used to: determine the sum of the accessory discharge power and the power loss power as the target available power when the braking energy recovery state is not activated; When regenerative braking is activated, the sum of the accessory discharge power and the power lost is determined as the initial available power. The difference between the initial available power and the vehicle's regenerative braking power is determined as the target available power.

[0164] In one possible implementation, the processing module 420 is specifically used for: Based on the current state of the engine, determine the battery protection type, which includes over-discharge protection and overcharge protection. The aforementioned target available power includes target available discharge power and / or target available charging power. Based on the target available power and the decoy discharge power, the battery is protected against charging and discharging, including: When the protection type is over-discharge protection, the sum of the discharge power of the vehicle's accessories and the power loss of the battery is determined as the first discharge power. Based on the first power difference between the target available discharge power and the first discharge power, and the decoy discharge power, the battery is protected against over-discharge. When the protection type is overcharge protection, the battery is overcharge protected based on the second power difference between the engine's power generation and the target available charging power, as well as the deceptive discharge power.

[0165] In one possible implementation, the processing module 420 is specifically used for: If the first power difference is less than the decoy discharge power, the vehicle is controlled to exit the decoy discharge mode in order to protect the battery from over-discharge.

[0166] In one possible implementation, the processing module 420 is specifically used for: If the second power difference is greater than the deceptive discharge power, the engine is controlled to be in a non-generating state to protect the battery from overcharge.

[0167] In one possible implementation, the processing module 420 is specifically used for: Based on the current state of the engine, determine the battery protection type, which includes over-discharge protection and overcharge protection. The aforementioned target available power includes target available discharge power and / or target available charging power. Based on the target available power and the battery's current charge / discharge power, charge / discharge protection for the battery is provided, including: When the protection type is over-discharge protection, the battery is over-discharge protected based on the first power ratio of the battery's current discharge power and the target available discharge power. When the protection type is overcharge protection, the battery is overcharge protected based on a second power ratio of the battery's current charging power and the target available charging power.

[0168] In one possible implementation, the processing module 420 is specifically used for: If the first power ratio is greater than or equal to the preset over-discharge threshold, the vehicle is controlled to exit the deceptive discharge mode in order to protect the battery from over-discharge.

[0169] In one possible implementation, the processing module 420 is specifically used for: If the second power ratio is greater than or equal to the preset overcharge threshold, the engine is controlled to be in a non-generating state to protect the battery from overcharge.

[0170] It should be noted that the aforementioned device 400 is embodied in the form of a functional module. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0171] For example, a "module" can be a software program, hardware circuit, or a combination of both that implements the above functions. Hardware circuits may include application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or combined processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0172] Therefore, the modules of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0173] Figure 5 This is a schematic diagram of the vehicle structure provided in the embodiments of this application.

[0174] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 510 and a processor 520, wherein the memory 510 stores executable program code 5101, and the processor 520 is used to call and execute the executable program code 5101 to perform a battery protection method.

[0175] This application can divide the vehicle into functional modules based on the above method example. For example, each module can correspond to a separate function module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0176] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module and a processing module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0177] The vehicle provided in this application is used to implement the battery protection method described above, and thus can achieve the same effect as the above implementation method.

[0178] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

[0179] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0180] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods described in the foregoing embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, DVDs (Digital Video Discs), CD-ROMs (Compact Disc Read-Only Memory), microdrives, magneto-optical disks, ROMs (Read-Only Memory), RAMs (Random Access Memory), EPROMs (Erasable Programmable Read-Only Memory), EEPROMs (Electrically Erasable Programmable Read Only Memory), DRAMs (Dynamic Random Access Memory), VRAMs (Video Random Access Memory), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0181] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a battery protection method as described in the above embodiments.

[0182] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip perform a battery protection method in the above embodiments.

[0183] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0184] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0185] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0186] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A battery protection method, characterized in that, The method includes: When the vehicle is in a deceptive discharge condition, the current state of the engine in the vehicle is obtained, wherein the current state indicates a power generation state or a non-power generation state, and the deceptive discharge condition indicates a condition in which the battery in the vehicle is deceptively discharged to the outside using a charging protocol. Based on the current state of the engine, a target available power for the battery is determined, wherein the target available power is used to constrain the battery from overcharging or over-discharging under the current state of the engine. Based on the target available power and the decoy discharge power corresponding to the decoy discharge condition or the current charge / discharge power of the battery, charge / discharge protection is provided for the battery.

2. The method according to claim 1, characterized in that, Determining the target available power of the battery based on the current state of the engine includes: When the current state of the engine is the non-power generation state, the actual available discharge power of the battery is determined as the target available power; When the current state of the engine is the power generation state, the target available power is determined based on the protection type of the battery corresponding to the power generation state.

3. The method according to claim 2, characterized in that, The protection types include over-discharge protection and overcharge protection. Determining the target available power based on the protection type of the battery corresponding to the power generation state includes: When the protection type is over-discharge protection, the sum of the generator power and the actual available discharge power of the battery is determined as the target available power. When the protection type is overcharge protection, the target available power is determined based on the vehicle's accessory discharge power and the battery's power loss.

4. The method according to claim 3, characterized in that, The method further includes: Obtain the regenerative braking status of the vehicle; Determining the target available power based on the vehicle's accessory discharge power and the battery's power loss includes: When the regenerative braking state is not activated, the sum of the accessory discharge power and the power loss is determined as the target available power. When the regenerative braking state is activated, the sum of the accessory discharge power and the power of the loss is determined as the initial available power; The difference between the initial available power and the vehicle's regenerative braking power is determined as the target available power.

5. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Based on the current state of the engine, the protection type of the battery is determined, wherein the protection type includes over-discharge protection and overcharge protection; The target available power includes the target available discharge power and / or the target available charging power. The step of providing charge / discharge protection for the battery based on the target available power and the decoy discharge power includes: When the protection type is over-discharge protection, the sum of the discharge power of the vehicle's accessories and the power loss of the battery is determined as the first discharge power. Based on the first power difference between the target available discharge power and the first discharge power, and the deceptive discharge power, the battery is protected against over-discharge. When the protection type is overcharge protection, the battery is overcharge protected based on a second power difference between the engine's power generation and the target available charging power, and the deceptive discharge power.

6. The method according to claim 5, characterized in that, The method of providing over-discharge protection for the battery based on the first power difference between the target available discharge power and the first discharge power, and the decoy discharge power, includes: If the first power difference is less than the decoy discharge power, the vehicle is controlled to exit the decoy discharge condition in order to protect the battery from over-discharge.

7. The method according to claim 5, characterized in that, The second power difference based on the engine's power generation and the target available charging power, and the deceptive discharge power, for overcharge protection of the battery, includes: If the second power difference is greater than the deceptive discharge power, the engine is controlled to be in the non-power generation state to protect the battery from overcharge.

8. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Based on the current state of the engine, the protection type of the battery is determined, wherein the protection type includes over-discharge protection and overcharge protection; The target available power includes the target available discharge power and / or the target available charging power. The step of providing charge / discharge protection for the battery based on the target available power and the battery's current charge / discharge power includes: When the protection type is over-discharge protection, the battery is over-discharge protected based on a first power ratio of the current discharge power of the battery and the target available discharge power. When the protection type is overcharge protection, the battery is overcharge protected based on a second power ratio of the current charging power of the battery and the target available charging power.

9. The method according to claim 8, characterized in that, The over-discharge protection of the battery based on a first power ratio of the battery's current discharge power and the target available discharge power includes: If the first power ratio is greater than or equal to a preset over-discharge threshold, the vehicle is controlled to exit the deceptive discharge condition in order to protect the battery from over-discharge.

10. The method according to claim 8, characterized in that, The overcharge protection for the battery based on the second power ratio of the current charging power of the battery and the target available charging power includes: When the second power ratio is greater than or equal to a preset overcharge threshold, the engine is controlled to be in the non-power generation state to protect the battery from overcharge.

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