A parking battery and a power supply control method thereof

Abstract

The application relates to a parking battery power supply control method and a parking battery. When a vehicle is turned off and a parking air conditioner is started, the method determines a driving charging recovery coefficient according to the latest driving charging data before this time, determines parking air conditioner available energy in combination with the current available energy of the parking battery and the minimum reserved electric quantity, controls the parking air conditioner to perform temperature adjusting detection and holding observation in sequence, determines an initial high-power temperature adjusting value coefficient based on actual power consumption, temperature change and rebound rate, further determines an initial temperature adjusting power supply upper limit and a maintenance operation reserved electric quantity according to the recovery coefficient, the value coefficient and a target temperature difference, and performs power limit control on the parking air conditioner power supply in the initial temperature adjusting stage. The parking battery comprises a battery module, a charging and discharging interface, a battery management unit and a power regulation circuit, and realizes parking air conditioner stage-by-stage power supply control. The scheme can improve the parking air conditioner endurance and avoid early energy consumption.

Description

Technical Field

[0001] This application relates to the field of assembly, and more particularly to a parking battery and its power supply control method. Background Technology

[0002] As the usage scenarios for trucks, RVs, engineering vehicles, and special-purpose vehicles continue to expand, vehicles often need to use parking air conditioners for extended periods while the engine is off during nighttime rest, waiting for loading / unloading, field operations, or temporary parking to maintain a comfortable temperature inside the cab or passenger compartment. To avoid fuel consumption, noise, and emissions issues caused by prolonged engine idling, vehicles are typically equipped with independent parking batteries. These batteries supply power to the parking air conditioner when the vehicle is parked with the engine off, and are replenished during vehicle operation via a generator, onboard DC-DC module, or vehicle power interface.

[0003] Current parking battery or parking air conditioner power supply control methods typically determine whether the parking air conditioner can operate based on the parking battery's current voltage, remaining charge, state of charge (SOC), battery temperature, or low charge threshold. When the battery voltage or remaining charge falls below a set threshold, the parking air conditioner's operating power is reduced or its power supply is cut off. Some parking air conditioners can also adjust the compressor frequency, fan speed, or duty cycle based on the temperature difference between the current temperature in the driver's cab and the set temperature to achieve cooling, heating, or energy-saving operation.

[0004] However, in scenarios where the parking air conditioner is powered for an extended period after the vehicle is turned off, relying solely on the parking battery's current voltage, SOC, or the temperature difference in the cabin environment for control is insufficient. If the vehicle was driven for a short time before being turned off, the charging process was insufficient, the charging process was interrupted, or the battery experienced charging current limitation due to temperature, the parking battery may appear to have a normal voltage initially after the engine is turned off, but the actual energy available to support the continuous operation of the parking air conditioner may be insufficient. Furthermore, parking air conditioners typically have a high temperature adjustment requirement during the initial startup phase. Allowing it to operate at high power for an extended period based solely on the target temperature difference can easily deplete the parking battery's energy too quickly during the initial temperature adjustment phase. Especially under conditions of high residual heat from sun exposure in the cab, high external heat load, and poor sealing or insulation, the temperature improvement achieved through the initial high-power temperature adjustment may rebound rapidly, making it difficult to convert the consumed power into a stable maintenance effect. This leads to insufficient available power during the subsequent maintenance phase, resulting in the parking air conditioner prematurely reducing power, frequent start-stop cycles, or shutdowns. Therefore, it is necessary to provide a parking battery power supply control method that can limit the power supply during the initial temperature adjustment phase by combining the most recent driving charging recovery status and the temperature adjustment value after the parking air conditioner is started, and reserve power for subsequent maintenance operation. Summary of the Invention

[0005] The purpose of this application is to provide a parking battery power supply control method that can avoid excessive power consumption during the initial temperature adjustment phase.

[0006] According to one aspect of this application, a parking battery power supply control method is provided, the method comprising: When the vehicle is parked with the engine off and the parking air conditioner is on, the driving charging recovery coefficient is determined based on the most recent driving charging data of the parking battery before the engine is turned off. The available energy of the parking air conditioner is determined based on the current available energy of the parking battery, the minimum reserved capacity, and the driving charging recovery coefficient. The parking air conditioner is controlled to operate at a preset power to form a temperature regulation detection section, and the actual temperature regulation efficiency is determined based on the actual power consumption in the temperature regulation detection section and the amount of change in the cab temperature towards the target temperature. After the temperature detection section, the parking air conditioner is controlled to operate at a holding power lower than the preset power to form a holding observation section, and the temperature rebound rate is determined based on the rebound change of the cab temperature in the direction away from the target temperature within the holding observation section. The initial high-power temperature regulation value coefficient is determined based on the actual temperature regulation efficiency and the temperature rebound rate. Based on the vehicle charging recovery coefficient, the initial high-power temperature regulation value coefficient, and the target temperature difference, the initial temperature regulation power supply limit and the reserved power for maintaining operation are determined within the available energy of the parking air conditioner. Within the initial temperature control segment, the parking air conditioner is controlled to operate according to the initial temperature control power supply limit. When the power consumption of the initial temperature control segment reaches the initial temperature control power supply limit, the operating power of the parking air conditioner is limited to prevent the parking air conditioner from continuing to occupy the reserved power for maintaining operation.

[0007] In one specific implementation, determining the vehicle charging recovery coefficient includes: obtaining the effective charging duration, cumulative charged amount, charging end current, number of charging interruptions, and temperature current limiting duration during the most recent vehicle charging process before the engine shutdown; determining a basic charging recovery value based on the comparison results of the effective charging duration with a preset effective charging duration, the cumulative charged amount with a preset charged amount, and the charging end current with a preset convergence current; and subtracting the basic charging recovery value based on the number of charging interruptions and the temperature current limiting duration to obtain the vehicle charging recovery coefficient; wherein, the longer the effective charging duration, the larger the cumulative charged amount, and the closer the charging end current is to or lower than the preset convergence current, the larger the basic charging recovery value; and the more charging interruptions or the longer the temperature current limiting duration, the smaller the vehicle charging recovery coefficient.

[0008] In one specific implementation, determining the available energy of the parking air conditioner includes: determining a basic available energy based on the difference between the current available energy and the minimum reserved power; determining an energy correction coefficient based on the driving charging recovery coefficient, and correcting the basic available energy based on the energy correction coefficient to obtain the available energy of the parking air conditioner; wherein, the available energy of the parking air conditioner is less than or equal to the basic available energy, and the lower the driving charging recovery coefficient, the smaller the energy correction coefficient, and the greater the downward adjustment of the available energy of the parking air conditioner relative to the basic available energy.

[0009] In one specific implementation, determining the actual temperature control efficiency includes: acquiring a first cab temperature at the beginning of the temperature control detection segment; acquiring a second cab temperature at the end of the temperature control detection segment, and determining the change in cab temperature towards the target temperature based on the first cab temperature and the second cab temperature; acquiring the actual power consumption of the parking air conditioner during the temperature control detection segment, and determining the actual temperature control efficiency based on the ratio between the change in cab temperature towards the target temperature and the actual power consumption; wherein, when the parking air conditioner is in cooling mode, the change in cab temperature towards the target temperature is the temperature difference between the first cab temperature and the second cab temperature, and when the parking air conditioner is in heating mode, the change in cab temperature towards the target temperature is the temperature difference between the second cab temperature and the first cab temperature.

[0010] In one specific implementation, determining the temperature rebound rate includes: after the temperature adjustment detection segment ends, reducing the operating power of the parking air conditioner from the preset power to the holding power, and recording the third cab temperature at the beginning of the holding observation segment; after the holding observation segment continues for a preset holding time, obtaining the fourth cab temperature at the end of the holding observation segment; determining the rebound change amount of the cab temperature in the direction away from the target temperature based on the third cab temperature, the fourth cab temperature, and the preset holding time, and determining the temperature rebound rate based on the ratio between the rebound change amount and the preset holding time; wherein, when the parking air conditioner is in cooling mode, the rebound change amount is the temperature difference between the fourth cab temperature and the third cab temperature, and when the parking air conditioner is in heating mode, the rebound change amount is the temperature difference between the third cab temperature and the fourth cab temperature.

[0011] In one specific implementation, determining the initial high-power temperature regulation value coefficient includes: determining the efficiency contribution based on the difference between the actual temperature regulation efficiency and a preset efficiency benchmark; determining the rebound deduction based on the difference between the temperature rebound rate and a preset rebound benchmark; and determining the initial high-power temperature regulation value coefficient based on the result of subtracting the rebound deduction from the efficiency contribution. Specifically, when the actual temperature regulation efficiency is higher than the preset efficiency benchmark, the efficiency contribution is increased; and when the temperature rebound rate is higher than the preset rebound benchmark, the rebound deduction is increased.

[0012] In one specific implementation, determining the initial temperature control power supply limit and the maintenance operation reserve power includes: determining the basic maintenance operation reserve power based on the available energy of the parking air conditioner and a preset maintenance ratio; making a first correction to the basic maintenance operation reserve power based on the driving charging recovery coefficient, and making a second correction to the first-corrected maintenance operation reserve power based on the initial high-power temperature control value coefficient to obtain the maintenance operation reserve power; determining the initial temperature control power supply limit based on the difference between the available energy of the parking air conditioner and the maintenance operation reserve power; wherein, when the driving charging recovery coefficient decreases or the initial high-power temperature control value coefficient decreases, the proportion of the maintenance operation reserve power in the available energy of the parking air conditioner is increased, and the initial temperature control power supply limit is decreased.

[0013] In one specific implementation, limiting the parking air conditioner from continuing to occupy the reserved power for maintaining operation includes: when the power consumption of the initial temperature adjustment segment reaches the upper limit of the initial temperature adjustment power supply, obtaining the current operating power of the parking air conditioner and the current temperature of the cab; when the current temperature of the cab has not reached the target temperature, determining the allowable maintenance power of the parking air conditioner based on the reserved power for maintaining operation; reducing the current operating power of the parking air conditioner based on the allowable maintenance power, or controlling the parking air conditioner to switch from the initial temperature adjustment segment to the maintenance operation segment; wherein, the allowable maintenance power is less than the current operating power in the initial temperature adjustment segment, and the allowable maintenance power is used to enable the parking air conditioner to continue operating within the reserved power for maintaining operation.

[0014] In one specific implementation, after the initial temperature adjustment phase, the method further includes: continuously acquiring the remaining available energy of the parking battery and determining a retention trigger threshold based on the minimum retention charge; when the remaining available energy is less than or equal to the retention trigger threshold, controlling the parking air conditioner to enter a terminal retention state; in the terminal retention state, limiting or cutting off the power supply to the parking air conditioner and retaining the power required for vehicle starting, parking battery controller operation, communication alarms, or emergency lighting; wherein the retention trigger threshold is greater than or equal to the minimum retention charge.

[0015] According to one aspect of this application, a parking battery is provided, including a battery module, a driving charging interface, a parking air conditioning power supply interface, a battery management board, a data acquisition circuit, and a power regulation circuit; the driving charging interface is electrically connected to the battery module; the parking air conditioning power supply interface is electrically connected to the battery module and is used to connect to a parking air conditioner; the power regulation circuit is disposed between the battery module and the parking air conditioning power supply interface; the data acquisition circuit is connected to the driving charging interface, the parking air conditioning power supply interface, and the battery management board respectively, to input driving charging acquisition signals and parking air conditioning power consumption acquisition signals to the battery management board; the battery management board is connected to the power regulation circuit and adjusts the output power of the parking air conditioning power supply interface through the power regulation circuit.

[0016] Therefore, this application determines the driving charge recovery coefficient by combining the parking battery's most recent driving charge data when the vehicle is parked with the engine off and the parking air conditioner is on. It also determines the available energy of the parking air conditioner based on the current available energy and the minimum reserved energy. Furthermore, it obtains the actual temperature regulation efficiency through the temperature regulation detection section and the temperature rebound rate through the maintenance observation section to determine the initial high-power temperature regulation value coefficient. In this way, it divides the initial temperature regulation power supply limit and the maintenance operation reserve energy within the available energy of the parking air conditioner. This prevents the parking air conditioner from consuming too much parking battery energy due to high-power temperature regulation in the initial stage, thereby reducing the risk of premature power reduction or shutdown in the subsequent maintenance operation stage. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 A flowchart of a parking battery power supply control method; Figure 2 This is a logic block diagram of a parking battery power supply control method; Figure 3 This is an axis view of the parking battery. Figure 4 This is a disassembled diagram of the parking battery.

[0019] Explanation of icon numbers: 100. Parking battery; 101. Battery module; 102. Driving charging input interface; 103. Parking air conditioning power output interface; 104. Battery management unit; 105. Charging acquisition unit; 106. Discharge acquisition unit; 107. Power regulation circuit; 120. Charging detection channel; 130. Discharge detection channel; 140. Power control channel; 150. Vehicle status detection unit; 160. Temperature acquisition unit; 170. Communication interface unit; 180. Control processing unit. Detailed Implementation

[0020] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings. Preferred embodiments of this application are shown in the drawings. However, this application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the disclosure of this application.

[0021] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] In one specific embodiment, please refer to Figures 1 to 4 The parking battery 100 supplies power to the parking air conditioner after the vehicle is turned off and parked. The parking battery 100 uses a battery module 101 as its main energy storage component. During vehicle operation, the battery module 101 receives charging energy from the vehicle's power generation system or on-board power supply system via the driving charging input interface 102, and outputs power to the parking air conditioner via the parking air conditioner power output interface 103 when the vehicle is turned off and parked. Specifically, the driving charging input interface 102 is electrically connected to the battery module 101 to form a driving charging input path; the parking air conditioner power output interface 103 is electrically connected to the battery module 101 to form a parking air conditioner discharge output path. The battery module 101 can adopt a multi-string lithium-ion cell combination structure, or other energy storage structures that can meet the continuous discharge requirements of the parking air conditioner.

[0024] Further, please refer to Figure 3 and Figure 4 The parking battery 100 includes a battery management unit 104, which manages the charging, discharging, and output protection processes of the battery module 101. A charging acquisition unit 105 is located between the driving charging input interface 102 and the battery management unit 104, and is used to collect the charging voltage, charging current, and charging process status when the battery module 101 is charged during vehicle operation. A discharging acquisition unit 106 is located between the parking air conditioning power output interface 103 and the battery management unit 104, and is used to collect the output current, output voltage, and output power during the operation of the parking air conditioning system, thereby enabling the battery management unit 104 to obtain actual operating data from both the driving charging side and the parking discharging side. In one specific embodiment, the charging acquisition unit 105 and the discharging acquisition unit 106 can be implemented using one or more of the following: a shunt resistor, a current sampling chip, a voltage sampling circuit, or a Hall effect sampling structure.

[0025] Further, please refer to Figure 3 and Figure 4 A power regulation circuit 107 is located between the battery module 101 and the parking air conditioner power supply output interface 103, and is used to regulate the power output from the battery module 101 to the parking air conditioner power supply output interface 103. The power regulation circuit 107 can adopt a MOSFET array, a relay control circuit, or a DC-DC converter structure. The battery management unit 104 regulates the power supply of the parking air conditioner by controlling the conduction state, duty cycle, or output current limit value of the power regulation circuit 107, so that the parking air conditioner can adopt different power supply strategies in the initial temperature adjustment stage, the maintenance operation stage, and the end retention stage.

[0026] Further, please refer to Figures 2 to 4The parking battery 100 also includes a vehicle status detection unit 150, a temperature acquisition unit 160, a communication interface unit 170, and a control processing unit 180. The vehicle status detection unit 150 is used to acquire information about the vehicle's off state, parking state, and parking air conditioning start state. In one specific embodiment, the vehicle status detection unit 150 can determine these states using ignition signals, vehicle speed signals, parking brake signals, parking air conditioning start signals, or vehicle CAN signals. The temperature acquisition unit 160 is used to acquire the temperature of the driver's cab. It can be located inside the driver's cab, in the air conditioning return air duct, or near the air conditioning outlet and return air path to more accurately reflect changes in the driver's cab temperature. The communication interface unit 170 is used to realize data interaction between the battery management unit 104 and the vehicle control system. It can use a CAN communication interface, a LIN communication interface, or other vehicle communication interfaces. The control processing unit 180 is electrically connected to the charging acquisition unit 105, the discharging acquisition unit 106, the vehicle status detection unit 150, the temperature acquisition unit 160, and the power adjustment circuit 107. It is used to calculate and process the above-mentioned acquired data and output control signals to the power adjustment circuit 107.

[0027] Further, please refer to Figure 1 and Figure 2 When the vehicle is in a parked state with the engine off and the parking air conditioner on, the control processing unit 180 determines the driving charging recovery coefficient based on the most recent driving charging data collected by the charging acquisition unit 105 before the current engine shutdown. This driving charging recovery coefficient reflects whether the battery module 101 has been adequately charged during vehicle driving. For example, when the vehicle has been driven for a long time, the cumulative charging amount is large, and the charging end current tends to converge, it indicates that the battery module 101 has a good recovery status; when there are multiple interruptions or prolonged temperature-limited current during driving charging, it indicates that although the battery module 101 may have a high apparent voltage, the actual recovery quality is insufficient.

[0028] Furthermore, the control processing unit 180 determines the available energy of the parking air conditioner based on the current available energy of the battery module 101, the minimum reserved capacity, and the driving charging recovery coefficient. This available energy for the parking air conditioner is not simply allocated entirely to the parking air conditioner based on the current remaining energy of the battery module 101, but rather after deducting the minimum reserved capacity and then adjusting it according to the current driving charging recovery status. In this way, even if the battery voltage appears normal immediately after the vehicle is turned off, the sustainable power supply capacity of the parking air conditioner can be avoided from being overestimated due to insufficient driving charging recovery.

[0029] Furthermore, the control processing unit 180 controls the parking air conditioner to operate at a preset power through the power adjustment circuit 107, forming a temperature adjustment detection segment. Within this segment, the discharge acquisition unit 106 collects the actual power consumption of the parking air conditioner, and the temperature acquisition unit 160 collects the change in cab temperature towards the target temperature. The control processing unit 180 then determines the actual temperature adjustment efficiency based on this data. After the temperature adjustment detection segment ends, the control processing unit 180 controls the power adjustment circuit 107 to reduce the operating power of the parking air conditioner, causing it to enter a holding observation segment. Within this segment, the temperature acquisition unit 160 continues to collect the cab temperature and determines the temperature rebound rate based on the rebound change in cab temperature away from the target temperature. Through the temperature adjustment detection segment and the holding observation segment, two criteria can be obtained: whether high-power operation is effective and whether the temperature easily rebounds after power reduction.

[0030] Furthermore, the control processing unit 180 determines the initial high-power temperature regulation value coefficient based on the actual temperature regulation efficiency and temperature rebound rate. This initial high-power temperature regulation value coefficient is used to determine whether continuing to operate at high power under the current conditions has practical value. If the actual temperature regulation efficiency is high and the temperature rebound rate is low, it indicates that high-power temperature regulation can effectively improve the cab temperature and maintain a certain effect; if the actual temperature regulation efficiency is low or the temperature rebound rate is high, it indicates that the current environmental heat load is high, the cabin insulation is poor, or the temperature regulation benefit is low. In this case, continuing high-power operation is likely to result in ineffective power consumption.

[0031] Furthermore, the control processing unit 180 determines the initial temperature control power supply limit and the reserve power for maintaining operation within the available energy range of the parking air conditioner, based on the vehicle charging recovery coefficient, the initial high-power temperature control value coefficient, and the target temperature difference. The initial temperature control power supply limit is used to limit the maximum energy that the parking air conditioner can consume during the initial temperature control phase; the reserve power for maintaining operation is used to ensure that the parking air conditioner still has continuous power supply capability during the subsequent maintenance operation phase. During the initial temperature control phase, the parking air conditioner operates according to the initial temperature control power supply limit. When the cumulative power consumption reaches the initial temperature control power supply limit, the control processing unit 180 reduces the operating power of the parking air conditioner through the power adjustment circuit 107 to limit the parking air conditioner from continuing to occupy the reserve power for maintaining operation.

[0032] It should be noted that you should refer to [link / reference]. Figure 1 and Figure 2The above process forms a continuous control link from determining the vehicle's charging recovery status, identifying the available energy for the parking air conditioner, detecting temperature adjustment, maintaining observation, assessing its value, to segmented power supply control. Compared to methods that rely solely on current voltage, SOC, or ambient temperature difference in the driving environment, the parking battery 100 can determine the battery's recovery status and the value of the current temperature adjustment input as soon as the parking air conditioner is started, thus avoiding excessive energy consumption in the initial stage. This solution is suitable for trucks, RVs, engineering vehicles, and other vehicles that require prolonged use of the parking air conditioner after the engine is turned off.

[0033] In one specific embodiment, please refer to Figure 2 and Figure 3 The formation of the vehicle charging recovery coefficient is achieved through the cooperation of the charging acquisition unit 105, the battery management unit 104, the communication interface unit 170, and the control processing unit 180. The charging acquisition unit 105 is located on the side of the vehicle charging input interface 102 and is used to acquire the charging voltage, charging current, and charging process status during the most recent vehicle charging process before the engine is turned off, and transmit the acquired signals to the battery management unit 104.

[0034] Furthermore, the battery management unit 104 obtains the effective charging time, cumulative charged capacity, and charging end current based on the charging process signal output by the charging acquisition unit 105. The control processing unit 180 determines the charging recovery baseline value based on the comparison results of the effective charging time with the preset effective charging time, the cumulative charged capacity with the preset charged capacity, and the charging end current with the preset convergence current. The longer the effective charging time, the larger the cumulative charged capacity, and the closer the charging end current is to or lower than the preset convergence current, the more sufficient the battery module 101 is recharged during driving, and the higher the corresponding charging recovery baseline value.

[0035] Furthermore, the battery management unit 104 deducts the base value for charging recovery based on the number of charging interruptions and the duration of temperature-limited current control output by the charging acquisition unit 105. The number of charging interruptions characterizes whether the charging process is continuous, and the duration of temperature-limited current control characterizes whether the battery module 101 reduces its charging capacity due to temperature protection during charging. When the number of charging interruptions is high or the duration of temperature-limited current control is long, even if the cumulative charging time is long, there may still be insufficient actual recovery. Therefore, it is necessary to reduce the final charging recovery coefficient.

[0036] In one specific embodiment, the vehicle charging recovery coefficient R can be determined according to the following relationship: R = F1T,E,Ic - F2N,Lt, where T is the effective charging time, E is the cumulative charged amount, Ic is the degree of convergence of the charging end current, N is the number of charging interruptions, Lt is the temperature-limited current duration, F1 is the positive recovery function, and F2 is the deduction function. F1 increases with the increase of the convergence degree represented by T, E, and Ic, and F2 increases with the increase of N and Lt. The above relationship only provides an feasible calculation approach. In other embodiments, the vehicle charging recovery coefficient can also be determined by looking up tables, piecewise mapping, or weighted normalization.

[0037] Furthermore, the corrected driving charging recovery coefficient is output by the battery management unit 104 to the control processing unit 180 through the communication interface unit 170, serving as an input parameter for subsequent parking air conditioning power supply decisions. This driving charging recovery coefficient is not obtained solely based on the current voltage or current SOC, but rather generated based on the charging process data from the driving charging input interface 102. Therefore, it can reflect the actual recovery quality of the battery module 101 before the engine was turned off. This avoids misjudgment of the parking air conditioning power supply capability under conditions of short-distance vehicle driving, charging interruption, or temperature-limited current.

[0038] In one specific embodiment, please refer to Figure 2 and Figure 3 The available energy of the parking air conditioner is determined by the battery module 101, the battery management unit 104, and the control processing unit 180. The battery management unit 104 obtains the current available energy and minimum reserve energy of the battery module 101, where the current available energy represents the remaining energy that the battery module 101 can currently output, and the minimum reserve energy represents the amount of energy required to maintain basic functions such as vehicle start-up, controller operation, communication alarms, or emergency lighting.

[0039] Further, the control processing unit 180 determines the basic available energy based on the difference between the currently available energy and the minimum reserved energy. In a specific embodiment, the basic available energy Ebase can be expressed as: Ebase = Ecurrent - Emin, where Ecurrent is the currently available energy and Emin is the minimum reserved energy. The basic available energy is used to characterize the energy theoretically available for the parking air conditioner, without considering the quality of the current charging recovery.

[0040] Further, the control processing unit 180 determines the energy correction coefficient based on the vehicle charging recovery coefficient, and corrects the base available energy according to the energy correction coefficient to obtain the available energy of the parking air conditioner. In a specific embodiment, the available energy of the parking air conditioner, Eavail, can be expressed as: Eavail = Ebase × K(R), where K(R) is the energy correction coefficient that increases with the increase of the vehicle charging recovery coefficient R, and 0 < K(R) ≤ 1. When the vehicle charging recovery coefficient is high, K(R) is large, and the reduction in the available energy of the parking air conditioner relative to the base available energy is small; when the vehicle charging recovery coefficient is low, K(R) is small, and the reduction in the available energy of the parking air conditioner relative to the base available energy is large.

[0041] It should be noted that the method for determining the available energy of the parking air conditioner takes into account both the current remaining energy and the quality of the charging recovery during the current trip, so that the parking battery 100 can reduce the power consumption range of the parking air conditioner in advance when it is not fully charged, thereby reducing the risk of insufficient power supply during the subsequent maintenance phase.

[0042] In one specific embodiment, please refer to Figure 2 and Figure 3 The temperature detection section is jointly implemented by the battery management unit 104, the discharge acquisition unit 106, the power regulation circuit 107, and the temperature acquisition unit 160. After the parking air conditioner is started, the battery management unit 104 controls the power regulation circuit 107 to make the parking air conditioner operate at a preset power, thereby forming the temperature detection section. This preset power can be a fixed power, or it can be a detection power set according to the type of parking air conditioner, the size of the driver's cab, or the target temperature difference.

[0043] Furthermore, at the beginning of the temperature detection phase, the temperature acquisition unit 160 acquires the first cab temperature; at the end of the temperature detection phase, the temperature acquisition unit 160 acquires the second cab temperature. The control processing unit 180 determines the amount of change in cab temperature towards the target temperature based on the first and second cab temperatures. Specifically, when the parking air conditioner is in cooling mode, the amount of change in cab temperature towards the target temperature is the temperature difference between the first and second cab temperatures; when the parking air conditioner is in heating mode, the amount of change in cab temperature towards the target temperature is the temperature difference between the second and first cab temperatures.

[0044] Furthermore, the discharge acquisition unit 106 collects the actual power consumption of the parking air conditioner within the temperature regulation detection section, and the control processing unit 180 determines the actual temperature regulation efficiency based on the ratio between the change in cab temperature towards the target temperature and the actual power consumption. In a specific embodiment, the actual temperature regulation efficiency η can be expressed as: η = ΔT / P, where ΔT is the change in cab temperature towards the target temperature, and P is the actual power consumption of the parking air conditioner within the temperature regulation detection section. The higher the actual temperature regulation efficiency, the more significant the effective temperature improvement per unit power consumption of the parking air conditioner under the current environment.

[0045] It should be noted that the temperature regulation detection section is not designed to directly complete the entire cooling or heating process. Rather, it obtains the temperature regulation efficiency under current operating conditions during the initial operation of the parking air conditioner, thus providing a basis for determining whether to continue high-power temperature regulation. This method reduces the likelihood of blindly unleashing high-power output based solely on the target temperature difference.

[0046] In one specific embodiment, please refer to Figure 2 and Figure 3 After the temperature detection phase ends, the battery management unit 104 reduces the operating power of the parking air conditioner from the preset power to the holding power through the power regulation circuit 107, thus forming a holding observation phase, where the holding power is lower than the preset power. The holding observation phase is used to observe whether the cab temperature deviates rapidly from the target temperature under low power consumption operating conditions.

[0047] Furthermore, the temperature acquisition unit 160 acquires the temperature of the third cab at the beginning of the observation period and acquires the temperature of the fourth cab after the observation period has been held for a preset duration. The control processing unit 180 determines the amount of temperature rebound from the target temperature based on the third cab temperature, the fourth cab temperature, and the preset duration, and determines the temperature rebound rate based on the ratio of the rebound amount to the preset duration. In a specific embodiment, the temperature rebound rate γ can be expressed as: γ = ΔTr / τ, where ΔTr is the amount of temperature rebound from the target temperature and τ is the preset duration.

[0048] Furthermore, when the parking air conditioner is in cooling mode, the temperature rebound change is determined by the temperature difference between the fourth driver's compartment and the third driver's compartment; when the parking air conditioner is in heating mode, the temperature rebound change is determined by the temperature difference between the third driver's compartment and the fourth driver's compartment. Through this method, the temperature rebound in both cooling and heating modes can be determined using a unified logic.

[0049] It should be noted that a higher temperature rebound rate indicates that the cab temperature is more likely to change unfavorably under low power conditions, indicating a higher ambient heat load or poorer cabin insulation. Maintaining the observation segment setting allows the parking battery 100 to not only determine whether high-power temperature regulation can produce a temperature change, but also whether this temperature change can be maintained under lower power conditions, thereby improving the accuracy of power supply strategy judgment.

[0050] In one specific embodiment, please refer to Figure 2 and Figure 3 The initial high-power temperature regulation value coefficient is determined by the discharge acquisition unit 106, the temperature acquisition unit 160, the battery management unit 104, and the control processing unit 180. The control processing unit 180 determines the efficiency contribution based on the difference between the actual temperature regulation efficiency and the preset efficiency benchmark; and determines the rebound deduction based on the difference between the temperature rebound rate and the preset rebound benchmark.

[0051] Furthermore, when the actual temperature regulation efficiency is higher than the preset efficiency benchmark, the efficiency contribution increases, indicating that high-power temperature regulation has a better temperature regulation effect per unit power consumption under the current environment; when the temperature rebound rate is higher than the preset rebound benchmark, the rebound deduction increases, indicating that the temperature is easy to rebound after low power maintenance, and the temperature improvement formed by high-power temperature regulation is not easy to maintain.

[0052] Furthermore, the control processing unit 180 determines the initial high-power temperature regulation value coefficient based on the result after deducting the rebound reduction from the efficiency contribution. In a specific embodiment, the initial high-power temperature regulation value coefficient V can be expressed as: V = Cη - Cγ, where Cη is the efficiency contribution and Cγ is the rebound reduction. Further, Cη can be determined by the difference between the actual temperature regulation efficiency and a preset efficiency benchmark, and Cγ can be determined by the difference between the temperature rebound rate and a preset rebound benchmark. Thus, the initial high-power temperature regulation value coefficient V can simultaneously reflect the positive benefits of high-power temperature regulation and the rebound loss after power reduction and maintenance.

[0053] It should be noted that the initial high-power temperature control value coefficient is used to determine whether it is worthwhile to invest energy in continuing high-power temperature control in the initial stage. When this coefficient is low, even if there is still a large temperature difference between the current temperature of the cab and the target temperature, the upper limit of the initial temperature control power supply can be limited through the subsequent energy allocation process to avoid excessive power consumption in the front end.

[0054] In one specific embodiment, please refer to Figure 2 and Figure 3The initial upper limit of power supply for temperature regulation and the reserved power capacity for maintaining operation are determined by the battery management unit 104 and the control processing unit 180. The control processing unit 180 first determines the basic reserved power capacity for maintaining operation based on the available energy of the parking air conditioner and the preset maintenance ratio. In a specific embodiment, the basic reserved power capacity for maintaining operation, Ehold0, can be expressed as: Ehold0 = Eavail × M0, where Eavail is the available energy of the parking air conditioner and M0 is the preset maintenance ratio.

[0055] Further, the control processing unit 180 performs a first correction on the basic maintenance operation reserved power based on the vehicle charging recovery coefficient, and a second correction on the first-corrected maintenance operation reserved power based on the initial high-power temperature regulation value coefficient, to obtain the maintenance operation reserved power. In a specific embodiment, the maintenance operation reserved power Ehold can be expressed as: Ehold = Ehold0 × A(R) × B(V), where A(R) is the first correction coefficient corresponding to the vehicle charging recovery coefficient, and B(V) is the second correction coefficient corresponding to the initial high-power temperature regulation value coefficient. Specifically, when the vehicle charging recovery coefficient decreases, the first correction coefficient A(R) increases to increase the proportion of maintenance operation reserved power; when the initial high-power temperature regulation value coefficient decreases, the second correction coefficient B(V) increases to further increase the maintenance operation reserved power.

[0056] Furthermore, the control processing unit 180 determines the initial temperature control power supply limit based on the difference between the available energy of the parking air conditioner and the reserved power for maintaining operation. In a specific embodiment, the initial temperature control power supply limit Ecap can be expressed as: Ecap = Eavail - Ehold. Thus, when the driving charging recovery coefficient decreases or the initial high-power temperature control value coefficient decreases, the proportion of the reserved power for maintaining operation in the available energy of the parking air conditioner increases, and the initial temperature control power supply limit decreases accordingly, thereby imposing an early constraint on the initial high-power temperature control phase.

[0057] It should be noted that this energy allocation method divides the available energy of the parking air conditioner into two parts: the initial temperature control power limit and the reserved power for maintaining operation. The former is used to control the high-power temperature control boundary in the initial stage, while the latter is used to ensure subsequent maintenance operation. Through this allocation method, the parking battery 100 can avoid the parking air conditioner from excessively pursuing the target temperature in the initial stage and consuming subsequent maintenance power.

[0058] In one specific embodiment, please refer to Figure 2 and Figure 3The switching between the initial temperature regulation phase and the maintenance operation phase is achieved by the battery management unit 104, the discharge acquisition unit 106, the temperature acquisition unit 160, and the power regulation circuit 107. When the cumulative power consumption of the initial temperature regulation phase reaches the upper limit of the initial temperature regulation power supply, the battery management unit 104 obtains the current operating power of the parking air conditioner through the discharge acquisition unit 106 and obtains the current temperature of the cab through the temperature acquisition unit 160.

[0059] Furthermore, when the current temperature in the cab has not reached the target temperature, the control processing unit 180 determines the allowable maintenance power of the parking air conditioner based on the reserved power for maintaining operation. This allowable maintenance power limits the maximum output power of the parking air conditioner during the maintenance operation phase and is executed by the power regulation circuit 107. The power regulation circuit 107 reduces the current operating power of the parking air conditioner based on the control signal output by the battery management unit 104, or controls the parking air conditioner to switch from the initial temperature adjustment phase to the maintenance operation phase, thereby allowing the parking air conditioner to continue operating under lower power conditions.

[0060] Furthermore, the maintenance power is allowed to be lower than the current operating power during the initial temperature adjustment phase, and this power is used to ensure that the parking air conditioner continues to operate within the reserved power for maintenance. Therefore, even if the cab temperature has not reached the target temperature by the end of the initial temperature adjustment phase, the parking air conditioner will not continue to consume the reserved power for maintenance at high power, but will instead extend the subsequent operating time by reducing its operating power or switching operating phases.

[0061] In one specific embodiment, please refer to Figure 2 and Figure 3 The end-of-life retention state is achieved through the cooperation of battery module 101, battery management unit 104, power regulation circuit 107, and communication interface unit 170. Battery management unit 104 continuously acquires the remaining available energy of battery module 101 and determines the retention trigger threshold based on the minimum retention capacity, wherein the retention trigger threshold is greater than or equal to the minimum retention capacity.

[0062] Furthermore, when the remaining available energy is less than or equal to the retention trigger threshold, the battery management unit 104 controls the power regulation circuit 107 to enter the end-of-life retention state. In the end-of-life retention state, the power regulation circuit 107 reduces or cuts off the power output of the parking air conditioning system, thereby preventing the battery module 101 from over-discharging. The battery management unit 104 maintains power supply capabilities for basic systems such as vehicle starting, parking battery controller operation, communication alarms, or emergency lighting. In one specific embodiment, after entering the end-of-life retention state, the communication interface unit 170 outputs a low battery warning message to the vehicle control system and triggers a driving recharge reminder to prompt the user to start the vehicle in time for charging recovery.

[0063] It should be noted that the end-of-line retention state is not a normal power-off protection, but a final protection boundary based on the aforementioned initial temperature regulation power supply limit and the power reserve control for maintaining operation. Its function is to prevent the battery module 101 from being deeply discharged due to the prolonged operation of the parking air conditioner, and to ensure that the vehicle's basic functions still have the minimum power supply conditions.

[0064] In one specific embodiment, please refer to Figure 3 and Figure 4 The parking battery 100 includes a battery module 101, a driving charging input interface 102, a parking air conditioning power output interface 103, a battery management unit 104, a charging acquisition unit 105, a discharging acquisition unit 106, and a power regulation circuit 107. These components are electrically connected to form energy input, storage, and output pathways. The driving charging input interface 102 is electrically connected to the battery module 101 and is used to receive charging energy provided by the vehicle's power supply system during vehicle operation. The parking air conditioning power output interface 103 is electrically connected to the battery module 101 and is used to output power to the parking air conditioning system when the vehicle is parked and the engine is off.

[0065] Furthermore, the charging acquisition unit 105 is connected between the vehicle charging input interface 102 and the battery management unit 104, and is used to input the vehicle charging acquisition signal to the battery management unit 104; the discharging acquisition unit 106 is connected between the parking air conditioning power output interface 103 and the battery management unit 104, and is used to input the parking air conditioning power consumption acquisition signal to the battery management unit 104; the power adjustment circuit 107 is located between the battery module 101 and the parking air conditioning power output interface 103, and is electrically connected to the battery management unit 104, so as to adjust the output power of the parking air conditioning power output interface 103 according to the control signal of the battery management unit 104.

[0066] Furthermore, the battery management unit 104 generates a driving charging recovery coefficient based on the driving charging acquisition signal, and generates the actual temperature regulation efficiency, temperature rebound rate, and initial high-power temperature regulation value coefficient based on the parking air conditioning power consumption acquisition signal and the cab temperature signal provided by the temperature acquisition unit 160. It also determines the initial temperature regulation power supply upper limit and the reserved power for maintaining operation within the available energy range of the parking air conditioning. The power regulation circuit 107 limits the power of the parking air conditioning power supply output interface 103 according to the control signal output by the battery management unit 104, so that the parking air conditioning can achieve segmented power supply management between the initial temperature regulation stage, the maintenance operation stage, and the final reserve stage.

[0067] In summary, the parking battery 100 forms a complete structural link from input acquisition, energy storage, output monitoring to power regulation through the vehicle charging input interface 102, the parking air conditioning power output interface 103, the charging acquisition unit 105, the discharging acquisition unit 106, the battery management unit 104, and the power regulation circuit 107. Combined with the temperature acquisition unit 160 and the control processing unit 180, it realizes the judgment of vehicle charging recovery, the judgment of temperature regulation efficiency, the judgment of temperature rebound, and the staged energy control, thereby improving the power supply stability of the parking air conditioning during long-term operation.

[0068] The embodiments described above are merely examples of several implementations of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the scope of protection of this application.

Claims

1. A parking battery power supply control method, characterized in that, The method includes: When the vehicle is parked with the engine off and the parking air conditioner is on, the driving charging recovery coefficient is determined based on the most recent driving charging data of the parking battery before the engine is turned off. The available energy of the parking air conditioner is determined based on the current available energy of the parking battery, the minimum reserved capacity, and the driving charging recovery coefficient. The parking air conditioner is controlled to operate at a preset power to form a temperature regulation detection section, and the actual temperature regulation efficiency is determined based on the actual power consumption in the temperature regulation detection section and the amount of change in the cab temperature towards the target temperature. After the temperature detection section, the parking air conditioner is controlled to operate at a holding power lower than the preset power to form a holding observation section, and the temperature rebound rate is determined based on the rebound change of the cab temperature in the direction away from the target temperature within the holding observation section. The initial high-power temperature regulation value coefficient is determined based on the actual temperature regulation efficiency and the temperature rebound rate. Based on the vehicle charging recovery coefficient, the initial high-power temperature regulation value coefficient, and the target temperature difference, the initial temperature regulation power supply limit and the reserved power for maintaining operation are determined within the available energy of the parking air conditioner. Within the initial temperature control segment, the parking air conditioner is controlled to operate according to the initial temperature control power supply limit. When the power consumption of the initial temperature control segment reaches the initial temperature control power supply limit, the operating power of the parking air conditioner is limited to prevent the parking air conditioner from continuing to occupy the reserved power for maintaining operation.

2. The parking battery power supply control method according to claim 1, characterized in that, Determining the vehicle charging recovery coefficient includes: obtaining the effective charging duration, cumulative charging capacity, charging end current, number of charging interruptions, and temperature current limiting duration during the most recent vehicle charging process before the engine shutdown; Based on the comparison results of the effective charging time and the preset effective charging time, the comparison results of the cumulative charged amount and the preset charged amount, and the comparison results of the charging end current and the preset convergence current, the charging recovery base value is determined. The charging recovery base value is deducted based on the number of charging interruptions and the duration of temperature current limiting to obtain the vehicle charging recovery coefficient; Specifically, the longer the effective charging time, the greater the cumulative charging capacity, and the closer the charging end current is to or lower than the preset convergence current, the larger the charging recovery base value. Conversely, the more charging interruptions or the longer the temperature current limiting time, the smaller the driving charging recovery coefficient.

3. The parking battery power supply control method according to claim 1, characterized in that, Determining the available energy of the parking air conditioner includes: determining the basic available energy based on the difference between the current available energy and the minimum reserved energy level; The energy correction coefficient is determined based on the vehicle charging recovery coefficient, and the basic available energy is corrected based on the energy correction coefficient to obtain the available energy of the parking air conditioner. Wherein, the available energy of the parking air conditioner is less than or equal to the basic available energy, and the lower the driving charging recovery coefficient, the smaller the energy correction coefficient, and the greater the reduction in the available energy of the parking air conditioner relative to the basic available energy.

4. The parking battery power supply control method according to claim 1, characterized in that, Determining the actual temperature regulation efficiency includes: acquiring the first cab temperature at the start of the temperature regulation detection section; At the end of the temperature detection segment, the second cab temperature is acquired, and the amount of change in the cab temperature toward the target temperature is determined based on the first cab temperature and the second cab temperature. The actual power consumption of the parking air conditioner within the temperature regulation detection section is obtained, and the actual temperature regulation efficiency is determined based on the ratio between the change in the cab temperature towards the target temperature and the actual power consumption. Specifically, when the parking air conditioner is in cooling mode, the change in the driver's cab temperature toward the target temperature is the temperature difference between the first driver's cab temperature and the second driver's cab temperature; when the parking air conditioner is in heating mode, the change in the driver's cab temperature toward the target temperature is the temperature difference between the second driver's cab temperature and the first driver's cab temperature.

5. The parking battery power supply control method according to claim 1, characterized in that, Determining the temperature rebound rate includes: After the temperature detection phase ends, the operating power of the parking air conditioner is reduced from the preset power to the holding power, and the temperature of the third cab at the beginning of the holding observation phase is recorded. After the observation period has been maintained for a preset duration, the fourth cab temperature at the end of the observation period is obtained. Based on the third cab temperature, the fourth cab temperature, and the preset holding time, the amount of rebound change of the cab temperature in the direction away from the target temperature is determined, and the temperature rebound rate is determined based on the ratio between the amount of rebound change and the preset holding time. Specifically, when the parking air conditioner is in cooling mode, the rebound change is the temperature difference between the fourth driver's cab temperature and the third driver's cab temperature; when the parking air conditioner is in heating mode, the rebound change is the temperature difference between the third driver's cab temperature and the fourth driver's cab temperature.

6. The parking battery power supply control method according to claim 1, characterized in that, Determining the initial high-power temperature regulation value coefficient includes: The efficiency contribution is determined based on the difference between the actual temperature regulation efficiency and the preset efficiency benchmark. The rebound deduction is determined based on the difference between the temperature rebound rate and the preset rebound benchmark. The initial high-power temperature regulation value coefficient is determined based on the result of deducting the rebound reduction from the efficiency contribution. Specifically, when the actual temperature regulation efficiency is higher than the preset efficiency benchmark, the efficiency contribution is increased; when the temperature rebound rate is higher than the preset rebound benchmark, the rebound deduction is increased.

7. The parking battery power supply control method according to claim 1, characterized in that, Determining the initial temperature control power supply limit and the reserved power for maintaining operation includes: determining the basic reserved power for maintaining operation based on the available energy of the parking air conditioner and the preset maintenance ratio; The basic maintenance reserve power is first corrected based on the vehicle charging recovery coefficient, and the maintenance reserve power after the first correction is second corrected based on the initial high-power temperature regulation value coefficient to obtain the maintenance reserve power. The initial temperature control power supply limit is determined based on the difference between the available energy of the parking air conditioner and the reserved power for maintaining operation; Specifically, when the vehicle charging recovery coefficient decreases or the initial high-power temperature regulation value coefficient decreases, the proportion of the reserved power for maintaining operation in the available energy of the parking air conditioner is increased, and the upper limit of the initial temperature regulation power supply is reduced.

8. The parking battery power supply control method according to claim 1, characterized in that, Limiting the parking air conditioner from continuing to occupy the reserved power for maintaining operation includes: when the power consumption of the initial temperature adjustment segment reaches the upper limit of the initial temperature adjustment power supply, obtaining the current operating power of the parking air conditioner and the current temperature of the cab; When the current temperature in the cab does not reach the target temperature, the allowable maintenance power of the parking air conditioner is determined based on the reserved power for maintaining operation. The current operating power of the parking air conditioner may be reduced according to the allowable maintenance power, or the parking air conditioner may be controlled to switch from the initial temperature adjustment stage to the maintenance operation stage; Wherein, the allowable maintenance power is less than the current operating power within the initial temperature adjustment range, and the allowable maintenance power is used to enable the parking air conditioner to continue operating within the maintenance operation reserved power.

9. A parking battery power supply control method according to claim 1, characterized in that, After the initial temperature adjustment phase, the method further includes: continuously acquiring the remaining available energy of the parking battery, and determining a retention trigger threshold based on the minimum retained charge level; When the remaining available energy is less than or equal to the retention trigger threshold, the parking air conditioner is controlled to enter the terminal retention state; In the end-retained state, the power supply to the parking air conditioner is limited or cut off, while the power required for vehicle starting, parking battery controller operation, communication alarms, or emergency lighting is retained; Wherein, the retention trigger threshold is greater than or equal to the minimum retention power.

10. A parking battery power supply control method according to claim 1, characterized in that, This includes battery modules, vehicle charging interfaces, parking air conditioning power supply interfaces, battery management boards, data acquisition circuits, and power regulation circuits. The vehicle charging interface is electrically connected to the battery module; The parking air conditioner power supply interface is electrically connected to the battery module and is used to connect to the parking air conditioner. The power regulation circuit is located between the battery module and the parking air conditioner power supply interface; The acquisition circuit is connected to the vehicle charging interface, the parking air conditioning power supply interface and the battery management board respectively, so as to input the vehicle charging acquisition signal and the parking air conditioning power consumption acquisition signal to the battery management board; The battery management board is connected to the power regulation circuit, and the power regulation circuit regulates the output power of the parking air conditioner power supply interface.

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