Method and device for controlling charging power of automobile battery, vehicle and tangible information carrier

Abstract

FIELD: automobile industry.SUBSTANCE: group of inventions relates to a method and device for controlling the charging power of an automobile battery. The method includes: determining the maximum level of the battery charging current and the actual charging current of the battery of the vehicle under study while driving; determining the level of risk of overcharging at a given battery charging current based on the difference between the maximum level of the battery charging current and the actual charging current; determining a decision on adjusting the charging power based on the level of risk of overcharging at a given charging power; and controlling the operation of the vehicle under study based on the decision on adjusting the charging power.EFFECT: optimization and increased safety of vehicle battery charging.18 cl, 5 dwg, 2 tbl

Description

[0001] Technical area

[0002] This patent application relates to the technical field of charging automobile batteries and, in particular, discloses a method and device for controlling the charging power of an automobile battery, a vehicle and a tangible information carrier.

[0003] Technology Level

[0004] A vehicle equipped with a battery module with charging functionality may experience a reduction in the charging power limit when operating in low temperatures or during emergency braking after sudden acceleration. As a result, the actual charging power may continually exceed the charging power limit, leading to overcharging. As a result, the battery will signal an overcharge fault, affecting vehicle handling and the driving experience.

[0005] Brief description of the invention

[0006] In this regard, the present patent application proposes a method and device for controlling the charging power of an automobile battery, a vehicle, and a tangible storage medium to solve the problem in the art that an automobile battery tends to be constantly overcharged during vehicle operation, which results in an overcharge fault signal and impairs the driving experience.

[0007] In a first aspect of the present patent application, a method for controlling the charging power of an automobile battery is provided, and the method includes:

[0008] Determination of the maximum power level of the battery charging current and the actual power of the charging current of the vehicle battery of the vehicle under study while driving;

[0009] Determining the risk level of overcharging at a given charging power of a car battery based on the difference between the maximum charging current power of the battery and the actual charging current power;

[0010] determining the charging power adjustment decision based on the overcharging risk level at the given charging power; and

[0011] control the operation of the vehicle under study based on the charging power adjustment solution.

[0012] In this application, the overcharge risk level of the charging power of an automobile battery is determined by determining the difference between the maximum charging current power of the battery and the actual charging current power of the automobile battery; and the charging power adjustment decision is determined based on the corresponding risk level of vehicle operation control, in order to prevent the risk of battery overcharge-related malfunctions caused by continuous overcharging of the automobile battery, optimize the driving stability of the vehicle, and improve the driving experience of the driver.

[0013] In a further embodiment, the step of determining the level of risk of overcharging at a given charging power of the vehicle battery based on the difference in values ​​between the maximum power level of the battery charging current and the actual power of the charging current includes:

[0014] Determine the current difference interval related to the difference in values ​​between the maximum power level of the battery charging current and the actual power of the charging current based on the specified division of the current difference interval ranges;

[0015] and determining the level of overcharging risk at a given charging power of the vehicle under study, corresponding to the current difference interval.

[0016] This patent application distinguishes current difference intervals and corresponding overcharge risk levels based on the difference between the maximum charging current of a battery and the actual charging current. The overcharge risk level of the charging current of a vehicle under study is determined based on the current difference interval to which the current difference value relates, thereby accurately differentiating the overcharge risks. Furthermore, the methods for distinguishing current difference intervals and risk levels can be selectively determined according to the control requirements of different vehicles, thereby optimizing the flexibility of regulating the overcharge of an automobile battery and expanding its scope of application.

[0017] In a further embodiment, the current difference intervals include: a first current difference interval, a second current difference interval, and a third current difference interval;

[0018] the maximum value of the first current difference interval is less than the minimum value of the second current difference interval;

[0019] The maximum value of the second current difference interval is less than the minimum value of the third current difference interval;

[0020] The step of determining the level of risk of overcharging at a given charging power of the vehicle under study, corresponding to the current difference interval, includes:

[0021] determining that the overcharging risk level under the given charging power of the vehicle under investigation is high when the current difference interval is equal to the first current difference interval;

[0022] determining that the overcharging risk level at the given charging power of the vehicle under investigation is low when the current difference interval is equal to the second difference interval;

[0023] and determining that the overcharging risk level at the given charging power of the vehicle under investigation is high when the current difference interval is equal to the third difference interval.

[0024] In this patent application, the current difference intervals are divided into three levels, and the overcharging risk levels for a given charging power of the vehicle under study are classified as high risk, low risk, and no risk. This not only meets the basic requirements for vehicle control when charging a car battery, but also reduces control complexity and improves the practicality of managing the charging power of a car battery.

[0025] In a further embodiment of the invention, the step of determining a decision to adjust the charging power based on the overcharging risk level includes:

[0026] defining that the charging power adjustment solution is a means of reducing the power of power sources when the risk of overcharging at a given charging power is at a high level;

[0027] determining that the charging power adjustment solution is a means of increasing the power of electricity consumers when the risk of overcharging at a given charging power is at a low level; and

[0028] determining that the charging power adjustment solution is a means of maintaining the current operating state level where there is no risk of overcharging at the given charging power;

[0029] In this application, by applying a solution for reducing the power of power sources in high-risk situations, the actual charging power of the battery can be quickly reduced to a safe threshold, preventing battery overcharge alarms and ensuring fast response and high control efficiency. Furthermore, in low-risk situations, a solution for increasing the power of power consumers is adopted to meet the economic requirements of the vehicle and ensure the safe operation of the battery. Excess charging power in the charging device is used within the required limits to prevent energy loss, improve the efficiency of the entire vehicle, and further enhance the driver's driving experience.In zero-risk situations, a solution is used to maintain the vehicle's current operating condition, which simplifies the vehicle control process and improves control efficiency.

[0030] In a further embodiment of the invention, the step of determining that the charging power adjustment decision is a means for reducing the power of the electric power sources includes:

[0031] Determine the set adjustment power based on the current value of the difference value;

[0032] determining the power reduction rate of electric power sources in each control cycle based on the set control power; and

[0033] Form a decision to reduce the power of power sources based on the speed of power sources in each control cycle.

[0034] In this patent application, the adjustment power is determined using the difference between the battery's charging limit and the actual charging power, and the power reduction rate is adjusted according to the control cycle, thereby achieving accurate adjustment of the power reduction rate in the power generation device and accurate control of the charging power of the automobile battery, reducing the risk of overcharging, and further improving the safety of charging the battery while the vehicle is moving.

[0035] In a further embodiment of the invention, the step of determining that the charging power adjustment decision is a means for increasing the power of the electric power consumers includes: determining the set adjustment power based on the current value of the difference in values;

[0036] Determining the power increase rate for electric power consumers in each control cycle based on the set control power; and

[0037] Determining the power increase rate for electric power consumers in each control cycle based on the set control power; and

[0038] Formation of a decision to increase the power of electricity consumers based on the speed of electricity consumers in each control cycle.

[0039] In this application, the adjustment power is determined using the difference between the battery charging power limit and the actual charging power, and the power increase rate is adjusted according to the control cycle, which can achieve precise adjustment of the power increase rate of electric power consumers and precise control of the charging power of the on-board battery, and improve the efficiency of the entire vehicle.

[0040] In a further embodiment of the invention, the step of controlling the operation of the vehicle under study based on the charging power adjustment decision includes:

[0041] reduces the power of the electric power sources of the target vehicle in the current control cycle based on the power reduction rate of the electric power sources in each control cycle; or increases the power of the electric power consumers of the target vehicle in the current control cycle based on the power increase rate of the electric power consumers in each control cycle;

[0042] Repeat the step of determining the maximum power level of the battery charging current and the actual power of the charging current of the vehicle battery of the vehicle under study while driving, until the difference in values ​​does not exceed the set threshold value.

[0043] In this patent application, after controlling the operation of a vehicle by reducing the power of power sources or increasing the power of power consumers in each control cycle, the maximum charging power of the battery and the actual charging power are determined again, and the operation of the vehicle is controlled cyclically, thereby improving the precise control of the operation of the vehicle and the economy of the vehicle to the maximum extent, while preventing the overcharging alarm of the vehicle battery.

[0044] In a further embodiment of the invention, the step of increasing the power of the vehicle electric power consumers in the current control cycle based on the rate of increase of the power of the electric power consumers in each control cycle includes:

[0045] increase the power of the air conditioner compressor or the power of the cabin heating, or the power of the heating or cooling of the vehicle battery, or the power of the low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of the electric power consumers in each control cycle.

[0046] In this patent application, when the excess power generated in the power generation device is used by various electrical devices with a flexible design in the power consuming device of a vehicle, the power generated by the engine through recovery can be fully utilized to prevent energy loss and improve the driver's driving experience during driving.

[0047] In an additional embodiment of the invention, increasing the power of the air conditioner compressor, or the power of the interior heating, or the power of the heating or cooling of the vehicle battery, or the power of the low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle includes:

[0048] Obtaining data on the current and set temperature inside the vehicle under study;

[0049] increase the power of the air conditioning compressor of the vehicle under study in the current control cycle based on the increase rate of the power of electric consumers in each control cycle when the current temperature exceeds the set temperature;

[0050] increase the heating power of the interior of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle when the current temperature is lower than the set temperature;

[0051] increasing the heating or cooling power of the vehicle battery of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle when the current temperature is equal to the set temperature, if the actual temperature of the vehicle battery does not correspond to the optimal operating temperature; and

[0052] increase the power of the automotive low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of electric power consumers in each control cycle, if the actual temperature of the automotive battery corresponds to the optimal operating temperature.

[0053] In this patent application, from the perspective of driving experience, the power consumption of a vehicle's electrical consumers is distributed by prioritizing each power consuming object. This prioritizes satisfying the driver's ambient temperature requirements, then improving battery efficiency, and finally, utilizing the remaining power for other low-power electrical devices in the vehicle, further enhancing the driving experience.

[0054] In a second aspect, the present patent application provides a method for controlling the charging power of an automobile battery, and the method includes:

[0055] the first data collection module, configured to determine the maximum power level of the battery charging current and the actual power of the charging current of the vehicle battery of the vehicle under study while driving;

[0056] a first processing module configured to determine the risk level of overcharging at a given charging power of the vehicle battery based on the difference in values ​​between the maximum power level of the battery charging current and the actual power of the charging current;

[0057] a second processing module configured to determine a decision to adjust the charging power based on the level of risk of overcharging at a given charging power; and

[0058] a third processing module configured to control the operation of the vehicle under study based on the charging power adjustment decision.

[0059] In a further embodiment of the invention, the first data processing module includes:

[0060] the first data processing unit for determining the current difference interval related to the difference in values ​​between the battery charging current power limit and the actual charging current power based on a predetermined division of the current difference interval ranges; and

[0061] a second data processing unit configured to determine the level of risk of overcharging at a given charging power of the vehicle under study, corresponding to the current difference interval.

[0062] In a further embodiment, the current difference intervals include a first current difference interval, a second current difference interval, and a third current difference interval;

[0063] The maximum value of the first current difference interval is less than the minimum value of the second current difference interval;

[0064] The maximum value of the second current difference interval is less than the minimum value of the third current difference interval;

[0065] The second data processing unit includes:

[0066] a first processing unit configured to determine that the risk of overcharging at a given charging power of the vehicle under investigation is at a high level when the current difference interval is equal to the first difference interval;

[0067] a second processing unit configured to determine that the overcharging risk level at a given charging power of the vehicle under investigation is low when the current difference interval is equal to the second current difference interval; and

[0068] a third processing unit configured to determine that there is no risk of overcharging at a given charging power of the vehicle under investigation when the current difference interval is equal to the third current difference interval.

[0069] In a further embodiment of the invention, the second data processing module includes:

[0070] a third data processing unit configured to determine that the charging power adjustment decision is a means for reducing the power of the electric power sources when the risk of overcharging at a given charging power is at a high level;

[0071] a fourth data processing unit configured to determine that the charging power adjustment decision is a means for increasing the power of electric power consumers when the risk of overcharging at a given charging power is at a low level;

[0072] a fifth data processing unit configured to determine that the charging power adjustment decision is a means of maintaining the current operating state level of the vehicle when there is no risk of overcharging at the given charging power;

[0073] In a further embodiment of the invention, the third data processing unit includes:

[0074] a fourth auxiliary data processing unit, configured to determine the set adjustment power based on the current value of the difference in values;

[0075] a fifth auxiliary data processing unit configured to determine the power reduction rate of the electric power sources in each control cycle based on the set adjustment power; and

[0076] a sixth auxiliary data processing unit configured to obtain a decision on reducing the power of the electric power sources based on the rate of reducing the power of the electric power sources in each control cycle.

[0077] In a further embodiment of the invention, the fourth data processing unit includes:

[0078] a seventh data processing unit configured to determine the set adjustment power based on the current value of the difference in values;

[0079] an eighth auxiliary data processing unit configured to determine the rate of increase of the power of electric power consumers in each control cycle based on the set adjustment power; and

[0080] a ninth auxiliary data processing unit configured to obtain a decision on increasing the power of electric power consumers based on the rate of increase of the power of electric power consumers in each control cycle.

[0081] In a further embodiment of the invention, the third data processing module includes:

[0082] the sixth data processing unit for reducing the power of the electric power sources of the vehicle under study in the current control cycle based on the power reduction rate for the electric power sources in each control cycle; or for increasing the power of the electric power sources of the vehicle under study in the current control cycle based on the power increase rate for the electric power consumers in each control cycle;

[0083] and a seventh data processing unit configured to cause the first data collection module to operate again until the difference in values ​​exceeds a set threshold.

[0084] In a further embodiment of the invention, the sixth data processing unit includes:

[0085] the tenth auxiliary data processing unit for increasing the power of the air conditioning compressor or the power of the cabin heating or the power of the heating or cooling of the vehicle battery, or the power of the vehicle low-power electrical device of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle.

[0086] In a further embodiment of the invention, the tenth auxiliary data processing module includes:

[0087] a first auxiliary data acquisition module, configured to detect the current temperature and the set temperature inside the vehicle under investigation;

[0088] a first auxiliary processing module configured to increase the power of the air conditioning compressor of the vehicle under study in the current control cycle based on the rate of increase in the power of the electric power consumers in each control cycle when the current temperature exceeds the set temperature;

[0089] a second auxiliary data processing module configured to increase the heating power of the interior of the vehicle under study in the current control cycle based on the rate of increase in the power of the electric power consumers in each control cycle when the current temperature is below the set temperature;

[0090] the third auxiliary data processing module for increasing the heating or cooling power of the vehicle battery of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle when the current temperature is equal to the set temperature, if the actual temperature of the vehicle battery does not correspond to the optimal operating temperature; and

[0091] The fourth auxiliary data processing module for increasing the power of the automotive low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of electric power consumers in each control cycle, if the actual temperature of the automotive battery corresponds to the optimal operating temperature.

[0092] In a third aspect of the present patent application, a vehicle is proposed, and the vehicle includes a memory unit and a processor, where a communicative connection is established between the memory unit and the processor, computer instructions are stored in the memory, and the processor is configured to perform the method provided in the above-mentioned first aspect, or any corresponding method for implementing it by executing the computer instructions.

[0093] In a fourth aspect of the present patent application, a tangible storage medium is provided, wherein the tangible storage medium comprises computer instructions, and the computer instructions are configured to enable a computer to perform the method provided in the above-mentioned first aspect, or any corresponding method for implementing it.

[0094] The advantages of this patent application are as follows:

[0095] In the technical solution proposed in this patent application, the risk level of a charging source of an automobile battery is determined by determining the difference between the limit power level of charging the battery and the actual power of charging current of the automobile battery; wherein the decision to adjust the charging power is determined based on the corresponding risk level of vehicle operation control, in order to eliminate the safety risk associated with a battery malfunction message during charging, optimize the driving stability of the vehicle, and improve the driving experience of the driver.

[0096] Brief description of drawings

[0097] To more clearly demonstrate the technical solutions in specific embodiments of this patent application or in the prior art, it is necessary to briefly present the accompanying drawings, which should be used in describing specific embodiments of the invention or the prior art. Obviously, the drawings provided in the following description show some embodiments of this patent application. Those skilled in the art can also create additional drawings based on these drawings without any creative effort.

[0098] Fig. 1 shows a block diagram of a method for controlling the charging power of an automobile battery in accordance with one embodiment of the present patent application;

[0099] Fig. 2 shows a block diagram of another method for controlling the charging power of an automobile battery in accordance with one embodiment of the present patent application;

[0100] Fig. 3 shows a schematic diagram of a specific process for controlling the charging power of an automobile battery in accordance with one embodiment of the present patent application;

[0101] Fig. 4 shows a structural block diagram of a device for controlling the charging power of an automobile battery in accordance with one embodiment of the present application;

[0102] Fig. 5 is a structural block diagram of a vehicle in accordance with one embodiment of the present patent application.

[0103] Detailed Description

[0104] In order to make the objectives, technical solutions, and advantages of the embodiments of the present patent application more clear, the technical solutions in the embodiments of the present patent application are presented below in a clear and complete form in conjunction with the accompanying drawings of the embodiments of the present patent application. Obviously, the described embodiments of the invention represent part, but not all, of the embodiments of the present patent application. Based on the embodiments of the present patent application, all other embodiments of the invention obtained by persons skilled in the art without any creative efforts fall within the scope of patent protection of the present patent application.

[0105] A vehicle equipped with a battery module with charging functionality may experience a reduction in the maximum charging power level when operating in low temperatures or during emergency braking after sudden acceleration. As a result, the actual charging power may continually exceed the maximum charging power level, leading to battery failure during overcharging, affecting vehicle stability, and degrading the driving experience.

[0106] For example, under the driving conditions, the maximum charging current of the vehicle battery is assumed to be 50 kW. If the vehicle is rapidly accelerating, the engine runs at high power with a working power of 50 kW, and during emergency braking, the original power of 80 kW can be restored. Due to the limitation of the maximum charging power, the braking power is calculated to be 50 kW. Before the torque decreases, the engine continues to generate a power of, for example, 10 kW; therefore, the actual charging power of the vehicle battery is 50 + 10 = 60 kW, which exceeds the permissible maximum charging power of the battery. If the overcharging situation persists for a certain period of time, for example, 2 seconds, the battery will automatically alarm.

[0107] In another vehicle driving mode, the battery's charging power limit is supposedly 0 when the vehicle is in an extremely low temperature environment and the battery's current state of charge is 20%. The vehicle's air conditioner's signal power is 10 kW, causing the alternator to generate 10 kW. However, since the air conditioner's actual power is only 5 kW, the actual battery charging power is 10-5=5 kW, exceeding the battery's charging power limit. Similarly, if the overcharging situation persists for a certain period of time, such as 2 seconds, the battery will automatically trigger an alarm. However, it can be noted that there are significant differences in the battery's charging power limit under different driving conditions.Moreover, the maximum charging power level is in no way related to the car battery's state of charge. Even if the car battery's state of charge is low, overcharging may still occur.

[0108] Furthermore, if the actual charging power of the vehicle battery exceeds the charging power limit, depending on the magnitude of the excess power, risks may arise, such as further limitation of the charging power limit, loss of vehicle power, and damage to internal components such as the battery relay. Furthermore, this may cause handling issues, such as a sudden decrease in the braking energy recovery limit, leading to changes in braking force. For example, further limitation of the charging power limit may lead to problems such as inefficient use of generated power and the inability to maintain battery charge.

[0109] In related technologies, although management solutions exist to prevent overcharging of vehicle batteries, these solutions are mainly used to prevent overcharging when the vehicle battery is directly charged from a charger, without considering the battery charging issue during vehicle operation. There are significant differences in the charging power limits and real-time charging power limiting methods between vehicle operation and charging from a charging station, making it difficult to apply management solutions to prevent overcharging of vehicle batteries in charging from a charging station to vehicle operating conditions.

[0110] To address the aforementioned battery charging power management issues during vehicle operation, according to the traditional open-loop control logic, the power of various vehicle batteries, such as the generator power, drive motor power, air conditioning compressor power, and ECAH (electric cabin air heater) power, and their losses are primarily controlled to simulate and calculate the simulated battery charging power. Based on the comparison between the simulated battery charging power and the battery charging power limit, the generator power is limited inversely to prevent battery overcharging. This control method cannot solve the problem of battery overcharging caused by the significant deviation between the declared power of each electrical appliance and the actual power.

[0111] To this end, this patent application proposes a solution for managing the charging power of an automotive battery, and this solution is applicable to vehicles equipped with a battery module with a charging function. If a vehicle is equipped with a battery module with a charging function, the vehicle can be either a pure electric vehicle or a hybrid electric vehicle. By monitoring in real time the difference between the actual battery charging power and the emergency charging power, i.e.,The battery charging power limit is controlled by reducing the power of power sources or increasing the power of power consumers in advance in order to reduce the risk of overcharging the battery charging power and eliminate the problem of low charging power limit of the vehicle battery under operating conditions such as rapid acceleration and low temperature, when the battery issues a malfunction signal; at the same time, the vehicle cannot be operated due to inaccurate control of the charging power by the electronic control system during engine starting and energy recovery and during idling, thereby ensuring the operational reliability of the vehicle.

[0112] According to embodiments of the present patent application, an embodiment of a method for controlling the charging power of an automobile battery is proposed. It should be noted that the steps shown in the flowcharts of the accompanying drawings may be executed in a computer system, for example, as a set of computer-executable instructions. Furthermore, although the flowcharts represent a logical sequence of execution of the steps, in some cases the steps shown or described may be executed in a sequence different from that given herein.

[0113] This embodiment of the invention provides a method for controlling the charging power of an automobile battery, which is applied to a vehicle equipped with a battery module with a charging function, i.e., an automobile battery. In particular, this method can be applied to a vehicle control unit, in particular a single-chip microcomputer or a microprocessor. Fig. 1 is a flowchart of a method for controlling the charging power of an automobile battery according to one embodiment of the present patent application. As shown in Fig. 1, the process includes the following steps:

[0114] Step S101: Determining the maximum power level of the battery charging current and the actual power of the charging current of the vehicle battery of the vehicle under study while driving.

[0115] The vehicle battery charging power limit signal is directly sent from the vehicle battery to the vehicle control unit. The charging power limit refers to the charging power value that triggers the vehicle battery overcharge alarm. Different operating conditions require different charging power values ​​for triggering the vehicle battery overcharge alarm. The actual charging current can be calculated by monitoring the charging voltage and charging current of the vehicle battery.

[0116] Step S102: Determine the risk level of overcharging at a given charging power of the vehicle battery based on the difference between the maximum charging current power of the battery and the actual charging current power.

[0117] In particular, under actual vehicle driving conditions, the actual charging power may exceed the battery's charging current limit. Therefore, the value difference between the battery's charging current limit and the actual charging current specified in the embodiments of this patent application may be positive or negative. A negative value indicates a risk of overcharging the vehicle battery, and the smaller the negative value, the higher the risk of overcharging. Therefore, the aforementioned value difference can be used to reflect the risk of overcharging the vehicle battery's charging current, and the corresponding risk level can then be determined.

[0118] Step S103: Determine the charging power adjustment decision based on the overcharging risk level at the given charging power.

[0119] In particular, while the vehicle is moving, different requirements apply to adjusting the charging power to match the overcharging risk levels for different charging powers. If the risk level is too high, the actual charging power must be immediately reduced to prevent the vehicle battery from being overcharged. If the risk level is low, it is necessary to prevent its further increase as much as possible, minimizing power generation losses. This allows for appropriate charging power adjustment solutions to be determined based on the risk level.

[0120] Step S104: Control the operation of the test vehicle based on the charging power adjustment decision.

[0121] Specifically, the vehicle control unit controls the operation of the vehicle in accordance with the charging power adjustment decision to achieve adaptive adjustment of the charging power.

[0122] In the method for controlling the charging power of a vehicle battery provided in the embodiments of the present patent application, the risk level of overcharging the charging power of the vehicle battery is determined by determining the difference between the limit power level of the charging current of the battery and the actual power of the charging current of the vehicle battery; wherein the decision to adjust the charging power is determined based on the corresponding risk level of the vehicle operation control, in order to prevent the risk of occurrence of battery overcharging related malfunctions caused by continuous overcharging of the vehicle battery, optimize the driving stability of the vehicle, and improve the driving experience of the driver.

[0123] This embodiment of the invention also provides a method for controlling the charging power of a vehicle battery. This method is applicable to a vehicle equipped with a battery module with a charging function, i.e., a vehicle battery, and can be specifically applied to a vehicle control unit, in particular a single-chip microcomputer or microprocessor. Fig. 2 is a flowchart of a method for controlling the charging power of a vehicle battery according to one embodiment of the present patent application. As shown in Fig. 2, the process includes the following steps:

[0124] Step S201: determining the battery charging current power limit and the actual charging current power of the vehicle battery of the vehicle under investigation while driving. A more detailed description is provided in the corresponding description of step S101 shown in Fig. 1, and no further description is provided in this patent application.

[0125] Step S202: Determine the overcharge risk level at the given charging power of the vehicle battery based on the difference between the maximum charging current power of the battery and the actual charging current power.

[0126] Specifically, the above-described step S202 includes: Step S2021:

[0127] Determines the current difference interval related to the difference in values ​​between the maximum power level of the battery charging current and the actual power of the charging current based on the specified division of the current difference interval ranges.

[0128] For example, the current difference intervals include: a first current difference interval, a second current difference interval, and a third current difference interval, where the maximum value of the first current difference interval is less than the minimum value of the second current difference interval; and the maximum value of the second current difference interval is less than the minimum value of the third current difference interval. Suppose that the maximum value of the first current difference interval is A, the maximum value of the second current difference interval is B, and the minimum value of the third current difference interval is C, then A < B < C.

[0129] If necessary, the above stage S2021 includes:

[0130] Step a1: Determine that the overcharging risk level under the given charging power of the test vehicle is high when the current difference interval is equal to the first current difference interval.

[0131] Step a2: Determine that the overcharging risk level under the given charging power of the test vehicle is low when the current difference interval is equal to the second current difference interval.

[0132] Step a3: Determine that there is no risk level of overcharging under the given charging power of the test vehicle when the current difference interval is equal to the third current difference interval.

[0133] In the embodiments of this patent application, the current difference intervals are divided into three levels, and the overcharging risk levels for a given charging power of the vehicle under study are classified as high risk, low risk, and no risk. This not only meets the basic requirements for vehicle control for charging a vehicle battery, but also reduces control complexity and improves the practicality of managing the charging power of a vehicle battery.

[0134] Step S2022: Determine the overcharging risk level under the given charging power of the test vehicle corresponding to the current difference interval.

[0135] For example, if the current difference value is less than or equal to A, the risk level of overcharging of the charging power of the subject vehicle is considered high; if the current difference value is greater than A and less than or equal to B, the risk level of overcharging of the charging power of the subject vehicle is considered low; if the current difference value is greater than or equal to C, the risk level of overcharging of the charging power of the subject vehicle is considered low. It should be noted that in practical applications, the number of divisions of the current difference interval and the corresponding number of divisions of the risk levels can be selectively set according to the vehicle control accuracy requirements for the charging power of the vehicle battery and the actual requirements of the operating conditions. For example, the following risk levels can be adopted: high, medium, low, no risk, etc., and this patent application is not limited to these risk levels.

[0136] In the embodiments of this patent application, current difference intervals and corresponding overcharge risk levels are distinguished based on the difference between the maximum charging current power of the battery and the actual charging current power. The overcharge risk level of the charging power of the vehicle under study is determined based on the current difference interval to which the current difference value relates, thereby accurately differentiating the overcharge risks. Furthermore, the methods for distinguishing current difference intervals and risk levels can be selectively determined according to the control requirements of different vehicles, thereby optimizing the flexibility of regulating the overcharge of the vehicle battery and expanding its scope of application.

[0137] Step S203: Determine the charging power adjustment decision based on the overcharging risk level at the given charging power.

[0138] In particular, the above-described step S203 includes:

[0139] Step S2031 determining that the charging power adjustment decision is a means for reducing the power of the power sources when the risk of overcharging at a given charging power is at a high level.

[0140] In particular, the above-described step S2031 includes:

[0141] Step b1: Determine the set adjustment power based on the current value of the difference value.

[0142] Specifically, if the current value difference is less than zero, it indicates that the actual charging power of the vehicle battery exceeds the limit power level, and the charging power needs to be adjusted. Therefore, the set adjustment power can be determined based on the current value difference. For example, the absolute value of the current value difference can be used as the set adjustment power to ensure that the actual charging power never exceeds the limit power level after adjustment. Furthermore, in practical applications, to further reduce the risk of overcharging, a certain power adjustment reserve can be taken into account based on the current value difference to determine the set adjustment power.For example, assuming the current value of the difference is -10 kW, and the set power regulation margin is 3 kW, then the final set regulation power is 10 + 3 = 13 kW. The above example is merely an example, and this patent application is not limited to it.

[0143] Step b2: Determine the power reduction rate of power sources in each control cycle based on the set adjustment power.

[0144] The control cycle is the communication cycle of the vehicle control unit. The vehicle control unit sends control commands to various vehicle components according to the communication cycle. For example, the control cycle is 10 ms, 20 ms, and so on, and this patent application is not limited to these control cycles.

[0145] Specifically, the maximum number of adjustment cycles can be determined according to the overcharge duration condition for the vehicle battery overcharge failure alarm. The number of set adjustment cycles is determined within the range of the maximum number of adjustment cycles, and then the set adjustment power is distributed based on the number of set adjustment cycles to determine the power reduction rate of the power sources in each control cycle.

[0146] For example, the recharge duration is assumed to be 1 s, i.e., when the actual charging power of the vehicle battery exceeds the charging limit for 1 s, the vehicle battery will generate an overcharge alarm. The control cycle of the vehicle control unit is 100 ms, and the maximum number of adjustment cycles is 10. That is, the vehicle battery must ensure operating conditions under which the actual charging power does not exceed the charging limit for 10 control cycles. The maximum value of the number of set adjustment cycles is 10. Any integer from 1 to 10 can be selected as the number of set adjustment cycles. If we take the number of set adjustment cycles equal to 5 as an example, the power reduction rate of the power sources in each adjustment cycle is 10 / 5 = 2 kW.In practical applications, the number of preset adjustment cycles can be selectively adjusted according to the control requirements and response speed of the vehicle control unit. The higher the selectable number of preset adjustment cycles, the more stable the vehicle's operation. The lower the number of preset adjustment cycles, the faster the vehicle battery charging power adjustment speed and the lower the risk of triggering an audible overcharge warning signal. Therefore, the rate of power reduction of the power sources in each control cycle can be selectively adjusted, and the flexibility of overall vehicle control can be improved.

[0147] Furthermore, in practical applications, the power reduction rate of the power sources in each control cycle can also be determined according to the value of the set control power. The larger the set control power, the faster the power reduction rate of the power sources set in the current control cycle, thereby achieving the goal of promptly reducing the charging power of the vehicle battery. Conversely, the smaller the set control power, the slower the power reduction rate of the power sources set in the current control cycle, thereby improving the stability of the vehicle.

[0148] Step b3: Form a decision to reduce the power of power sources based on the speed of power sources in each control cycle.

[0149] For example, based on the rate of power reduction of the power sources in each control cycle, the engine power may be reduced or the drive motor recovery power may be reduced. Separate methods for implementing engine power reduction and drive motor recovery power reduction are related to the prior art and are not further discussed in this patent application.

[0150] In the embodiments of the present patent application, the adjustment power is determined by using the difference between the battery's charging limit and the actual charging power, and the power reduction rate is adjusted according to the control cycle, thereby achieving precise adjustment of the power reduction rate of the power sources and precise control of the charging power of the vehicle battery, while reducing the risk of overcharging alarms and further improving the safety of charging the battery while the vehicle is moving.

[0151] Step S2032: determining that the charging power adjustment decision is a means of increasing the power of electric power consumers when the risk of overcharging at a given charging power is at a low level.

[0152] In particular, the above-described step S2032 includes:

[0153] Step c1: Determine the set adjustment power based on the current value of the difference value. The detailed contents are provided in the corresponding description of the aforementioned step b1, and no further description is provided in this patent application.

[0154] Step c2: Determine the increase rate of the power of the power sources in each control cycle based on the set adjustment power.

[0155] In particular, the specific process for implementing the above-mentioned step c2 may be similar to the process for implementing the above-mentioned step b2, and is not further mentioned unnecessarily in this patent application. Furthermore, since the risk of overcharging is low in practical application, and the actual charging power of the vehicle battery is generally already below the charging limit, the risk of triggering an overcharging alarm is relatively low. Under such operating conditions, the main purpose of determining the increase rate of the power consumers in each control cycle is to prevent the actual charging power of the vehicle battery from further increasing.Thus, by increasing the rate of increase of the power of the electric power sources in each control cycle, the excess power generated by the electric power sources can be consumed, thereby satisfying the need for energy consumption during the movement of the vehicle, while preventing energy loss, problems associated with the alarm about overcharging the car battery, and improving the efficiency of the entire vehicle.

[0156] Step c3: Form a decision to increase the power of electricity consumers based on the speed of electricity consumers in each control cycle.

[0157] In the embodiments of the present patent application, the adjustment power is determined based on the difference in values ​​between the limit level of the charging power of the battery and the actual charging power, and the power increase rate is adjusted according to the control cycle, thereby achieving precise adjustment of the increase rate of the power of the power sources and precise control of the charging power of the vehicle battery, and further improving the efficiency of the entire vehicle.

[0158] Step S2033 determining that the charging power adjustment decision is a means of maintaining the current level of the operating state when there is no risk of overcharging at the given charging power.

[0159] In particular, when the risk of overcharging the charger does not pose a danger, there is no need for the vehicle control unit to regulate the vehicle's operating condition. To charge the vehicle battery, it is sufficient to maintain the vehicle in its current operating condition, and the overcharging alarm will not occur.

[0160] In the embodiments of this patent application, by employing a solution for reducing the power of power sources in high-risk situations, the actual charging power of the battery can be quickly reduced to a safe threshold, thereby preventing the generation of a battery overcharge alarm and ensuring a fast response speed and high control efficiency. Furthermore, in low-risk situations, a solution for increasing the power of power consumers is adopted, thereby meeting the economic requirements of the vehicle and ensuring the safe operation of the battery. Excess charging power in the charging device is used within the required limits to prevent energy loss, improve the efficiency of the entire vehicle, and further enhance the driver's driving experience.In zero-risk situations, a solution is used to maintain the vehicle's current operating condition, which simplifies the vehicle control process and improves control efficiency.

[0161] Step S204: Control the operation of the test vehicle based on the charging power adjustment decision.

[0162] In particular, the above-described step S204 includes:

[0163] Step S2041: reducing the power of the electric power sources of the vehicle under investigation in the current control cycle based on the power reduction rate of the electric power sources in each control cycle; or increasing the power of the electric power consumers of the vehicle under investigation in the current control cycle based on the power increase rate of the electric power consumers in each control cycle, and repeating the above step S201 until the difference in values ​​exceeds a set threshold.

[0164] Specifically, after the vehicle control unit adjusts the charging devices or the power consumption of the vehicle in each control cycle, the above-mentioned step S201 is performed again to repeatedly obtain the battery charging current power limit level and the actual charging current power of the vehicle battery, in order to prevent the problem of the battery charging current power limit level and the actual charging current power changing due to the influence of the environment or driving conditions during the vehicle driving and further affecting the control accuracy, thereby achieving accurate control of the charging power of the vehicle battery and improving the driving experience.

[0165] In the embodiments of the present patent application, after controlling the operation of a vehicle by reducing the power of electric power sources or increasing the power of electric power consumers in each control cycle, the maximum level of charging power of the battery and the actual charging power are determined repeatedly, and the operation of the vehicle is controlled cyclically, thereby improving the precise control of the operation of the vehicle and the economy of the vehicle to the maximum extent, while preventing the conditions for issuing an alarm for overcharging the vehicle battery.

[0166] In particular, in the above step S2041, the step of increasing the power of the electric power consumers of the vehicle under investigation in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle includes:

[0167] Step d1: increase the power of the air conditioner compressor or the power of the cabin heating, or the power of the heating or cooling of the vehicle battery, or the power of the vehicle low-power electrical device of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle.

[0168] The cabin heating capacity may be the capacity of the vehicle's EPVS heating device or the capacity of other heating devices. Low-power automotive electrical devices include: lighting lamps, vehicle power sources, etc.

[0169] In the embodiments of the present patent application, when the excess power generated by the electric power sources is used by various selectively used electric power consumers of the vehicle, the recovery power of the electric motor can be fully utilized to prevent energy loss and improve the driving experience during driving.

[0170] For example, the above step d1 includes:

[0171] Step e1: Determine the current and set temperature data inside the vehicle under investigation.

[0172] The set target temperature can be a temperature value set by the user or a temperature range, such as 25°C, or 24°C to 26°C. This application is not limited to this parameter.

[0173] Step e2: Increase the power of the air conditioning compressor of the test vehicle in the current control cycle based on the increase rate of the power of electric consumers in each control cycle when the current temperature exceeds the set temperature.

[0174] In this regard, the temperature inside the vehicle is reduced by increasing the power of the air conditioning compressor until the temperature inside the vehicle reaches the set temperature set by the driver.

[0175] Step e3: Increase the heating power of the passenger compartment of the vehicle under study in the current control cycle based on the increase rate of the power of the electric consumers in each control cycle when the current temperature is lower than the set temperature.

[0176] Thus, the temperature inside the vehicle is raised by increasing the cabin heating power until the temperature inside the vehicle reaches the set temperature set by the driver.

[0177] Step e4: Increase the heating or cooling power of the vehicle battery of the vehicle under study in the current control cycle based on the increase rate of the power of the electric consumers in each control cycle when the current temperature is equal to the set temperature, if the actual temperature of the vehicle battery does not match the optimal operating temperature.

[0178] Specifically, when the vehicle's interior temperature reaches the driver-set temperature, there is no need to adjust the interior temperature. As with the set temperature, this optimal operating temperature can be a specific temperature value or temperature range. If the actual battery temperature is higher than the optimal operating temperature at a given time, the battery temperature can be reduced by increasing the battery cooling capacity until the battery temperature reaches the optimal operating temperature, thereby improving the battery's performance.

[0179] Step e5: Increase the power of the automotive low-power electrical device of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle, if the actual temperature of the automotive battery matches the optimal operating temperature.

[0180] In particular, when the actual temperature of the car battery is within its optimal operating temperature range, the excess charging power of the chargers can be used to power other low-power electrical devices in the car, such as lighting lamps, which not only improves the driving experience but also avoids energy loss.

[0181] In the embodiments of this patent application, from the perspective of driving experience, the power consumption of the vehicle's electrical consumers is distributed by prioritizing each power consuming object. Thus, priority is given to satisfying the driver's ambient temperature requirements, then improving battery efficiency, and finally, utilizing the remaining power for other low-power electrical devices in the vehicle, further contributing to an improved driving experience.

[0182] The specific process for implementing the method for controlling the charging power of an automobile battery provided in the embodiments of the present patent application is discussed below in detail in combination with specific application examples.

[0183] Figure 3 shows a schematic diagram of a specific process for controlling the charging power of an automobile battery according to the present patent application. As shown in Figure 3, the process consists of a total of six steps, which are as follows:

[0184] Step 1: The system, i.e., the vehicle control unit, determines whether the vehicle is in the operating mode and whether it is in the charging mode of a charging station. However, since when the vehicle is in the charging mode of a charging station, the charging power limit level and the charging power limiting method in real time are significantly different from those of the vehicle in use, it is necessary to first confirm the state to determine whether to put into effect the charging power decision of the vehicle battery.

[0185] Step 2: Calculate the set charging power value; and determine that the set charging power value corresponds to the battery charging current limit power minus the actual charging power of the battery based on conditions such as the battery charging current limit power and the actual charging current of the battery.

[0186] Step 3: Determine the overcharging risk level, and the overcharging risks are divided into three levels: high, low and no risk; the high risk assessment condition can be set as the charging power control target, which is less than the set value A, that is,The difference between the battery charging power limit level and the actual charging power is less than the set value A, while the actual charging power exceeds the battery charging power limit level; a low-risk decision condition may be set as a charging power control target that is greater than or equal to the set value A and less than the set value B, while the actual charging power is lower than but close to the battery charging power limit level; and a no-risk decision condition may be set as a charging power control target that is greater than or equal to the set value C, while the actual charging power is lower than the charging power limit level, where A < B < C.

[0187] Stage 4: Reduce the power of power sources taking into account safety requirements, i.e. when a high risk is determined in stage 3, and the actual charging power exceeds the maximum charging power level of the battery, and taking into account safety requirements, it is necessary to promptly reduce the power of power sources, i.e., the engine power or the recovery power of the drive motor; based on the fact that the charging power control targets lie on the X axis, the power reduction rate of the electric power sources in each control cycle can be determined from the table, as shown in Table 1; when the value of A is set to -5 kW, as an example, if the difference between the maximum battery charging power level and the actual charging power is -10 kW, the power of the electric power sources is reduced at a rate of 10 kW per second; if the difference between the maximum battery charging power level and the actual charging power is -5 kW, the power of the electric power sources is reduced at a rate of 5 kW per second.

[0188] Table 1

[0189] Charging power management targets - kW -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 Power reduction curve of electric power sources - kW / s -10 -9 -8 -7 -6 -5 -4 -3 -2 -1 -1 -1 -1 -1 0 0

[0190] After processing each control cycle, the system returns to the above second step to recalculate the charging power regulation set value and to the third step to judge the overcharging risk level and recalculate a new power reduction curve of the power sources, until the overcharging risk level in step 3 is judged to be low or no risk.

[0191] Stage 5: Increase the power of power consumers based on efficiency. This means that when the overcharge risk is assessed as low in Stage 3, the actual charging power is lower but close to the battery charging power limit. Meanwhile, the power of non-driven electric motor power consumers, including the power of the air conditioning compressor, the power of the EVPS, the power of the battery heating or cooling system, and the power of the low-power vehicle battery, can be increased based on efficiency. In this way, the electric motor's recovery power can be fully utilized in idle energy recovery mode. After the battery is partially charged, the excess charge is distributed among electrical devices that can be used selectively. From a driving experience perspective, power distribution and limitation should be performed for energy-consuming devices.For example, when the set temperature inside the vehicle is lower than the actual temperature, the compressor power increases and is limited within a certain range; when the set temperature inside the vehicle is higher than the actual temperature, the power of the EPWS increases and is limited within a certain range; when the set temperature inside the vehicle is equal to the actual temperature, the battery is heated or cooled based on the battery temperature to achieve the optimal operating temperature of the battery, etc.

[0192] For example, based on the charging power control targets on the X-axis, the power reduction rate of the power sources in each control cycle can be determined from the table. The details are provided in Table 2. Taking the set value B as 0 kW as an example, that is, when the difference between the battery charging power limit and the actual charging power is -4 kW, the power of the power consumers increases at a rate of 4 kW per 1 s; when the difference between the battery charging power limit and the actual charging power is 0 kW, the power of the power consumers continues to increase at a rate of 2 kW per 1 s until the difference between the battery charging power limit and the actual charging power becomes 3 kW, after which no data processing is performed.It should be noted that the values ​​and corresponding relationships between the charging power control target and the power increase curve for electrical consumers in Tables 1 and 2 are provided for illustrative purposes only. Charging power control targets for different risk levels may be set selectively, and this patent application is not limited to these targets.

[0193] Table 2

[0194] Charging power management targets - kW -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10 The curve of increasing power consumption of electricity - kW / s 5 4 3 2 2 2 2 2 2 2 2 2 2 2 2 2

[0195] After processing the data at each control cycle, it moves to the sixth stage.

[0196] Step 6: determine whether the risk of overcharging is eliminated, where the decision condition of eliminating the risk of overcharging can be set as the target charging power, which is greater than or equal to the set value D, where D is greater than C. For example, the set value D is 3 kW, and the actual charging power is much lower than the charging power limit; if the decision result is positive, the processing is immediately terminated; if the decision result is negative, the processing is returned to Step 2.

[0197] In the embodiments of this patent application, access conditions such as the state of the entire vehicle, the battery charging power limit, and the actual charging power are determined as the basis for assessing whether there is a risk of overcharging the vehicle battery. According to the overcharging risk level, the power of power sources is limited based on the safety level, or the power of power consumers is increased based on the efficiency requirement, since the actual battery charging power may rapidly decrease within the safety threshold levels and form a closed-loop control. Thus, the risk of the battery issuing a fault alarm due to continuous overcharging can be avoided in real time.This management solution can not only satisfy the safety requirement that the actual charging power does not exceed the battery charging power limit, but also ensure that the battery is charged or the electrical appliances of the entire vehicle are supplied to the greatest extent possible based on the savings under operating conditions such as idling and braking, thereby fully meeting the safety and economy requirements of drivers.

[0198] This embodiment of the invention further provides a device for controlling the charging power of an automobile battery. This device is capable of implementing the above-mentioned embodiments and preferred implementation methods, and the contents of these embodiments, which were presented above, are not further repeated in this patent application. According to the meaning set forth hereinafter in this document, the term "module" may be a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, such implementation is also possible and provided in hardware or a combination of software and hardware.

[0199] This embodiment of the invention provides a device for controlling the charging power of an automobile battery. As shown in Fig. 4, the device includes:

[0200] the first data collection module 401, configured to determine the maximum power level of the battery charging current and the actual power of the charging current of the vehicle battery of the vehicle under study during movement;

[0201] a first processing module 402 configured to determine a risk level of overcharging at a given charging power of a vehicle battery based on a difference in values ​​between a maximum charging current power level of the battery and an actual charging current power;

[0202] a second processing module 403 configured to determine a decision to adjust the charging power based on the level of risk of overcharging at a given charging power; and

[0203] a third processing module 404 configured to control the operation of the vehicle under study based on the charging power adjustment decision.

[0204] In some further embodiments of the invention, the first data processing module includes 402:

[0205] a first data processing unit for determining a current difference interval related to the difference in values ​​between the battery charging current power limit and the actual charging current power based on a predetermined division of the current difference interval ranges; and

[0206] a second data processing unit configured to determine the level of risk of overcharging at a given charging power of the vehicle under study, corresponding to the current difference interval.

[0207] In some additional embodiments, the current difference intervals include a first current difference interval, a second current difference interval, and a third current difference interval;

[0208] The maximum value of the first current difference interval is less than the minimum value of the second current difference interval;

[0209] The maximum value of the second current difference interval is less than the minimum value of the third current difference interval.

[0210] The second data processing unit includes:

[0211] a first processing unit configured to determine that the risk of overcharging at a given charging power of the vehicle under investigation is at a high level when the current difference interval is equal to the first difference interval;

[0212] a second processing unit configured to determine that the overcharging risk level at a given charging power of the vehicle under investigation is low when the current difference interval is equal to the second current difference interval; and

[0213] a third processing unit configured to determine that there is no risk of overcharging at a given charging power of the vehicle under investigation when the current difference interval is equal to a third current difference interval.

[0214] In some further embodiments of the invention, the second data processing module includes 403:

[0215] a third data processing unit configured to determine that the charging power adjustment decision is a means for reducing the power of the electric power sources when the risk of overcharging at a given charging power is at a high level;

[0216] a fourth data processing unit configured to determine that the charging power adjustment decision is a means for increasing the power of electric power consumers when the risk of overcharging at a given charging power is at a low level;

[0217] a fifth data processing unit configured to determine that the charging power adjustment decision is a means of maintaining the current operating state level of the vehicle when there is no risk of overcharging at the given charging power;

[0218] In some further embodiments of the invention, the third data processing unit includes:

[0219] a fourth auxiliary data processing unit, configured to determine the set adjustment power based on the current value of the difference in values;

[0220] a fifth auxiliary data processing unit configured to determine the power reduction rate of the electric power sources in each control cycle based on the set adjustment power; and

[0221] a sixth auxiliary data processing unit configured to obtain a decision on reducing the power of the electric power sources based on the rate of reducing the power of the electric power sources in each control cycle.

[0222] In some further embodiments of the invention, the fourth data processing unit includes:

[0223] the seventh auxiliary data processing unit, configured to determine the set adjustment power based on the current value of the difference in values;

[0224] an eighth auxiliary data processing unit configured to determine the rate of increase of the power of electric power consumers in each control cycle based on the set adjustment power; and

[0225] a ninth auxiliary data processing unit configured to obtain a decision on increasing the power of electric power consumers based on the rate of increase of the power of electric power consumers in each control cycle.

[0226] In some further embodiments of the invention, the third data processing module 404 includes:

[0227] the sixth data processing unit for reducing the power of the electric power sources of the vehicle under study in the current control cycle based on the power reduction rate for the electric power sources in each control cycle; or for increasing the power of the electric power sources of the vehicle under study in the current control cycle based on the power increase rate for the electric power consumers in each control cycle;

[0228] a seventh data processing unit configured to cause the first data collection module 401 to operate again until the difference in values ​​exceeds a set threshold.

[0229] In some further embodiments of the invention, the sixth data processing unit includes:

[0230] the tenth auxiliary data processing unit for increasing the power of the air conditioning compressor or the power of the cabin heating or the power of the heating or cooling of the vehicle battery, or the power of the vehicle low-power electrical device of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle.

[0231] In some further embodiments of the invention, the tenth auxiliary data processing module includes:

[0232] a first auxiliary data acquisition module, configured to detect the current temperature and the set temperature inside the vehicle under investigation;

[0233] a first auxiliary processing module configured to increase the power of the air conditioning compressor of the vehicle under study in the current control cycle based on the rate of increase in the power of the electric power consumers in each control cycle when the current temperature exceeds the set temperature;

[0234] a second auxiliary data processing module configured to increase the heating power of the interior of the vehicle under study in the current control cycle based on the rate of increase in the power of the electric power consumers in each control cycle when the current temperature is below the set temperature;

[0235] the third auxiliary data processing module for increasing the heating or cooling power of the vehicle battery of the vehicle under study in the current control cycle based on the increase rate of the power of the electric power consumers in each control cycle when the current temperature is equal to the set temperature, if the actual temperature of the vehicle battery does not correspond to the optimal operating temperature; and

[0236] The fourth auxiliary data processing module for increasing the power of the automotive low-power electrical device of the vehicle under study in the current control cycle based on the increase rate of the power of electric power consumers in each control cycle, if the actual temperature of the automotive battery corresponds to the optimal operating temperature.

[0237] The data transmission device in this embodiment of the invention is represented as a functional block. In this document, the term "block" refers to an application-specific integrated circuit (ASIC), a processor, and a memory unit, on the basis of which one or more software or hardware programs are implemented, and / or other devices that can provide the above-mentioned functions.

[0238] Additional functional descriptions of the above-mentioned modules and blocks are similar to the descriptions of the corresponding embodiments of the method described above, and are not further mentioned in this patent application.

[0239] The embodiments of the present patent application also provide a vehicle equipped to control the charging power of the vehicle battery shown in Fig. 4 above.

[0240] Refer to Fig. 5. Fig. 5 is a structural block diagram of a vehicle provided by an additional embodiment of the present patent application. As shown in Fig. 5, the vehicle includes: one or more processors 10, a memory unit 20, and interfaces for connecting various component units, wherein the interfaces include high-speed interfaces and low-speed interfaces. The component units are interconnected by various buses and can be mounted on a common motherboard, and, if necessary, installed in another way. The processor can process instructions executed in the computing device, including instructions stored in the memory or in the memory unit for displaying graphic information of the graphical user interface (GUI) on an external input / output device (for example, on a display device connected to the interface).In some additional embodiments of the invention, multiple processors and / or multiple buses may be used in conjunction with multiple memory units as needed. Similarly, multiple computing devices may be connected, each providing certain required operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 5 shows a single processor 10 as an example.

[0241] Processor 10 may be a central processor, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. Said hardware chip may be an integrated circuit specifically designed for a specific application, a programmable logic device, or a combination thereof. Said programmable logic device may be a complex programmable logic device, a programmable field-effect gate array, a general-purpose logic array, or any combination thereof.

[0242] The memory unit 20 stores instructions executable by at least one processor 10, so that the at least one processor 10 carries out the method shown in the embodiments of the invention described above.

[0243] The memory unit 20 may include a program storage area and a data storage area, where the program storage area may contain an operating system and application programs necessary for at least one function, and the data storage area may contain data created in accordance with the use of computing devices for displaying mini-program target pages, etc. In addition, the memory unit 20 may include high-speed random access memory, as well as long-term memory, for example, at least one magnetic disk storage device, a flash memory device, or other solid-state long-term data storage devices. In some additional embodiments of the invention, the memory unit 20 may include various memory devices remote from the processor 10, and these remote memory devices may be connected to the computing device via a network.Examples of the above-mentioned network include, but are not limited to, the Internet, an Intranet, a local area network, a mobile network, and a combination thereof.

[0244] The memory unit 20 may include volatile memory such as RAM; the memory unit may also include non-volatile memory such as flash memory, a hard disk, or a solid-state drive; the memory unit 20 may also include a combination of the above types of memory.

[0245] In addition, the vehicle has a communication interface 30 for communicating the electronic device with other devices or communication networks.

[0246] The embodiments of the present patent application also provide a tangible storage medium. The methods according to the embodiments of the present patent application can be implemented in hardware or firmware, or in the form of computer code, which can be recorded on a storage medium, loaded over a network, stored on a remote storage medium or a machine-readable non-volatile memory medium, and also stored on a local storage medium. In this regard, the methods described in the present patent application can be recorded on a storage medium using a general-purpose computer, a specialized processor, programmable or specialized equipment. The tangible storage medium can be a magnetic disk, an optical disk, ROM, RAM, flash memory, a hard disk or a solid-state drive, etc. Additionally, the storage medium can include combinations of the above types of memory.It is understood that a computer, processor, microprocessor controller, or programmable hardware includes a storage device element capable of storing or receiving software or computer code. When software or computer code is accessible and executed by a computer, processor, or hardware, the method illustrated in the embodiments of the invention described above is implemented.

[0247] Although embodiments of the present patent application are shown with reference to the accompanying drawings, persons skilled in the art can make various modifications and changes without departing from the spirit and scope of legal protection of the present patent application, and such modifications and changes fall within the scope of legal protection defined by the appended claims.

Claims

1. A method for controlling the charging power of an automobile battery, including: determination of the maximum power level of the battery charging current and the actual power of the charging current of the vehicle battery of the vehicle under study while driving; determination of the risk level of overcharging at a given charging power of a car battery based on the difference in values ​​between the maximum charging current power of the battery and the actual charging current power; determining a decision on adjusting the charging power based on the level of risk of overcharging at a given charging power; and control of the operation of the vehicle under study based on the decision to regulate the charging power; where the current difference intervals include: a first current difference interval, a second current difference interval, and a third current difference interval; the maximum value of the first current difference interval is less than the minimum value of the second current difference interval; the maximum value of the second current difference interval is less than the minimum value of the third current difference interval; the stage of determining the level of risk of overcharging at a given charging power of the vehicle under study, corresponding to the range of current difference, includes: determining that the level of risk of overcharging at a given charging power of the vehicle under study is high when the current difference interval is equal to the first current difference interval; determining that the level of risk of overcharging at a given charging power of the vehicle under study is low when the current difference interval is equal to the second difference interval; and determining that the level of risk of overcharging at a given charging power of the vehicle under study is high when the current difference interval is equal to the third difference interval.

2. The method according to paragraph 1, where the step of determining the level of risk of overcharging at a given charging power of the vehicle battery based on the difference in values ​​between the maximum level of the battery charging current power and the actual charging current power includes: determination of the current difference interval related to the difference in values ​​between the maximum power level of the battery charging current and the actual power of the charging current based on a specified division of the ranges of current difference intervals; and determining the level of risk of overcharging at a given charging power of the vehicle under study, corresponding to the current difference interval.

3. The method according to claim 1, wherein the step of determining the decision to adjust the charging power based on the level of risk of overcharging includes: determining that the charging power adjustment solution is a means of reducing the power of electrical power sources when the risk of overcharging at a given charging power is at a high level; determining that the charging power adjustment solution is a means of increasing the power of electrical consumers when the risk of overcharging at a given charging power is low; and determination that the charging power adjustment solution is a means of maintaining the current operating state level where there is no risk of overcharging at the given charging power.

4. The method according to paragraph 3, wherein the step of determining that the decision to regulate the charging power is a means of reducing the power of the electric power sources includes: determination of the set control power based on the current value of the difference in values; determining the rate of reduction of the power of the electric power sources in each control cycle based on the set control power; and forming a decision to reduce the power of electric power sources based on the speed of electric power sources in each control cycle.

5. The method according to paragraph 3, wherein the step of determining that the solution for regulating the charging power is a means of increasing the power of electricity consumers includes: determination of the set control power based on the current value of the difference in values; determining the rate of increase in power for electricity consumers in each control cycle based on the set control power; and forming a decision to increase the capacity of electricity consumers based on the speed of electricity consumers in each control cycle.

6. The method according to paragraph 4 or 5, wherein the step of controlling the operation of the vehicle under study based on the decision to regulate the charging power includes: reducing the power of the electric power sources of the target vehicle in the current control cycle based on the rate of power reduction for the electric power sources in each control cycle; or increasing the power of the electric power consumers of the subject vehicle in the current control cycle based on the rate of power increase for the electric power consumers in each control cycle; and repeating the stage of determining the maximum level of the battery charging current power and the actual charging current power of the vehicle battery of the vehicle under study during movement until the difference in values ​​does not exceed the established threshold value.

7. The method according to paragraph 6, where the step of increasing the power of the electric energy consumers of the vehicle under study in the current control cycle based on the rate of increase in the power of the electric energy consumers in each control cycle includes: an increase in the power of the air conditioning compressor, or the power of the interior heating, or the power of the heating or cooling of the vehicle battery, or the power of the low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle.

8. The method according to paragraph 7, where the step of increasing the power of the air conditioner compressor, or the power of the interior heating, or the power of the heating or cooling of the vehicle battery, or the power of the low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle includes: obtaining data on the current and set temperature inside the vehicle being studied; increasing the power of the air conditioning compressor of the vehicle under study in the current control cycle based on the rate of increase in the power of electrical energy consumers in each control cycle when the current temperature exceeds the set temperature; increasing the heating power of the interior of the vehicle under study in the current control cycle based on the rate of increase in the power of electricity consumers in each control cycle when the current temperature is below the set temperature; increasing the heating or cooling power of the vehicle battery of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle when the current temperature is equal to the set temperature, if the actual temperature of the vehicle battery does not correspond to the optimal operating temperature; and increasing the power of the low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of electrical energy consumers in each control cycle, if the actual temperature of the vehicle battery corresponds to the optimal operating temperature.

9. A device for controlling the charging power of a car battery, including: a first data collection module configured to determine the maximum power level of the battery charging current and the actual power of the charging current of the vehicle battery of the vehicle under study during movement; a first processing module configured to determine the level of risk of overcharging at a given charging power of the vehicle battery based on the difference in values ​​between the maximum power level of the battery charging current and the actual power of the charging current; a second processing module configured to determine a decision to adjust the charging power based on the level of risk of overcharging at a given charging power; and a third processing module configured to control the operation of the vehicle under study based on the charging power adjustment decision; where the difference intervals include a first current difference interval, a second current difference interval, and a third current difference interval; the maximum value of the first current difference interval is less than the minimum value of the second current difference interval; the maximum value of the second current difference interval is less than the minimum value of the third current difference interval; the second data processing block includes: a first processing unit configured to determine that the risk of overcharging at a given charging power of the vehicle under study is at a high level when the current difference interval is equal to the first difference interval; a second processing unit configured to determine that the level of risk of overcharging at a given charging power of the vehicle under study is low when the current difference interval is equal to the second current difference interval; and a third processing unit configured to determine that there is no risk of overcharging at a given charging power of the vehicle under study when the current difference interval is equal to the third current difference interval.

10. The device according to claim 9, wherein the first data processing module includes: a first data processing unit for determining a current difference interval related to the difference in values ​​between the maximum power level of the battery charging current and the actual power of the charging current based on a specified division of the ranges of the current difference intervals; and a second data processing unit configured to determine the level of risk of overcharging at a given charging power of the vehicle under study, corresponding to the current difference interval.

11. The device according to claim 9, wherein the second data processing unit includes: a third data processing unit configured to determine that the charging power adjustment decision is a means of reducing the power of the electrical energy sources when the risk of overcharging at a given charging power is at a high level; a fourth data processing unit configured to determine that the charging power adjustment decision is a means of increasing the power of electricity consumers when the risk of overcharging at a given charging power is at a low level; a fifth data processing unit configured to determine that the charging power adjustment decision is a means of maintaining the current operating state of the vehicle when there is no risk of overcharging at the given charging power.

12. The device according to claim 11, wherein the third data processing unit includes: a fourth auxiliary data processing unit configured to determine the set adjustment power based on the current value of the difference in values; a fifth auxiliary data processing unit configured to determine the rate of reduction of the power of the electric power sources in each control cycle based on the set control power; and a sixth auxiliary data processing unit configured to obtain a decision on reducing the power of the electric power sources based on the rate of reduction of the power of the electric power sources in each control cycle.

13. The device according to claim 11, wherein the fourth data processing unit includes: a seventh auxiliary data processing unit configured to determine the set adjustment power based on the current value of the difference in values; an eighth auxiliary data processing unit configured to determine the rate of increase of the power of the electric power consumers in each control cycle based on the set control power; and a ninth auxiliary data processing unit configured to obtain a decision on increasing the power of electric power consumers based on the rate of increase of the power of electric power consumers in each control cycle.

14. The device according to claim 12 or 13, wherein the third data processing unit includes: a sixth data processing unit for reducing the power of the electric power sources of the vehicle under study in the current control cycle based on the rate of power reduction for the electric power sources in each control cycle; or for increasing the power of the electric power sources of the vehicle under study in the current control cycle based on the rate of power increase for the electric power consumers in each control cycle; and a seventh data processing unit configured to cause the first data collection module to operate again until the difference in values ​​exceeds a set threshold.

15. The device according to claim 14, wherein the sixth data processing unit includes: a tenth auxiliary data processing unit for increasing the power of the air conditioner compressor, or the power of the interior heating, or the power of the heating or cooling of the vehicle battery, or the power of the low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle.

16. The device according to claim 15, wherein the tenth auxiliary data processing unit includes: a first auxiliary data collection module configured to determine the current temperature and the set temperature inside the vehicle being examined; a first auxiliary processing module configured to increase the power of the air conditioning compressor of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle when the current temperature exceeds the set temperature; a second auxiliary data processing module configured to increase the heating power of the interior of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle when the current temperature is below the set temperature; a third auxiliary data processing module for increasing the heating or cooling power of the vehicle battery of the vehicle under study in the current control cycle based on the rate of increase in the power of the electric power consumers in each control cycle when the current temperature is equal to the set temperature, if the actual temperature of the vehicle battery does not correspond to the optimal operating temperature; and a fourth auxiliary data processing module for increasing the power of the low-power electrical device of the vehicle under study in the current control cycle based on the rate of increase in the power of the electrical energy consumers in each control cycle, if the actual temperature of the vehicle battery corresponds to the optimal operating temperature.

17. A vehicle that includes: a memory unit and a processor, wherein a communicative link is established between the memory unit and the processor, computer instructions are stored in the memory, and the processor is configured to perform the method in accordance with any of paragraphs 1-8 by executing the computer instructions.

18. A tangible storage medium, wherein the tangible storage medium contains computer instructions and the computer instructions are configured to enable a computer to perform the method according to any one of paragraphs 1-8.

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