Vehicle-mounted battery charging power control method and device, vehicle and medium

Abstract

A vehicle-mounted battery charging power control method and device, a vehicle and a medium. The method comprises: obtaining a current battery charging power boundary and a current actual charging power of a vehicle-mounted battery during driving of a target vehicle; on the basis of the difference between the current battery charging power boundary and the current actual charging power, determining a charging power overcharge risk level of the vehicle-mounted battery; determining a charging power adjustment scheme on the basis of the charging power overcharge risk level; and performing operation control on the target vehicle on the basis of the charging power adjustment scheme. The method avoids the safety risk of overcharge fault of batteries, improves the vehicle driving stability, and improves the driving experience of a user.

Description

Vehicle-mounted battery charging power control method, device, vehicle and medium Technical Field

[0001] The present application relates to the technical field of vehicle-mounted battery charging, and in particular to a method, device, vehicle, and medium for controlling vehicle-mounted battery charging power. Background Art

[0002] When a vehicle equipped with a charging battery module is driven in a low-temperature environment or undergoes sudden acceleration or emergency braking, the charging power limit will be reduced, and overcharging may occur where the actual charging power continuously exceeds the charging power limit, causing the battery to report an overcharge fault, affecting the vehicle's driving stability and resulting in a poor driving experience for users.

[0003] Summary of the Invention

[0004] In view of this, the present application provides a method, device, vehicle and medium for controlling the charging power of an on-board battery to solve the problem in the related art that the on-board battery charging power of the vehicle is prone to continuous overcharging and overcharging fault alarm under operating conditions, affecting the user's driving experience.

[0005] In a first aspect, the present application provides a method for controlling charging power of a vehicle battery, the method comprising:

[0006] Obtain the current battery charging power boundary and current actual charging power of the target vehicle's onboard battery during driving;

[0007] Determining a charging power overcharge risk level of the vehicle battery based on a difference between the current battery charging power boundary and the current actual charging power;

[0008] Determining a charging power adjustment scheme based on the charging power overcharge risk level;

[0009] The target vehicle is controlled to operate based on the charging power adjustment scheme.

[0010] This application determines the charging power overcharge risk level of the vehicle battery by identifying the difference between the current battery charging power boundary of the vehicle battery and the current actual charging power, and determines the charging power adjustment plan to control the vehicle operation according to the corresponding risk level, so as to avoid the safety risk of the battery reporting overcharge failure due to continuous charging power overcharging of the vehicle battery, improve the stability of the vehicle driving, and enhance the user's driving experience.

[0011] In an optional implementation, determining the charging power overcharge risk level of the vehicle battery based on the difference between the current battery charging power boundary and the current actual charging power includes:

[0012] Determining, based on a preset division range of the difference interval, a current difference interval corresponding to a difference between the current battery charging power boundary and the current actual charging power;

[0013] Determine a target charging power overcharge risk level corresponding to the current difference interval.

[0014] This application divides the difference between the battery charging power boundary and the actual charging power into difference intervals and corresponding charging power overcharging risk levels, determines the target charging power overcharging risk level by the difference interval to which the current difference belongs, and achieves accurate differentiation of overcharging risks. It can also flexibly set the difference interval and risk level division method to meet the control requirements of different vehicles, improve the flexible control of vehicle-mounted battery charging power overcharging, and expand the scope of application.

[0015] In an optional implementation, the difference interval includes: a first difference interval, a second difference interval, and a third difference interval;

[0016] The maximum value of the first difference interval is smaller than the minimum value of the second difference interval;

[0017] The maximum value of the second difference interval is smaller than the minimum value of the third difference interval;

[0018] The determining of the target charging power overcharge risk level corresponding to the current difference interval includes:

[0019] When the current difference interval is the first difference interval, determining that the target charging power overcharge risk level is high risk;

[0020] When the current difference interval is the second difference interval, determining that the target charging power overcharge risk level is low risk;

[0021] When the current difference interval is the third difference interval, the target charging power overcharge risk level is determined to be no risk.

[0022] This application divides the difference interval into three levels and corresponds the target charging power overcharging risk level to high risk, low risk and no risk, which not only meets the vehicle's basic control requirements for on-board battery charging, but also reduces the control complexity and improves the practicality of on-board battery charging power control.

[0023] In an optional implementation, determining a charging power adjustment scheme based on the charging power overcharge risk level includes:

[0024] When the charging power overcharge risk level is high, determining the charging power adjustment solution to be a solution of reducing the power of the power generation end;

[0025] When the charging power overcharge risk level is low risk, determining the charging power adjustment solution to be a solution of increasing the power at the power consumption end;

[0026] When the charging power overcharging risk level is no risk, the charging power adjustment scheme is determined to be a scheme for maintaining the current operating state of the vehicle.

[0027] This application uses a solution to reduce the power of the power generation end when the risk is high, which can quickly reduce the actual charging power of the battery to a safe threshold range, avoiding the occurrence of battery overcharge failure, with fast response speed and high control efficiency; and uses a solution to increase the power of the power consumption end when the risk is low, to meet the economic needs of the vehicle while ensuring the safety of battery operation, reasonably utilize the excess charging power at the charging end, avoid energy waste, improve the economy of the entire vehicle, and further enhance the user's driving experience; when there is no risk, use a solution to maintain the current operating status of the vehicle, which can simplify the vehicle control process and improve control efficiency.

[0028] In an optional embodiment, determining the charging power adjustment scheme as a scheme of reducing power at the generating end includes:

[0029] determining a target adjustment power based on the current difference;

[0030] Based on the target regulated power, determining the reduced power at the power generating end in each control cycle;

[0031] A power reduction scheme for the power generating end is obtained based on the power reduction of the power generating end in each control cycle.

[0032] This application determines the adjustment power by utilizing the difference between the battery charging power boundary and the actual charging power, and adjusts the power reduction according to the control cycle, thereby achieving fine-grained adjustment of the power reduction at the power generation end, realizing precise control of the charging power of the vehicle battery, reducing the safety hazard of overcharging alarm, and further improving the safety of battery charging during vehicle driving.

[0033] In an optional implementation, determining the charging power adjustment scheme as a scheme of increasing the power at the power consumption end includes:

[0034] determining a target adjustment power based on the current difference;

[0035] Based on the target regulated power, determining the increased power of the power consumption end in each control cycle;

[0036] A power increase scheme for the power consumption end is obtained based on the increased power of the power consumption end in each control cycle.

[0037] This application determines the adjustment power by utilizing the difference between the battery charging power boundary and the actual charging power, and adjusts the increased power according to the control cycle, thereby achieving fine-grained adjustment of the increased power at the power consumption end, realizing precise control of the on-board battery charging power, and further improving the economy of the entire vehicle.

[0038] In an optional implementation, the controlling the operation of the target vehicle based on the charging power adjustment scheme includes:

[0039] Reducing the power of the target vehicle's power generating end in the current control cycle based on the decreased power of the power generating end in each control cycle, or increasing the power of the target vehicle's power consuming end in the current control cycle based on the increased power of the power consuming end in each control cycle;

[0040] The step of obtaining the current battery charging power boundary and the current actual charging power of the onboard battery of the target vehicle during driving is re-executed until the difference is greater than a preset threshold.

[0041] This application controls the operation of the vehicle by reducing the power at the power generation end or increasing the power at the power consumption end in each control cycle, and then re-acquires the battery charging power boundary and actual charging power, and cyclically controls the operation of the vehicle, thereby further improving the accuracy of the vehicle operation control. While avoiding the overcharge alarm problem of the vehicle battery, the economy of the vehicle can be maximized.

[0042] In an optional embodiment, the increasing the power of the power end of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle includes:

[0043] Based on the increased power of the power end in each control cycle, the air-conditioning compressor power, heating power, vehicle battery heating or cooling power, or vehicle low-power electrical equipment power of the target vehicle in the current control cycle is increased.

[0044] This application utilizes the excess power generated at the power generation end for different flexibly usable electrical equipment at the power consumption end of the vehicle, thereby making full use of the motor's recovered power generation, further avoiding energy waste, and improving the user's driving experience during driving.

[0045] In an optional embodiment, the increasing the air conditioning compressor power, or heating power, or vehicle battery heating or cooling power, or vehicle low-power electrical equipment power of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle includes:

[0046] Obtaining the current temperature and target temperature inside the target vehicle;

[0047] When the current temperature is greater than the target temperature, increasing the air-conditioning compressor power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle;

[0048] When the current temperature is lower than the target temperature, increasing the heating power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle;

[0049] When the current temperature is equal to the target temperature, if the actual temperature of the vehicle battery is inconsistent with the optimal operating temperature, increasing the heating or cooling power of the vehicle battery of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle;

[0050] If the actual temperature of the on-board battery is consistent with the optimal operating temperature, the power of the on-board low-power electrical equipment of the target vehicle in the current control cycle is increased based on the increased power of the power end in each control cycle.

[0051] This application allocates the power consumption of the vehicle's power end by setting the priority order of each power-consuming object based on the user experience, giving priority to meeting the user's requirements for the driving environment temperature, then improving the battery's working performance, and finally being used by other low-power power-consuming devices on board, further improving the user experience.

[0052] In a second aspect, the present application provides a vehicle-mounted battery charging power control device, the device comprising:

[0053] The first acquisition module is used to obtain the current battery charging power boundary and the current actual charging power of the vehicle-mounted battery of the target vehicle during driving;

[0054] a first processing module, configured to determine a charging power overcharge risk level of the vehicle battery based on a difference between the current battery charging power boundary and the current actual charging power;

[0055] a second processing module, configured to determine a charging power adjustment scheme based on the charging power overcharge risk level;

[0056] A third processing module is used to control the operation of the target vehicle based on the charging power adjustment scheme.

[0057] In an optional embodiment, the first processing module includes:

[0058] a first processing unit, configured to determine, based on a preset division range of the difference interval, a current difference interval corresponding to a difference between the current battery charging power boundary and the current actual charging power;

[0059] The second processing unit is configured to determine a target charging power overcharging risk level corresponding to the current difference interval.

[0060] In an optional implementation, the difference interval includes: a first difference interval, a second difference interval, and a third difference interval;

[0061] The maximum value of the first difference interval is smaller than the minimum value of the second difference interval;

[0062] The maximum value of the second difference interval is smaller than the minimum value of the third difference interval;

[0063] The second processing unit includes:

[0064] a first processing subunit, configured to determine, when the current difference interval is the first difference interval, that the target charging power overcharge risk level is a high risk;

[0065] a second processing subunit, configured to determine, when the current difference interval is a second difference interval, that the target charging power overcharge risk level is a low risk;

[0066] The third processing subunit is configured to determine that the target charging power overcharge risk level is no risk when the current difference interval is a third difference interval.

[0067] In an optional embodiment, the second processing module includes:

[0068] a third processing unit, configured to determine, when the charging power overcharge risk level is high, that the charging power adjustment scheme is a scheme of reducing the power of the power generation end;

[0069] a fourth processing unit, configured to determine, when the charging power overcharge risk level is low risk, that the charging power adjustment scheme is to increase the power of the power consumption end;

[0070] The fifth processing unit is configured to determine, when the charging power overcharging risk level is no risk, that the charging power adjustment scheme is a scheme for maintaining the current operating state of the vehicle.

[0071] In an optional implementation, the third processing unit includes:

[0072] a fourth processing subunit, configured to determine a target adjustment power based on the current difference;

[0073] a fifth processing subunit, configured to determine a power reduction at the power generating end in each control cycle based on the target power regulation;

[0074] The sixth processing subunit is configured to obtain a power reduction scheme for the power generating end based on the power reduction of the power generating end in each control period.

[0075] In an optional implementation, the fourth processing unit includes:

[0076] a seventh processing subunit, configured to determine a target adjustment power based on the current difference;

[0077] an eighth processing subunit, configured to determine an increase in power at the power-consuming end in each control period based on the target adjustment power;

[0078] The ninth processing subunit is configured to obtain a power increase scheme for the power consumption end based on the increased power of the power consumption end in each control period.

[0079] In an optional embodiment, the third processing module includes:

[0080] a sixth processing unit, configured to reduce the power of the target vehicle at the power generating end in the current control cycle based on the power reduction of the power generating end in each control cycle, or to increase the power of the target vehicle at the power consuming end in the current control cycle based on the power increase of the power consuming end in each control cycle;

[0081] The seventh processing unit is used to re-call the first acquisition module to run until the difference is greater than a preset threshold.

[0082] In an optional implementation, the sixth processing unit includes:

[0083] The tenth processing subunit is used to increase the air-conditioning compressor power, heating power, vehicle-mounted battery heating or cooling power, or vehicle-mounted low-power electrical equipment power of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle.

[0084] In an optional implementation, the tenth processing subunit includes:

[0085] A first acquisition submodule is used to acquire the current temperature and target temperature inside the target vehicle;

[0086] a first processing submodule, configured to increase the air-conditioning compressor power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle when the current temperature is greater than the target temperature;

[0087] a second processing submodule, configured to increase the heating power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle when the current temperature is lower than the target temperature;

[0088] a third processing submodule, configured to, when the current temperature is equal to the target temperature, increase the heating or cooling power of the onboard battery of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle if the actual temperature of the onboard battery is inconsistent with the optimal operating temperature;

[0089] The fourth processing submodule is used to increase the power of the on-board low-power electrical equipment of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle if the actual temperature of the on-board battery is consistent with the optimal operating temperature.

[0090] In a third aspect, the present application provides a vehicle comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the method provided in the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0091] In a fourth aspect, the present application provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the method provided in the first aspect or any corresponding embodiment thereof.

[0092] Beneficial effects of this application:

[0093] The technical solution provided in this application determines the risk level of overcharging of the vehicle battery by identifying the difference between the current battery charging power boundary and the current actual charging power of the vehicle battery, and determines the charging power adjustment scheme according to the corresponding risk level to control the operation of the vehicle, so as to avoid the safety risk of battery overcharging failure caused by continuous overcharging of the vehicle battery, improve the stability of vehicle driving, and enhance the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0094] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0095] FIG1 is a flow chart of a method for controlling charging power of a vehicle battery according to an embodiment of the present application;

[0096] FIG2 is a flow chart of another method for controlling charging power of a vehicle battery according to an embodiment of the present application;

[0097] FIG3 is a schematic diagram of a specific control process of the vehicle battery charging power according to an embodiment of the present application;

[0098] FIG4 is a structural block diagram of a vehicle-mounted battery charging power control device according to an embodiment of the present application;

[0099] FIG5 is a schematic structural diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0100] To make the purpose, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0101] When a vehicle equipped with a charging battery module is driven in a low-temperature environment or undergoes sudden acceleration or emergency braking, the charging power limit will be reduced, and overcharging may occur where the actual charging power continuously exceeds the charging power limit, causing the battery to report an overcharge fault, affecting the vehicle's driving stability and providing a poor driving experience for users.

[0102] For example, in a vehicle driving condition, assuming that the current charging power limit of the vehicle's on-board battery is 50kw, if the vehicle is in a rapid acceleration state, the engine runs at high power, and the operating power is 50kw; at this time, emergency braking can recover the original power of 80kw, and the calculated braking power is 50kw due to the charging power limit. Before the torque drops, the engine still outputs power such as 10KW, resulting in the actual charging power of the vehicle battery being 50+10=60kw, which will exceed the battery's allowable charging power limit. If this overcharging situation continues for a certain period of time, such as 2s, the battery will automatically alarm.

[0103] In another vehicle driving condition, assume the vehicle is in an extremely low temperature environment, the onboard battery's charging power limit is 0, and the current battery charge is 20%. At this time, the vehicle's air conditioning signal power is 10kW, so the generator outputs 10kW. However, because the air conditioning power is only 5kW, the actual battery charging power is 10-5 = 5kW, exceeding the battery's allowable charging power limit. Similarly, if this overcharge condition persists for a certain period of time, such as 2 seconds, it will cause the battery to automatically alarm. This shows that the charging power limit of the onboard battery varies greatly under different driving conditions, and the charging power limit is unrelated to the battery charge level. Even if the battery's current charge is low, the onboard battery charging power problem can still occur.

[0104] Furthermore, if the actual charging power of the vehicle battery exceeds the charging power limit, there are risks of further limiting the charging power limit, causing the vehicle to lose power, and damaging internal components such as the battery relay, depending on the amount of power exceeded. Furthermore, this can lead to drivability issues, such as a sudden decrease in the regenerative braking limit and a change in braking force. For example, further limiting the charging power limit can lead to wasted power and an inability to maintain battery charge.

[0105] While there are control schemes for preventing vehicle battery overcharging in related technologies, these schemes are primarily designed to prevent overcharging when a charging pile is directly charging the vehicle's power battery, and do not consider battery charging issues while the vehicle is in use. The charging power boundaries and real-time charging power limiting methods used when a vehicle is in use differ significantly from those used in charging pile mode, making it difficult to apply control schemes for preventing vehicle battery overcharging in charging pile mode to vehicle use.

[0106] To address the aforementioned issue of controlling battery charging power during vehicle use, traditional open-loop control logic primarily simulates and calculates the battery's simulated charging power by monitoring various onboard electrical appliances, such as the generator power, drive motor power, air conditioning compressor power, and PTC heater power and losses. This control method then reversely limits the power applied to the generator by comparing the difference between the simulated charging power and the battery's charging power limit, thereby preventing battery overcharging. This control method cannot address the problem of battery overcharging caused by a large deviation between the reported power of each appliance and its actual power.

[0107] To this end, the present application provides a vehicle-mounted battery charging power control solution, which is applied to vehicles equipped with a battery module with a charging function. The vehicle can be either a pure electric vehicle or a hybrid vehicle, as long as the vehicle is equipped with a battery module with a charging function. By real-time monitoring of the difference between the actual battery charging power and the fault charging power, i.e., the battery charging power boundary, the power at the power generation end is reduced or the power at the power consumption end is increased in advance, thereby reducing the risk of battery charging power overcharging. This solves the problem of the vehicle battery reporting a fault and being unable to drive due to inaccurate charging power control by the electronic control system during engine start-up and coasting recovery conditions when the charging power boundary of the vehicle battery is low under operating conditions such as rapid acceleration and low temperature, thereby ensuring the stability of the vehicle.

[0108] According to an embodiment of the present application, an embodiment of a vehicle-mounted battery charging power control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0109] In this embodiment, a method for controlling the charging power of an on-board battery is provided. The method is applied to a vehicle equipped with a battery module having a charging function, i.e., an on-board battery. Specifically, the method can be applied to a vehicle controller of the vehicle, such as a single-chip microcomputer or a microprocessor. FIG1 is a flow chart of the method for controlling the charging power of an on-board battery according to an embodiment of the present application. As shown in FIG1 , the flow chart includes the following steps:

[0110] Step S101 , obtaining the current battery charging power boundary and the current actual charging power of the vehicle-mounted battery of the target vehicle during driving.

[0111] The vehicle battery's current charging power limit is reported directly to the vehicle controller by the vehicle battery. This limit refers to the charging power value corresponding to the vehicle battery overcharge alarm. The overcharge alarm charging power value varies under different operating conditions. The actual current charging power can be calculated by monitoring the vehicle battery's charging voltage and current.

[0112] Step S102 : determining the charging power overcharge risk level of the vehicle battery based on the difference between the current battery charging power boundary and the current actual charging power.

[0113] Specifically, because the actual charging power of a vehicle may exceed the battery charging power limit during actual driving conditions, the difference between the current battery charging power limit and the current actual charging power mentioned in the embodiments of this application may be positive or negative. If the difference is negative, it indicates that there is a risk of overcharging the vehicle battery, and the smaller the negative number, the greater the overcharging risk. Therefore, the above difference can be used to reflect the charging power overcharging risk of the vehicle battery and then determine the corresponding risk level.

[0114] Step S103: determining a charging power adjustment scheme based on the charging power overcharge risk level.

[0115] Specifically, since the charging power adjustment requirements corresponding to different charging power overcharging risk levels are different during vehicle driving, if the risk is too high, the actual charging power needs to be reduced immediately to avoid the vehicle battery overcharging alarm. If the risk is low, it is necessary to avoid the risk from continuing to increase, and at the same time, minimize the waste of generated power, etc., so that the corresponding charging power adjustment plan can be determined according to different risk levels.

[0116] Step S104: Control the operation of the target vehicle based on the charging power adjustment scheme.

[0117] Specifically, the vehicle controller controls the operation of the vehicle according to the charging power adjustment scheme to achieve adaptive adjustment of the charging power.

[0118] The vehicle battery charging power control method provided in the embodiment of the present application determines the charging power overcharging risk level of the vehicle battery by identifying the difference between the current battery charging power boundary of the vehicle battery and the current actual charging power, and determines the charging power adjustment scheme according to the corresponding risk level to control the operation of the vehicle, so as to avoid the safety risk of the vehicle battery reporting an overcharging fault due to continuous charging power overcharging of the vehicle battery, improve the stability of the vehicle driving, and enhance the user's driving experience.

[0119] This embodiment also provides a method for controlling the charging power of an on-board battery, which is applied to a vehicle equipped with a charging battery module, i.e., an on-board battery. Specifically, it can be applied to a vehicle controller of the vehicle, such as a single-chip microcomputer or a microprocessor. FIG2 is a flow chart of the method for controlling the charging power of an on-board battery according to an embodiment of the present application. As shown in FIG2 , the process includes the following steps:

[0120] Step S201: Obtain the current battery charging power limit and current actual charging power of the vehicle's onboard battery during driving. For details, see the description of step S101 shown in FIG1 , which will not be repeated here.

[0121] Step S202 : determining the charging power overcharge risk level of the vehicle battery based on the difference between the current battery charging power boundary and the current actual charging power.

[0122] Specifically, the above step S202 includes:

[0123] Step S2021: Determine a current difference interval corresponding to the difference between the current battery charging power boundary and the current actual charging power based on the preset division range of the difference interval.

[0124] Exemplarily, the difference intervals include: a first difference interval, a second difference interval, and a third difference interval; the maximum value of the first difference interval is less than the minimum value of the second difference interval; and the maximum value of the second difference interval is less than the minimum value of the third difference interval. Assuming that the maximum value of the first difference interval is A, the maximum value of the second difference interval is B, and the minimum value of the third difference interval is C, then A<B<C.

[0125] Optionally, the above step S2021 includes:

[0126] Step a1: When the current difference interval is the first difference interval, determine that the target charging power overcharge risk level is high risk.

[0127] Step a2: When the current difference interval is the second difference interval, determine that the target charging power overcharge risk level is low risk.

[0128] Step a3: When the current difference interval is the third difference interval, determine the target charging power overcharge risk level as no risk.

[0129] The embodiment of the present application divides the difference interval into three levels and corresponds the target charging power overcharging risk level to high risk, low risk and no risk, which not only meets the vehicle's basic control requirements for charging the on-board battery, but also reduces the control complexity and improves the practicality of the on-board battery charging power control.

[0130] Step S2022: Determine the target charging power overcharge risk level corresponding to the current difference interval.

[0131] For example, if the current difference is ≤ A, the target charging power overcharge risk level is determined to be high risk; if A < current difference ≤ B, the target charging power overcharge risk level is determined to be low risk; and if the current difference is ≥ C, the target charging power overcharge risk level is determined to be low risk. It should be noted that in actual applications, the number of difference intervals and the corresponding number of risk levels can be flexibly set based on the vehicle's control accuracy requirements for on-board charging power and actual operating conditions. For example, the risk level can be set to high risk, medium risk, low risk, or no risk, etc., but this application is not limited to this.

[0132] The embodiment of the present application divides the difference between the battery charging power boundary and the actual charging power into difference intervals and corresponding charging power overcharging risk levels, determines the target charging power overcharging risk level according to the difference interval to which the current difference belongs, thereby achieving accurate differentiation of overcharging risks, and can flexibly set the difference interval and risk level division method to meet the control requirements of different vehicles, improve the flexible control of vehicle-mounted battery charging power overcharging, and expand the scope of application.

[0133] Step S203: determining a charging power adjustment scheme based on the charging power overcharge risk level.

[0134] Specifically, the above step S203 includes:

[0135] Step S2031: When the charging power overcharge risk level is high risk, determining the charging power adjustment solution to be a solution of reducing the power of the power generation end.

[0136] Specifically, the above step S2031 includes:

[0137] Step b1: determining the target adjustment power based on the current difference.

[0138] Specifically, when the current difference is less than zero, it means that the actual charging power of the vehicle battery exceeds the power boundary and the charging power needs to be adjusted. Therefore, the target adjustment power can be determined based on the current difference. For example, the absolute value of the current difference can be used as the target adjustment power to ensure that the actual charging power does not exceed the power boundary after adjustment. In addition, in actual applications, in order to further reduce the risk of overcharging, a certain power adjustment margin can be considered based on the current difference to obtain the target adjustment power. For example, assuming that the current difference is -10kw and the set power adjustment margin is 3kw, the final target adjustment power is 10+3=13kw. This is just an example and the present application is not limited to this.

[0139] Step b2: Based on the target regulated power, determine the reduced power at the power generating end in each control cycle.

[0140] Among them, the control cycle is the communication cycle of the vehicle controller. The vehicle controller sends control instructions to various components of the vehicle according to the communication cycle. Exemplarily, the control cycle is 10ms, 20ms, etc., but this application is not limited to this.

[0141] Specifically, the maximum number of adjustment cycles can be determined based on the overcharge duration condition for the vehicle battery to issue an overcharge fault alarm, and the target number of adjustment cycles can be determined within the maximum number of adjustment cycles. Then, the target number of adjustment cycles can be used to allocate the target adjustment power to obtain the reduced power at the power generation end in each control cycle.

[0142] For example, assuming the overcharge duration condition is 1s, that is, if the actual charging power of the vehicle battery exceeds the charging power limit for 1s, the vehicle battery will issue an overcharge alarm. If the vehicle controller's control cycle is 100ms, the maximum number of adjustment cycles is 10 control cycles. That is, the vehicle battery must ensure that the actual charging power does not exceed the charging power limit within 10 control cycles. The maximum target number of adjustment cycles is 10, and any integer between 1 and 10 can be selected as the target number of adjustment cycles. For example, if the target number of adjustment cycles is 5, the power reduction at the generator end per control cycle is 10 / 5 = 2kW. In actual applications, this target number of adjustment cycles can be flexibly set based on the control requirements and response speed requirements of the vehicle controller. A larger target number of adjustment cycles results in smoother vehicle operation. A smaller target number of adjustment cycles results in faster adjustment of the vehicle battery's charging power and a lower risk of overcharge alarms. This allows for flexible adjustment of the power reduction at the generator end per control cycle, enhancing the flexibility of overall vehicle control.

[0143] In addition, in actual applications, the power reduction of the power generating end in each control cycle can be determined according to the size of the target adjustment power. The larger the target adjustment power, the larger the power reduction of the power generating end set in the current control cycle, so as to achieve the purpose of quickly reducing the charging power of the vehicle battery. Conversely, the smaller the target adjustment power, the smaller the power reduction of the power generating end set in the current control cycle, so as to improve the stability of vehicle operation.

[0144] Step b3: obtaining a power reduction scheme for the power generating end based on the power reduction of the power generating end in each control cycle.

[0145] For example, the engine power can be reduced or the recovery power of the drive motor can be reduced based on the power reduction at the power generating end in each control cycle. The specific implementation methods of reducing the engine power and reducing the recovery power of the drive motor are existing technologies and will not be described in detail here.

[0146] The embodiment of the present application determines the adjustment power by utilizing the difference between the battery charging power boundary and the actual charging power, and adjusts the power reduction according to the control cycle, thereby achieving fine-grained adjustment of the power reduction at the power generation end, realizing precise control of the charging power of the vehicle battery, reducing the safety hazard of overcharging alarm, and further improving the safety of battery charging during vehicle driving.

[0147] Step S2032: When the charging power overcharge risk level is low risk, the charging power adjustment solution is determined to be a solution of increasing the power at the power consumption end.

[0148] Specifically, the above step S2032 includes:

[0149] Step c1: Determine the target adjustment power based on the current difference. For details, please refer to the relevant description of step b1 above, which will not be repeated here.

[0150] Step c2: determining the increased power of the power consumption terminal in each control cycle based on the target adjustment power.

[0151] Specifically, the specific implementation process of the above-mentioned step c2 can be similar to the implementation process of the above-mentioned step b2, and will not be repeated here. In addition, in actual applications, since the charging power overcharge risk level is low risk, the actual charging power of the vehicle battery is usually below the charging power boundary at this time, and the overcharge alarm risk is low. Under this working condition, the main purpose of determining the increased power at the power-consuming end in each control cycle is to prevent the actual charging power of the vehicle battery from continuing to rise. By increasing the increased power at the power-consuming end in each control cycle, the excess power generated at the power generating end is consumed, that is, the power demand of the vehicle during driving is met, energy waste is avoided, and the overcharge fault alarm problem of the vehicle battery is avoided, thereby improving the economy of the entire vehicle.

[0152] Step c3: obtaining a power increase scheme for the power consumption end based on the increased power of the power consumption end in each control cycle.

[0153] The embodiment of the present application determines the adjustment power by utilizing the difference between the battery charging power boundary and the actual charging power, and adjusts the increased power according to the control cycle, thereby achieving refined adjustment of the increased power at the power consumption end, realizing precise control of the on-board battery charging power, and further improving the economy of the entire vehicle.

[0154] Step S2033: When the charging power overcharge risk level is no risk, determining the charging power adjustment scheme to be a scheme for maintaining the current operating state of the vehicle.

[0155] Specifically, when the charging power overcharging risk level is no risk, the vehicle controller does not need to adjust the vehicle's operating status, and the vehicle can maintain the current operating status to charge the on-board battery, and there will be no problem of on-board battery overcharging alarm.

[0156] The embodiment of the present application uses a solution to reduce the power of the power generating end when the risk is high, so that the actual charging power of the battery can be quickly reduced to a safe threshold range, avoiding the occurrence of battery overcharge failure, with fast response speed and high control efficiency; and uses a solution to increase the power of the power consuming end when the risk is low, to meet the economic needs of the vehicle while ensuring the safety of battery operation, reasonably utilize the excess charging power at the charging end, avoid energy waste, improve the economy of the entire vehicle, and further enhance the user's driving experience; and uses a solution to maintain the current operating status of the vehicle when there is no risk, which can simplify the vehicle control process and improve control efficiency.

[0157] Step S204: Control the operation of the target vehicle based on the charging power adjustment solution.

[0158] Specifically, the above step S204 includes:

[0159] Step S2041: reduce the power of the target vehicle at the power generating end in the current control cycle based on the decreased power of the power generating end in each control cycle, or increase the power of the target vehicle at the power consuming end in the current control cycle based on the increased power of the power consuming end in each control cycle; re-execute the above step S201 until the difference is greater than the preset threshold.

[0160] Specifically, after the vehicle controller regulates the charging end or the power consumption end of the vehicle in each control cycle, it will re-execute the above step S201 to re-obtain the current battery charging power boundary and the current actual charging power of the vehicle battery, so as to avoid the problem that the battery charging power boundary and the current actual charging power change due to the influence of the environment or driving conditions during the vehicle driving, thereby affecting the control accuracy, further realizing the precise control of the vehicle battery charging power and improving the user experience.

[0161] The embodiment of the present application controls the operation of the vehicle by reducing the power at the power generation end or increasing the power at the power consumption end in each control cycle, and then re-acquires the battery charging power boundary and the actual charging power, and cyclically controls the operation of the vehicle, thereby further improving the accuracy of the vehicle operation control. While avoiding the overcharge alarm problem of the vehicle battery, the economy of the vehicle can be maximized.

[0162] Specifically, in step S2041, increasing the power of the target vehicle at the power end in the current control cycle based on the increased power of the power end in each control cycle includes:

[0163] Step d1 : based on the increased power of the power end in each control cycle, increase the air-conditioning compressor power, heating power, vehicle battery heating or cooling power, or vehicle low-power electrical equipment power of the target vehicle in the current control cycle.

[0164] The heating power may be the power of the PTC heating device installed on the vehicle, or the power of other heating equipment. The onboard low-power electrical equipment includes: ambient lights, onboard power supplies, etc.

[0165] The embodiment of the present application can fully utilize the motor's recovered power generation by utilizing the excess power generated at the power generation end for different flexibly usable power-consuming devices at the power consumption end of the vehicle, further avoid energy waste, and improve the user's driving experience during driving.

[0166] Exemplarily, the above step d1 includes:

[0167] Step e1, obtaining the current temperature and target temperature inside the target vehicle.

[0168] The 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, but this application is not limited to this.

[0169] Step e2: when the current temperature is greater than the target temperature, the air-conditioning compressor power of the target vehicle in the current control cycle is increased based on the increased power of the power terminal in each control cycle.

[0170] The temperature inside the vehicle is lowered by increasing the power of the air-conditioning compressor until the temperature inside the vehicle reaches the target temperature set by the user.

[0171] Step e3: When the current temperature is lower than the target temperature, the heating power of the target vehicle in the current control cycle is increased based on the increased power of the electricity end in each control cycle.

[0172] The temperature inside the car is increased by increasing the heating power until the temperature inside the car reaches the target temperature set by the user.

[0173] Step e4, when the current temperature is equal to the target temperature, if the actual temperature of the vehicle battery is inconsistent with the optimal operating temperature, increase the vehicle battery heating or cooling power of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle.

[0174] Specifically, when the temperature inside the vehicle reaches the appropriate temperature set by the user, there is no need to adjust the temperature inside the vehicle. The optimal operating temperature is the same as the target temperature mentioned above. It can be a specific temperature value or a temperature range. If the actual temperature of the vehicle battery is greater than the optimal operating temperature at this time, the battery temperature can be lowered by increasing the battery cooling power until the battery temperature reaches the optimal operating temperature, thereby improving the operating performance of the vehicle battery.

[0175] In step e5, if the actual temperature of the vehicle battery is consistent with the optimal operating temperature, the power of the low-power electrical equipment on the target vehicle in the current control cycle is increased based on the increased power of the electrical end in each control cycle.

[0176] Specifically, when the actual temperature of the vehicle battery is at its optimal operating temperature, the excess charging power at the charging end can be used to power other low-power electrical equipment in the vehicle, such as ambient lights, thereby improving the user experience while avoiding energy waste.

[0177] The embodiment of the present application allocates the power consumption of the vehicle power end by setting the priority order of each power-consuming object based on the user experience, giving priority to meeting the user's requirements for the driving environment temperature, then improving the battery's working performance, and finally being used by other low-power power-consuming devices on board, thereby further improving the user experience.

[0178] The specific implementation process of the vehicle battery charging power control method provided in the embodiment of the present application will be described in detail below with reference to specific application examples.

[0179] 3 , which is a schematic diagram of a specific control process of the vehicle battery charging power of the present application, as shown in FIG3 , the process includes a total of six steps, as follows:

[0180] In the first step, the system, i.e. the vehicle controller, determines whether the vehicle is in use and not in charging pile mode. Because the charging power boundary and real-time charging power limitation method when the vehicle is in charging pile mode are significantly different from those of the vehicle in use, it is necessary to first confirm the status to determine whether to start the vehicle battery charging power plan.

[0181] The second step is to calculate the charging power control target. Based on the current battery charging power boundary, actual battery charging power and other conditions, the charging power control target = battery charging power boundary - actual battery charging power.

[0182] The third step is to determine the overcharging risk level. Overcharging risks are divided into three levels: high risk, low risk, and no risk. The high-risk judgment condition can be set as charging power control target < set value A, that is, battery charging power boundary - actual charging power < set value A. At this time, the actual charging power has exceeded the battery charging power boundary. The low-risk judgment condition can be set as set value A ≤ charging power control target < set value B. At this time, the actual charging power is below the battery charging power boundary but close to the boundary. The no-risk judgment condition can be set as charging power control target ≥ set value C. At this time, the actual charging power is lower than the charging power boundary. Among them, A < B < C.

[0183] The fourth step is to reduce the power of the generator end based on safety. That is, when the third step is determined to be high risk, the actual charging power has exceeded the battery charging power limit. At this time, for safety reasons, it is necessary to quickly reduce the generator end, that is, the engine power or the recovery power of the drive motor. The charging power control target can be used as the X-axis. The power that needs to be reduced at the generator end in each control cycle can be found in the table. As shown in Table 1, taking the set value A as -5 kW as an example, if the battery charging power limit - the actual charging power = -10 kW, the generator end power is reduced by 10 kW per 1 second. When the battery charging power limit - the actual charging power = -5 kW, the generator end power is reduced by 5 kW per 1 second.

[0184] Table 1

[0185] After each control cycle is processed, the system will return to the second step to recalculate the charging power control target, and the third step to determine the overcharging risk level to recalculate the new power reduction slope at the power generation end, until the overcharging risk level in the third step is determined to be low risk or no risk.

[0186] The fifth step is to increase the power of the power-consuming end based on economy; that is, when the third step is judged to be low risk, the actual charging power is below the battery charging power boundary but close to the boundary. At this time, based on economic considerations, the non-drive motor power-consuming end, namely the air-conditioning compressor power, PTC heating power, battery heating and cooling power, and the power of low-power on-board electrical equipment, can be increased. In this way, the motor recovery power generation can be fully utilized under the coasting recovery condition. On the premise that part of it is charged into the battery, the surplus part is allocated to flexible electrical appliances. Here, based on the user experience perspective, the power of the power-consuming end appliances needs to be allocated and restricted. For example, when the target temperature in the car is lower than the actual temperature, the compressor power is increased and limited within a certain range; if the target temperature in the car is higher than the actual temperature, the PTC heating power is increased and limited within a certain range; if the target temperature in the car 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.

[0187] For example, the increased power at the power-consuming end can be based on the charging power control target as the X-axis, and the table can be looked up to find out the power that needs to be increased at the power generating end during each control cycle, as shown in Table 2. Taking the set value B as 0kw as an example, when the battery charging power boundary - actual charging power = -4kw, the power at the power-consuming end is increased by increasing by 4kw per 1S; when the battery charging power boundary - actual charging power = 0kw, the power at the power-consuming end is still increased by increasing by 2kw per 1S until the battery charging power boundary - actual charging power = 3kw, then no processing is performed. It should be noted that the values ​​and corresponding relationships between the charging power control targets and the power-consuming end power increase slopes in Tables 1 and 2 are for illustrative purposes only. The charging power control targets for different risk levels can be flexibly set, and this application is not limited to this.

[0188] Table 2

[0189] After processing each control cycle, go directly to step 6.

[0190] The sixth step is to determine whether the overcharging risk has been eliminated. The overcharging risk elimination determination condition can be set as the charging power control target ≥ the set value D, where D>C. For example, the set value D is 3kw, and the actual charging power is far below the charging power boundary. If the determination is yes, the process ends directly. If the determination is no, the process returns to the second step.

[0191] The embodiment of the present application identifies access conditions such as the vehicle status, battery charging power boundary, and actual charging power as the basis for determining whether the vehicle-mounted battery has an overcharging risk. According to the overcharging risk level, it determines whether to limit the power at the power generation end based on safety or to increase the power at the power consumption end based on economy, so that the actual charging power of the battery drops rapidly to within the safety threshold range and forms a closed-loop control; thereby avoiding the safety risk of the battery reporting an overcharging fault due to continuous overcharging of the battery in real time; this control scheme can not only meet the safety requirement that the actual charging power does not exceed the battery charging power boundary, but also ensure that the battery is charged or the entire vehicle electrical appliances are powered to the maximum extent based on economy under conditions such as coasting and braking charging, which can maximize the user's safety and economy needs.

[0192] In this embodiment, a vehicle-mounted battery charging power control device is also provided. The device is used to implement the above-mentioned embodiments and optional implementations. The details that have been described will not be repeated here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

[0193] This embodiment provides a vehicle-mounted battery charging power control device, as shown in FIG4 , which includes:

[0194] The first acquisition module 401 is used to obtain the current battery charging power boundary and the current actual charging power of the vehicle-mounted battery of the target vehicle during driving;

[0195] A first processing module 402 is configured to determine a charging power overcharge risk level of the vehicle battery based on a difference between a current battery charging power boundary and a current actual charging power;

[0196] The second processing module 403 is configured to determine a charging power adjustment scheme based on the charging power overcharge risk level;

[0197] The third processing module 404 is configured to control the operation of the target vehicle based on the charging power adjustment solution.

[0198] In some optional implementations, the first processing module 402 includes:

[0199] a first processing unit, configured to determine, based on a preset division range of the difference interval, a current difference interval corresponding to a difference between a current battery charging power boundary and a current actual charging power;

[0200] The second processing unit is used to determine the target charging power overcharging risk level corresponding to the current difference interval.

[0201] In some optional implementations, the difference interval includes: a first difference interval, a second difference interval, and a third difference interval;

[0202] The maximum value of the first difference interval is smaller than the minimum value of the second difference interval;

[0203] The maximum value of the second difference interval is smaller than the minimum value of the third difference interval;

[0204] The second processing unit includes:

[0205] a first processing subunit, configured to determine, when the current difference interval is the first difference interval, that the target charging power overcharge risk level is a high risk;

[0206] a second processing subunit, configured to determine that the target charging power overcharge risk level is low risk when the current difference interval is the second difference interval;

[0207] The third processing subunit is configured to determine that the target charging power overcharge risk level is no risk when the current difference interval is the third difference interval.

[0208] In some optional implementations, the second processing module 403 includes:

[0209] The third processing unit is configured to determine, when the charging power overcharge risk level is high, that the charging power adjustment scheme is to reduce the power of the power generation end;

[0210] A fourth processing unit is configured to determine, when the charging power overcharge risk level is low risk, that the charging power adjustment scheme is to increase the power of the power consumption end;

[0211] The fifth processing unit is configured to determine, when the charging power overcharging risk level is no risk, that the charging power adjustment scheme is a scheme for maintaining the current operating state of the vehicle.

[0212] In some optional implementations, the third processing unit includes:

[0213] a fourth processing subunit, configured to determine a target adjustment power based on the current difference;

[0214] a fifth processing subunit, configured to determine a power reduction at the power generating end in each control cycle based on the target adjustment power;

[0215] The sixth processing subunit is configured to obtain a power reduction scheme for the power generating end based on the power reduction of the power generating end in each control cycle.

[0216] In some optional implementations, the fourth processing unit includes:

[0217] a seventh processing subunit, configured to determine a target adjustment power based on the current difference;

[0218] an eighth processing subunit, configured to determine an increase in power at the power-consuming end in each control cycle based on the target adjustment power;

[0219] The ninth processing subunit is configured to obtain a power increase scheme for the power consumption end based on the increased power of the power consumption end in each control period.

[0220] In some optional implementations, the third processing module 404 includes:

[0221] a sixth processing unit, configured to reduce the power of the target vehicle at the power generating end in the current control cycle based on the power reduction at the power generating end in each control cycle, or to increase the power of the target vehicle at the power consuming end in the current control cycle based on the power increase at the power consuming end in each control cycle;

[0222] The seventh processing unit is configured to re-call the first acquisition module 401 to execute until the difference is greater than a preset threshold.

[0223] In some optional implementations, the sixth processing unit includes:

[0224] The tenth processing subunit is used to increase the air-conditioning compressor power, heating power, vehicle battery heating or cooling power, or vehicle low-power electrical equipment power of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle.

[0225] In some optional implementations, the tenth processing subunit includes:

[0226] A first acquisition submodule is used to obtain the current temperature and target temperature inside the target vehicle;

[0227] A first processing submodule is configured to increase the air conditioning compressor power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle when the current temperature is greater than the target temperature;

[0228] The second processing submodule is configured to increase the heating power of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle when the current temperature is lower than the target temperature;

[0229] a third processing submodule, configured to increase the heating or cooling power of the onboard battery of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle if the actual temperature of the onboard battery is inconsistent with the optimal operating temperature when the current temperature is equal to the target temperature;

[0230] The fourth processing submodule is configured to increase the power of the onboard low-power electrical equipment of the target vehicle in the current control cycle based on the increased power of the electrical end in each control cycle if the actual temperature of the onboard battery is consistent with the optimal operating temperature.

[0231] The data transmission device in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0232] The further functional description of each of the above modules and units is the same as that of the above corresponding method embodiments and will not be repeated here.

[0233] An embodiment of the present application also provides a vehicle having the vehicle-mounted battery charging power control device shown in FIG. 4 above.

[0234] Please refer to the figure, Figure 5 is a structural schematic diagram of a vehicle provided by an optional embodiment of the present application. As shown in Figure 5, the vehicle includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the computer device, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 5 takes a processor 10 as an example.

[0235] The processor 10 may be a central processing unit (CPU), a network processor (NPU), or a combination thereof. The processor 10 may also include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device (PLD) may be a complex programmable logic device (CPLD), a field programmable gate array (FPGA), a general purpose array logic (GAL), or any combination thereof.

[0236] The memory 20 stores instructions that can be executed by at least one processor 10, so as to enable at least one processor 10 to execute the method shown in the above embodiment.

[0237] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created based on the use of a computer device for displaying a small program landing page, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the computer 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 communication network, and a combination thereof.

[0238] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0239] The vehicle further includes a communication interface 30 for the electronic device to communicate with other devices or a communication network.

[0240] The embodiments of the present application also provide a computer-readable storage medium. The above-mentioned method according to the embodiment of the present application can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; optionally, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0241] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

Claims

1. A method for controlling the charging power of a vehicle battery, characterized in that: The method comprises: Obtain the current battery charging power boundary and current actual charging power of the target vehicle's onboard battery during driving; Determining a charging power overcharge risk level of the vehicle battery based on a difference between the current battery charging power boundary and the current actual charging power; Determining a charging power adjustment scheme based on the charging power overcharge risk level; The target vehicle is controlled to operate based on the charging power adjustment scheme.

2. The method according to claim 1, characterized in that The determining, based on the difference between the current battery charging power boundary and the current actual charging power, the charging power overcharge risk level of the vehicle battery includes: Determining, based on a preset division range of the difference interval, a current difference interval corresponding to a difference between the current battery charging power boundary and the current actual charging power; Determine a target charging power overcharge risk level corresponding to the current difference interval.

3. The method according to claim 2, characterized in that The difference intervals include: a first difference interval, a second difference interval and a third difference interval; The maximum value of the first difference interval is smaller than the minimum value of the second difference interval; The maximum value of the second difference interval is smaller than the minimum value of the third difference interval; The determining of the target charging power overcharge risk level corresponding to the current difference interval includes: When the current difference interval is the first difference interval, determining that the target charging power overcharge risk level is high risk; When the current difference interval is the second difference interval, determining that the target charging power overcharge risk level is low risk; When the current difference interval is the third difference interval, the target charging power overcharge risk level is determined to be no risk.

4. The method according to claim 3, characterized in that The determining of a charging power adjustment scheme based on the charging power overcharge risk level includes: When the charging power overcharge risk level is high, determining the charging power adjustment solution to be a solution of reducing the power of the power generation end; When the charging power overcharge risk level is low risk, determining the charging power adjustment solution to be a solution of increasing the power at the power consumption end; When the charging power overcharging risk level is no risk, the charging power adjustment scheme is determined to be a scheme for maintaining the current operating state of the vehicle.

5. The method according to claim 4, characterized in that The charging power adjustment scheme is determined to be a scheme for reducing power at the power generation end, including: determining a target adjustment power based on the current difference; Based on the target regulated power, determining the reduced power at the power generating end in each control cycle; A power reduction scheme for the power generating end is obtained based on the power reduction of the power generating end in each control cycle.

6. The method according to claim 4, characterized in that The charging power adjustment scheme is determined to be a scheme for increasing the power of the power consumption end, including: determining a target adjustment power based on the current difference; Based on the target regulated power, determining the increased power of the power consumption end in each control cycle; A power increase scheme for the power consumption end is obtained based on the increased power of the power consumption end in each control cycle.

7. The method according to claim 5 or 6, characterized in that The operating control of the target vehicle based on the charging power adjustment scheme includes: Reducing the power of the target vehicle's power generating end in the current control cycle based on the decreased power of the power generating end in each control cycle, or increasing the power of the target vehicle's power consuming end in the current control cycle based on the increased power of the power consuming end in each control cycle; The step of obtaining the current battery charging power boundary and the current actual charging power of the onboard battery of the target vehicle during driving is re-executed until the difference is greater than a preset threshold.

8. The method according to claim 7, characterized in that The increasing the power of the power end of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle includes: Based on the increased power of the power end in each control cycle, the air-conditioning compressor power, heating power, vehicle battery heating or cooling power, or vehicle low-power electrical equipment power of the target vehicle in the current control cycle is increased.

9. The method according to claim 8, characterized in that The method of increasing the air-conditioning compressor power, heating power, vehicle-mounted battery heating or cooling power, or vehicle-mounted low-power electrical equipment power of the target vehicle in the current control cycle based on the increased power of the power-consuming end in each control cycle includes: Obtaining the current temperature and target temperature inside the target vehicle; When the current temperature is greater than the target temperature, increasing the air-conditioning compressor power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle; When the current temperature is lower than the target temperature, increasing the heating power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle; When the current temperature is equal to the target temperature, if the actual temperature of the vehicle battery is inconsistent with the optimal operating temperature, increasing the heating or cooling power of the vehicle battery of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle; If the actual temperature of the on-board battery is consistent with the optimal operating temperature, the power of the on-board low-power electrical equipment of the target vehicle in the current control cycle is increased based on the increased power of the power end in each control cycle.

10. A vehicle-mounted battery charging power control device, characterized in that: The device comprises: The first acquisition module is used to obtain the current battery charging power boundary and the current actual charging power of the vehicle-mounted battery of the target vehicle during driving; a first processing module, configured to determine a charging power overcharge risk level of the vehicle battery based on a difference between the current battery charging power boundary and the current actual charging power; a second processing module, configured to determine a charging power adjustment scheme based on the charging power overcharge risk level; A third processing module is used to control the operation of the target vehicle based on the charging power adjustment scheme.

11. The device according to claim 10, characterized in that The first processing module includes: a first processing unit, configured to determine, based on a preset division range of the difference interval, a current difference interval corresponding to a difference between the current battery charging power boundary and the current actual charging power; The second processing unit is configured to determine a target charging power overcharging risk level corresponding to the current difference interval.

12. The device according to claim 11, characterized in that The difference intervals include: a first difference interval, a second difference interval and a third difference interval; The maximum value of the first difference interval is smaller than the minimum value of the second difference interval; The maximum value of the second difference interval is smaller than the minimum value of the third difference interval; The second processing unit includes: a first processing subunit, configured to determine, when the current difference interval is the first difference interval, that the target charging power overcharge risk level is a high risk; a second processing subunit, configured to determine, when the current difference interval is a second difference interval, that the target charging power overcharge risk level is a low risk; The third processing subunit is configured to determine that the target charging power overcharge risk level is no risk when the current difference interval is a third difference interval.

13. The device according to claim 12, characterized in that The second processing module includes: a third processing unit, configured to determine, when the charging power overcharge risk level is high, that the charging power adjustment scheme is a scheme of reducing the power of the power generation end; a fourth processing unit, configured to determine, when the charging power overcharge risk level is low risk, that the charging power adjustment scheme is to increase the power of the power consumption end; The fifth processing unit is configured to determine, when the charging power overcharging risk level is no risk, that the charging power adjustment scheme is a scheme for maintaining the current operating state of the vehicle.

14. The device according to claim 13, characterized in that The third processing unit includes: a fourth processing subunit, configured to determine a target adjustment power based on the current difference; a fifth processing subunit, configured to determine a power reduction at the power generating end in each control cycle based on the target power regulation; The sixth processing subunit is configured to obtain a power reduction scheme for the power generating end based on the power reduction of the power generating end in each control period.

15. The device according to claim 13, characterized in that The fourth processing unit includes: a seventh processing subunit, configured to determine a target adjustment power based on the current difference; an eighth processing subunit, configured to determine an increase in power at the power-consuming end in each control period based on the target adjustment power; The ninth processing subunit is configured to obtain a power increase scheme for the power consumption end based on the increased power of the power consumption end in each control period.

16. The device according to claim 14 or 15, characterized in that The third processing module includes: a sixth processing unit, configured to reduce the power of the target vehicle at the power generating end in the current control cycle based on the power reduction of the power generating end in each control cycle, or to increase the power of the target vehicle at the power consuming end in the current control cycle based on the power increase of the power consuming end in each control cycle; The seventh processing unit is used to re-call the first acquisition module to run until the difference is greater than a preset threshold.

17. The device according to claim 16, characterized in that The sixth processing unit includes: The tenth processing subunit is used to increase the air-conditioning compressor power, heating power, vehicle-mounted battery heating or cooling power, or vehicle-mounted low-power electrical equipment power of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle.

18. The device according to claim 17, characterized in that The tenth processing subunit includes: A first acquisition submodule is used to acquire the current temperature and target temperature inside the target vehicle; a first processing submodule, configured to increase the air-conditioning compressor power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle when the current temperature is greater than the target temperature; a second processing submodule, configured to increase the heating power of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle when the current temperature is lower than the target temperature; a third processing submodule, configured to, when the current temperature is equal to the target temperature, increase the heating or cooling power of the onboard battery of the target vehicle in the current control cycle based on the increased power of the power terminal in each control cycle if the actual temperature of the onboard battery is inconsistent with the optimal operating temperature; The fourth processing submodule is used to increase the power of the on-board low-power electrical equipment of the target vehicle in the current control cycle based on the increased power of the power end in each control cycle if the actual temperature of the on-board battery is consistent with the optimal operating temperature.

19. A vehicle, characterized in that: The vehicle comprises: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method according to any one of claims 1 to 9 by executing the computer instructions.

20. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the method according to any one of claims 1 to 9.

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