CN114954123A

CN114954123A - Vehicle charging power calculation method and device, vehicle and storage medium

Info

Publication number: CN114954123A
Application number: CN202110986821.7A
Authority: CN
Inventors: 张伟锟; 李亚丹; 宋海军; 鲁屹华; 赵士进; 张虎彪; 李雷; 耿俊庆
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2021-08-26
Filing date: 2021-08-26
Publication date: 2022-08-30

Abstract

The application provides a vehicle charging power calculation method and device, a vehicle and a storage medium. The method comprises the following steps: acquiring DCDC charging target power and BMS charging target power, and acquiring a target charging power initial value based on the sum of the DCDC charging target power and the BMS charging target power; acquiring BMS charging actual power, and acquiring a BMS charging power difference based on a difference value between BMS charging target power and BMS charging actual power; determining correction power of BMS charging power difference based on actual response power of BSG, and outputting target charging power compensation power by the power controller after adjusting parameters of the power controller based on the correction power; and obtaining the target charging power of the current period based on the sum of the target charging power initial value and the target charging power compensation power. According to the method and the device, a more accurate target charging power result can be obtained, and the electric balance of the whole vehicle can be improved.

Description

Vehicle charging power calculation method and device, vehicle and storage medium

Technical Field

The present disclosure relates to the field of vehicle control technologies, and in particular, to a method and an apparatus for calculating vehicle charging power, a vehicle, and a storage medium.

Background

With the increasingly obvious phenomenon of energy shortage, the new energy vehicle industry develops more and more quickly.

The hybrid power vehicle can be additionally provided with a hybrid system on the original traditional vehicle platform, namely a 48V micro hybrid vehicle, namely a 48V hybrid system is added on the basis of a 12V system, namely, a 48V lithium ion battery and a traditional 12V battery are simultaneously carried on the vehicle. The 12V power system is responsible for handling traditional loads such as lighting, ignition, entertainment and sound systems, etc., and the 48V battery is responsible for active chassis systems and regenerative braking systems, etc. The hybrid vehicle can realize functions of charging, accelerating power assistance, energy recovery, electric crawling and the like, saves more oil than a traditional vehicle, has low cost and greatly improves user experience. The hybrid vehicle adopts a BSG (belt drive Starter generator), namely a belt drive starting/generating integrated motor technology, wherein a motor is connected with an engine by a belt transmission mechanism at the front end of the engine to replace an original 12V generator of the vehicle. The 48V-BSG system belongs to a micro-hybrid system.

However, the inventor finds that the conventional vehicle lacks comprehensive consideration of 48V side or 12V side and engine performance due to the difference between the conventional vehicle and the common new energy vehicle, so that the charging power calculation result of the conventional vehicle is inaccurate, and even the charging power calculation strategy of the conventional vehicle cannot be used for the 48V-BSG light hybrid vehicle.

Disclosure of Invention

The application provides a method and a device for calculating vehicle charging power, a vehicle and a storage medium, which are used for solving the problems that the charging power calculation result in the prior art is not accurate and even the charging power calculation method in the prior art can not be adopted.

In a first aspect, the present application provides a method for calculating vehicle charging power, including:

acquiring Direct-Current-Direct-Current (DCDC) charging target Power and Battery energy Management System (BMS) charging target Power, and acquiring a target charging Power initial value based on the sum of the DCDC charging target Power and the BMS charging target Power;

acquiring BMS charging actual power, and acquiring a BMS charging power difference based on the difference between the BMS charging target power and the BMS charging actual power;

determining correction power of the BMS charging power difference based on actual response power of a BSG (battery management system), and outputting target charging power compensation power by a power controller after adjusting parameters of the power controller based on the correction power;

and obtaining the target charging power of the current period based on the sum of the target charging power initial value and the target charging power compensation power.

In one possible implementation, acquiring the BMS charging target power includes:

acquiring the State of Charge (SOC) of the BMS and the temperature of the BMS;

inquiring in a pre-stored first calibration chart according to the SOC of the BMS and the temperature of the BMS to obtain a corresponding BMS charging target power initial value; the first calibration chart comprises a corresponding relation between the SOC of the BMS, the temperature of the BMS and an initial value of the BMS charging target power;

determining a correction coefficient according to a running state of the vehicle or according to the running state of the vehicle, the SOC of the BMS, and the opening degree of an accelerator pedal, and taking a product of the correction coefficient and the initial value of the BMS charging target power as the BMS charging target power.

In one possible implementation, the determining a correction coefficient according to the operating state of the vehicle, the SOC of the BMS, and the accelerator pedal opening degree includes:

when the vehicle is in an idling state, inquiring a pre-stored second calibration chart according to the SOC of the BMS and the opening degree of an accelerator pedal to obtain a corresponding correction coefficient; and the second calibration chart comprises the corresponding relation between the SOC of the BMS, the opening degree of the accelerator pedal and a correction coefficient.

In one possible implementation, the determining a correction factor according to the operating state of the vehicle includes:

and when the vehicle is not in an idling state, determining the corresponding correction coefficient as a first preset value.

In one possible implementation, the determining the modified power of the BMS charging power difference based on the BSG actual response power includes:

acquiring the actual rotating speed of the BSG, the optimal BSG torque increasing in a single cycle and the optimal BSG torque decreasing in the single cycle;

taking the product of the actual rotating speed of the BSG and the optimal torque increment of the BSG in the single cycle as an activation compensation upper limit value;

taking the product of the actual rotating speed of the BSG and the optimal reduction torque of the BSG single period as an activation compensation lower limit value;

and determining the correction power of the BMS charging power difference according to the relation between the activation compensation upper limit value, the activation compensation lower limit value and the BMS charging power difference.

In one possible implementation manner, the determining the modified power of the BMS charging power difference according to the relationship between the activation compensation upper limit value, the activation compensation lower limit value, and the BMS charging power difference includes:

when the BMS charging power difference is smaller than or equal to the activation compensation upper limit value and larger than or equal to the activation compensation lower limit value, determining that the correction power is a second preset value;

when the BMS charging power difference is larger than the activation compensation upper limit value, taking the difference value between the BMS charging power difference and the activation compensation upper limit value as the correction power;

and when the BMS charging power difference is smaller than the activation compensation lower limit value, taking the difference value between the BMS charging power difference and the activation compensation lower limit value as the correction power.

In one possible implementation, obtaining the DCDC charging target power includes:

acquiring actual voltage of a DCDC high-voltage side and actual current of the DCDC high-voltage side;

according to the product of the actual voltage of the DCDC high-voltage side and the actual current of the DCDC high-voltage side, obtaining DCDC charging target power; or calculating the product of the actual voltage of the DCDC high-voltage side and the actual current of the DCDC high-voltage side, and performing low-pass filtering on the calculation result to obtain the DCDC charging target power.

In a second aspect, the present application provides a vehicle charging power calculation apparatus, comprising:

the acquisition module is used for acquiring DCDC charging target power and BMS charging target power;

a calculation module for obtaining a target charging power initial value based on a sum of the DCDC charging target power and the BMS charging target power;

the acquisition module is also used for acquiring the actual charging power of the BMS;

the calculating module is also used for obtaining a BMS charging power difference based on the difference value between the BMS charging target power and the BMS charging actual power;

the correction module is used for determining correction power of the BMS charging power difference based on the actual response power of the BSG, and outputting target charging power compensation power by the power controller after adjusting parameters of the power controller based on the correction power;

the calculation module is further configured to obtain the target charging power of the current period based on a sum of the target charging power initial value and the target charging power compensation power.

In a third aspect, the present application provides a vehicle comprising a controller, the controller comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the method for calculating vehicle charging power as described in the first aspect or any one of the possible implementations of the first aspect when executing the computer program.

In a fourth aspect, the present application provides a computer-readable storage medium, which stores a computer program, and the computer program, when executed by a processor, implements the steps of the method for calculating vehicle charging power according to the first aspect or any one of the possible implementations of the first aspect.

The embodiment of the application provides a vehicle charging power calculation method and device, a vehicle and a storage medium, wherein the DCDC charging target power capable of guaranteeing the requirement of a 12V battery is obtained, the BMS charging target power capable of guaranteeing the power consumption requirement of a 48V battery is obtained, a target charging power initial value is obtained, the charging target power is adjusted according to the actual charging power of the BMS, corrected power is obtained, and the target charging power initial value is corrected through the corrected power, so that the target charging power result is more accurate. And the control of the target charging power can form complete closed control, so that the actual charging power better meets the requirement of the target charging power, and the electric balance of the whole vehicle is improved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

Fig. 1 is an application scenario diagram of a method for calculating vehicle charging power according to an embodiment of the present application;

FIG. 2 is a schematic structural diagram of 48VBSG-P0 provided in the embodiments of the present application;

FIG. 3 is a flowchart illustrating an implementation of a method for calculating vehicle charging power according to another embodiment of the present application;

FIG. 4 is a schematic structural diagram of a vehicle charging power calculation device provided in an embodiment of the present application;

fig. 5 is a schematic diagram of a terminal provided in an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

To make the objects, technical solutions and advantages of the present application more clear, the following description is made by way of specific embodiments with reference to the accompanying drawings.

Fig. 1 is a flowchart illustrating an implementation of a method for calculating vehicle charging power according to an embodiment of the present disclosure, a vehicle type according to the present disclosure is 48VBSG-P0(BSG + conventional engine), and as shown in fig. 2, the 48VBSG-P0(BSG + conventional engine) mainly includes an engine, a transmission, a 48V power battery, a 12V battery, a BSG motor, and a DCDC converter, and a connection relationship thereof specifically refers to fig. 2.

The calculation method of the vehicle charging power is detailed as follows:

step 101, obtaining a DCDC charging target power and a BMS charging target power, and obtaining a target charging power initial value based on a sum of the DCDC charging target power and the BMS charging target power.

Optionally, the DCDC charging target power obtained in this step represents a real-time power consumption of a conventional load of the entire vehicle, and the DCDC charging target power includes a power consumption of a 12V low-voltage side and a power consumption of the DCDC itself; the product of the actual voltage and the actual current on the DCDC high-voltage side is used as the DCDC charging target power. Referring to fig. 3, an actual voltage of the DCDC high voltage side and an actual current of the DCDC high voltage side are obtained; according to the product of the actual voltage of the DCDC high-voltage side and the actual current of the DCDC high-voltage side, obtaining DCDC charging target power; or calculating the product of the actual voltage of the DCDC high-voltage side and the actual current of the DCDC high-voltage side, and performing low-pass filtering on the calculation result to obtain the DCDC charging target power.

The product of the actual voltage of the DCDC high-voltage side and the actual current of the DCDC high-voltage side is subjected to low-pass filtering, so that the interference of signal jump can be prevented, and the signal interference of the obtained DCDC charging target power is reduced.

Optionally, the BMS charging target power represents a power consumption amount at a 48V battery side of the entire vehicle. Acquiring the BMS charging target power may include: acquiring SOC of the BMS and temperature of the BMS; it should be noted that the parameters of the BMS in the present invention specifically refer to the parameters of a 48V battery; the SOC of the BMS specifically refers to the SOC of the 48V battery, and the temperature of the BMS specifically refers to the temperature of the 48V battery; the SOC of the 48V battery and the temperature of the 48V battery can be directly obtained from the BMS.

Then inquiring in a pre-stored first calibration chart according to the SOC of the BMS and the temperature of the BMS to obtain a corresponding initial value of the BMS charging target power; the first calibration chart comprises the SOC of the BMS, the temperature of the BMS, the corresponding relation between the initial value of the charging target power of the BMS and the battery characteristic requirement of the BMS.

In the present embodiment, the corresponding first calibration tables are calibrated for different driving modes, which may include a basic mode, a sport mode, a sand mode, and the like, respectively, and the basic power, i.e., the initial value of the BMS charging target power, is determined according to the different driving modes. The initial value of the BMS charging target power is determined based on the characteristics of the BMS and is calibrated according to data provided by the BMS.

Determining a correction coefficient according to a running state of the vehicle or according to the running state of the vehicle, the SOC of the BMS, and the opening degree of an accelerator pedal, and taking a product of the correction coefficient and the initial value of the BMS charging target power as the BMS charging target power. Whether the vehicle is idling is discriminated based on the conventional recognition of the user (e.g., the vehicle is charged faster as the accelerator is stepped on when the vehicle is at idling), and the correction coefficient of the initial value of the BMS charging target power may be further calculated based on the SOC and the accelerator pedal opening degree of the BMS when the vehicle is at idling.

Optionally, detecting whether the vehicle is in an idle state; when the vehicle is in an idling state, inquiring in a pre-stored second calibration chart according to the SOC of the BMS and the opening degree of an accelerator pedal to obtain a corresponding correction coefficient; the second calibration chart comprises the corresponding relation between the SOC and the accelerator pedal opening of the BMS and the correction coefficient; and taking the product of the correction coefficient and the initial value of the BMS charging target power as the BMS charging target power.

And when the vehicle is not in an idling state, determining the corresponding correction coefficient as a first preset value. Here, the first preset value may be 1, or may also be a value calibrated by other users, and a value of the first preset value is not limited in this embodiment.

It should be noted that, when acquiring the DCDC charging target power and the BMS charging target power, only the initial value of the BMS charging target power is corrected, and the DCDC charging target power is not corrected, because: the charging power of the DCDC represents the real-time power consumption of the whole vehicle, the power consumption must be guaranteed, and if the charging target power of the DCDC and the charging target power of the DCDC are corrected at the same time, the electric balance problem of the whole vehicle cannot be evaluated, so that the risk of overcharging is brought. Therefore, only the BMS charging target power is corrected, and both the electric balance and the customer's demand can be satisfied.

And 102, acquiring BMS charging actual power, and acquiring a BMS charging power difference based on the difference between the BMS charging target power and the BMS charging actual power.

The BMS charging actual power specifically refers to a charging actual power of the 48V battery. Optionally, referring to fig. 3, acquiring the actual charging power of the BMS may include: and acquiring the actual voltage and the actual current of the BMS, and taking the product of the actual voltage and the actual current of the BMS as the actual charging power of the BMS. The actual voltage and the actual current of the BMS may be obtained by measuring the voltage and the current of the current BMS.

The BMS charging target power is charging power obtained by correcting the BMS charging target power initial value calculated in step 101.

And 103, determining the correction power of the BMS charging power difference based on the actual response power of the BSG, and outputting target charging power compensation power by the power controller after adjusting parameters of the power controller based on the correction power.

The purpose of calculating the target charging power compensation power is to modify the target charging power (namely the request power) by combining the actual charging power, and implement closed-loop control on the control of the charging power, so that the actual charging power can better meet the requirement of the target charging power, thereby improving the guarantee of the electric balance of the whole vehicle and avoiding the problem of overcharge and overdischarge.

In this embodiment, a difference between the BMS charging target power and the BMS charging actual power (a product of the BMS actual voltage and the BMS actual current) is used as an input to obtain a BMS charging power difference, and a compensation definition logic is used to obtain a corrected power of the BMS charging power difference, and the corrected power of the BMS charging power difference is subjected to PI adjustment to obtain a target charging power compensation power.

Optionally, the actual response power of the BSG represents the response power obtained by the BSG motor according to the maximum variation torque and the actual rotation speed under the trigger of the activation signal. Referring to fig. 3, determining the correction power of the BMS charging power difference based on the actual response power of the BSG in this step may include: acquiring the actual rotating speed of the BSG, the optimal BSG torque increasing in a single cycle and the optimal BSG torque decreasing in the single cycle; taking the product of the actual rotating speed of the BSG and the optimal torque increase of the BSG in a single cycle as an activation compensation upper limit value; taking the product of the actual rotating speed of the BSG and the optimal reduction torque of the BSG in a single period as an activation compensation lower limit value; and determining the correction power of the BMS charging power difference according to the relation between the activation compensation upper limit value, the activation compensation lower limit value and the BMS charging power difference.

The BSG motor can adjust the torque and the rotating speed of the engine, the BSG single-cycle optimal torque is an activation signal given by the BSG, and the optimal increasing torque or the optimal decreasing torque of the BSG current cycle is determined according to the current torque variation trend. When the torque variation trend is from small to large, the optimal increasing torque of the current period of the BSG can be obtained, and when the torque variation trend is from large to small, the optimal decreasing torque of the current period of the BSG can be obtained.

Here, the compensation defining logic refers to a process of determining a correction power of the BMS charging power difference according to a relationship between the activation compensation upper limit value, the activation compensation lower limit value, and the BMS charging power difference, and may specifically include:

when the BMS charging power difference is smaller than or equal to the activation compensation upper limit value and larger than or equal to the activation compensation lower limit value, determining the correction power as a second preset value; namely, when the BMS charging power difference is between the activation compensation upper limit and the activation compensation lower limit, the BMS charging power difference can be compensated by automatic response in the next cycle BSG without additional consideration, and thus the modification power required by the BMS is 0; i.e. the second preset value may be set to 0. It should be noted that the calibration of the second preset value may be set according to actual requirements, and the value of the second preset value is not limited in this embodiment.

When the BMS charging power difference is larger than the activation compensation upper limit value, taking the difference value between the BMS charging power difference and the activation compensation upper limit value as correction power; and when the BMS charging power difference is smaller than the activation compensation lower limit value, taking the difference value between the BMS charging power difference and the activation compensation lower limit value as the correction power. When the BMS charging power difference is greater than the activation compensation upper limit or the BMS charging power difference is less than the activation compensation lower limit, the correction logic greatly reduces invalid compensation settings by adding a reduction unnecessary correction power, and thus the difference between the BMS charging power difference and the activation compensation upper/lower limit is set as the correction power.

The power controller may be a PI controller. Referring to fig. 3, after the correction power of the BMS is determined, the P/I coefficient of the PI controller is adjusted according to the magnitude of the correction power of the BMS charging power difference, so as to control the magnitude of the target charging power compensation power per cycle, and make the overall compensation linearity of the target charging power compensation power smoother.

It should be noted that the determination of the correction power of the BMS may be performed in each cycle, and the target charging power compensation power corresponding to each cycle is obtained through the adjustment of the PI regulator, so that the final target charging power is more accurate.

And 104, obtaining the target charging power of the current period based on the sum of the target charging power initial value and the target charging power compensation power.

According to the vehicle charging power calculation method, the DCDC charging target power can meet the requirement of the 12V battery, the BMS charging target power can meet the power consumption requirement of the 48V battery, the driving habits of users are considered, the performance requirements of the BSG, the BMS and the DCDC are integrated, the control of the target charging power forms complete closed control, the actual charging power can better meet the requirement of the target charging power, and the electric balance of the whole vehicle is improved. The initial value of the target charging power is corrected through the correction power, and invalid compensation is not introduced, so that the result of the target charging power is more accurate.

It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

The following are apparatus embodiments of the present application, and for details not described in detail therein, reference may be made to the corresponding method embodiments described above.

Fig. 4 shows a schematic structural diagram of a computing device for vehicle charging power provided in an embodiment of the present application, and for convenience of description, only parts related to the embodiment of the present application are shown, and detailed descriptions are as follows:

as shown in fig. 4, the vehicle charging power calculation device includes: an acquisition module 401, a calculation module 402 and a correction module 403.

An obtaining module 401, configured to obtain a DCDC charging target power and a BMS charging target power;

a calculating module 402, configured to obtain a target charging power initial value based on a sum of the DCDC charging target power and the BMS charging target power;

the obtaining module 401 is further configured to obtain actual charging power of the BMS;

the calculating module 402 is further configured to obtain a BMS charging power difference based on a difference between the BMS charging target power and the BMS charging actual power;

a correction module 403, configured to determine a correction power of the BMS charging power difference based on an actual response power of the BSG, and output a target charging power compensation power by the power controller after adjusting a parameter of the power controller based on the correction power;

the calculating module 402 is further configured to obtain the target charging power of the current period based on the sum of the target charging power initial value and the target charging power compensation power.

Optionally, when the obtaining module 401 obtains the BMS charging target power, it may be configured to:

acquiring SOC of the BMS and temperature of the BMS;

inquiring in a pre-stored first calibration chart according to the SOC of the BMS and the temperature of the BMS to obtain a corresponding initial value of the BMS charging target power; the first calibration chart comprises a corresponding relation between the SOC of the BMS, the temperature of the BMS and an initial value of charging target power of the BMS;

and the correction module 403 is further configured to determine a correction coefficient according to the operating state of the vehicle, or the operating state of the vehicle, the SOC of the BMS, and the accelerator pedal opening degree, and take the product of the correction coefficient and the initial value of the BMS charging target power as the BMS charging target power.

Alternatively, when the correction module 403 determines the correction coefficient according to the running state of the vehicle, the SOC of the BMS, and the accelerator pedal opening, it is configured to:

when the vehicle is in an idling state, inquiring in a pre-stored second calibration chart according to the SOC of the BMS and the opening degree of an accelerator pedal to obtain a corresponding correction coefficient; and the second calibration chart comprises the corresponding relation between the SOC and the accelerator pedal opening of the BMS and the correction coefficient.

Optionally, the correction module 403 is further configured to determine that the corresponding correction coefficient is the first preset value when the vehicle is not in the idle state.

Optionally, when the modification module 40 determines the modified power of the BMS charging power difference based on the actual response power of the BSG, it is configured to:

taking the product of the actual rotating speed of the BSG and the optimal torque increase of the BSG in a single cycle as an activation compensation upper limit value;

taking the product of the actual rotating speed of the BSG and the optimal reduction torque of the BSG in a single period as an activation compensation lower limit value;

Optionally, when determining the correction power of the BMS charging power difference according to the relationship between the activation compensation upper limit value, the activation compensation lower limit value, and the BMS charging power difference, the correction module 40 is configured to:

when the BMS charging power difference is smaller than or equal to the activation compensation upper limit value and larger than or equal to the activation compensation lower limit value, determining the correction power as a second preset value;

when the BMS charging power difference is larger than the activation compensation upper limit value, taking the difference value between the BMS charging power difference and the activation compensation upper limit value as correction power;

Optionally, the obtaining module 401 obtains the DCDC charging target power, and is configured to:

obtaining DCDC charging target power according to the product of the actual voltage of the DCDC high-voltage side and the actual current of the DCDC high-voltage side; or calculating the product of the actual voltage of the DCDC high-voltage side and the actual current of the DCDC high-voltage side, and performing low-pass filtering on the calculation result to obtain the DCDC charging target power.

According to the vehicle charging power calculation method, the DCDC charging target power acquired by the acquisition module can meet the requirement of the 12V battery, the BMS charging target power acquired by the acquisition module can meet the power consumption requirement of the 48V battery, the BSG, BMS and DCDC performance requirements are integrated in consideration of the driving habits of users, the control of the target charging power forms complete closed control, the actual charging power meets the requirement of the target charging power better, and the electric balance of the whole vehicle is improved. The initial value of the target charging power is corrected by the correction power through the correction module, and invalid compensation is not introduced, so that the result of the target charging power is more accurate.

The present application further provides a computer program product having a program code, which when executed in a corresponding processor, controller, computing device or terminal, performs the steps in any of the above-mentioned embodiments of the method for calculating vehicle charging power, such as steps 101 to 104 shown in fig. 1. Those skilled in the art will appreciate that the methods presented in the embodiments of the present application and the associated apparatus may be implemented in various forms of hardware, software, firmware, special purpose processors, or a combination thereof. The special-purpose processor may include an Application Specific Integrated Circuit (ASIC), a Reduced Instruction Set Computer (RISC), and/or a Field Programmable Gate Array (FPGA). The proposed method and apparatus are preferably implemented as a combination of hardware and software. The software is preferably installed as an application program on a program storage device. It is typically a machine based computer platform having hardware such as one or more Central Processing Units (CPU), a Random Access Memory (RAM), and one or more input/output (I/O) interfaces. An operating system is also typically installed on the computer platform. The various processes and functions described herein may either be part of an application program or part of it may be executed by an operating system.

The embodiment of the application provides a vehicle, and the vehicle comprises a controller provided by the embodiment of the application and shown in fig. 5. As shown in fig. 5, the controller 5 of this embodiment includes: a processor 50, a memory 51 and a computer program 52 stored in said memory 51 and executable on said processor 50. The processor 50, when executing the computer program 52, implements the steps in the above-described embodiments of the method for calculating vehicle charging power, such as the steps 101 to 104 shown in fig. 1. Alternatively, the processor 50, when executing the computer program 52, implements the functions of each module/unit in the above-mentioned device embodiments, for example, the functions of the modules/units 401 to 403 shown in fig. 4.

Illustratively, the computer program 52 may be divided into one or more modules/units, which are stored in the memory 51 and executed by the processor 50 to complete/implement the solution provided herein. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions, which are used to describe the execution of the computer program 52 in the controller 5. For example, the computer program 52 may be divided into modules/units 401 to 403 shown in fig. 4.

The controller 5 may include, but is not limited to, a processor 50, a memory 51. Those skilled in the art will appreciate that fig. 5 is merely an example of a controller 5 and does not constitute a limitation of the controller 5 and may include more or fewer components than shown, or combine certain components, or different components, e.g., the controller may also include an input output controller, a network access controller, a bus, etc.

The Processor 50 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 51 may be an internal storage unit of the controller 5, such as a hard disk or a memory of the controller 5. The memory 51 may also be an external memory controller of the controller 5, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like, provided on the controller 5. Further, the memory 51 may also include both an internal storage unit of the controller 5 and an external storage controller. The memory 51 is used for storing the computer programs and other programs and data required by the controller. The memory 51 may also be used to temporarily store data that has been output or is to be output.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.

In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.

Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus/controller and method may be implemented in other ways. For example, the above-described apparatus/controller embodiments are merely illustrative, and for example, the division of the modules or units is only one logical division, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated module/unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, all or part of the processes in the method according to the embodiments described above may be implemented by a computer program, which may be stored in a computer readable storage medium, and when the computer program is executed by a processor, the steps of the embodiments of the method for calculating vehicle charging power may be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer readable medium may contain other components which may be suitably increased or decreased as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media which may not include electrical carrier signals and telecommunications signals in accordance with legislation and patent practice.

Furthermore, features of the embodiments shown in the drawings of the present application or of the various embodiments mentioned in the present description are not necessarily to be understood as embodiments independent of each other. Rather, each feature described in one example of one embodiment can be combined with one or more other desired features from other embodiments to yield yet further embodiments, which are not described in text or with reference to the accompanying drawings.

The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the embodiments of the present application, and they should be construed as being included in the present application.

Claims

1. A method of calculating vehicle charging power, comprising:

acquiring DCDC charging target power and BMS charging target power, and acquiring a target charging power initial value based on the sum of the DCDC charging target power and the BMS charging target power;

determining correction power of the BMS charging power difference based on actual response power of a BSG, and outputting target charging power compensation power by the power controller after adjusting parameters of the power controller based on the correction power;

2. The method of calculating vehicle charging power according to claim 1, wherein acquiring a BMS charging target power includes:

acquiring SOC of the BMS and temperature of the BMS;

3. The method of calculating vehicle charging power according to claim 2, wherein the determining a correction factor according to the running state of the vehicle, the SOC of the BMS, and the accelerator pedal opening degree includes:

when the vehicle is in an idling state, inquiring a pre-stored second calibration chart according to the SOC of the BMS and the opening degree of an accelerator pedal to obtain a corresponding correction coefficient; the second calibration chart comprises the SOC of the BMS and the corresponding relation between the opening degree of the accelerator pedal and a correction coefficient.

4. The method for calculating vehicle charging power according to claim 2, wherein the determining a correction factor according to the running state of the vehicle includes:

5. The vehicle charging power calculation method according to any one of claims 1 to 4, wherein the determining the modified power of the BMS charging power difference based on the actual response power of the BSG includes:

taking the product of the actual rotating speed of the BSG and the optimal reduction torque of the BSG in one cycle as an activation compensation lower limit value;

6. The method for calculating vehicle charging power according to claim 5, wherein the determining a correction power for the BMS charging power difference based on the relation between the activation compensation upper limit value, the activation compensation lower limit value, and the BMS charging power difference includes:

and when the BMS charging power difference is smaller than the activation compensation lower limit value, taking the difference between the BMS charging power difference and the activation compensation lower limit value as the correction power.

7. The method of calculating vehicle charging power according to any one of claims 1 to 4, wherein obtaining the DCDC charging target power includes:

8. A vehicle charging power calculation apparatus, comprising:

the calculating module is further used for obtaining a BMS charging power difference based on the difference value between the BMS charging target power and the BMS charging actual power;

9. A vehicle comprising a controller including a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the method of calculating vehicle charging power as claimed in any one of claims 1 to 7 above when executing the computer program.

10. A computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of calculating vehicle charging power according to any one of claims 1 to 7 above.