WO2023093410A1 - 充电控制方法及装置、车辆、计算机可读存储介质 - Google Patents

充电控制方法及装置、车辆、计算机可读存储介质 Download PDF

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Publication number
WO2023093410A1
WO2023093410A1 PCT/CN2022/126946 CN2022126946W WO2023093410A1 WO 2023093410 A1 WO2023093410 A1 WO 2023093410A1 CN 2022126946 W CN2022126946 W CN 2022126946W WO 2023093410 A1 WO2023093410 A1 WO 2023093410A1
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Prior art keywords
charging
vehicle
power
preset
electric quantity
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PCT/CN2022/126946
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English (en)
French (fr)
Inventor
曾求勇
沈晓峰
邓林旺
刘苑红
尤洪钢
曹薰文
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比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to JP2024515848A priority Critical patent/JP2024537001A/ja
Priority to KR1020247010560A priority patent/KR20240049618A/ko
Priority to EP22897493.7A priority patent/EP4393751A1/en
Publication of WO2023093410A1 publication Critical patent/WO2023093410A1/zh
Priority to US18/623,023 priority patent/US20240246449A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H04L67/125—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks involving control of end-device applications over a network
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/2866—Architectures; Arrangements
    • H04L67/30—Profiles
    • H04L67/306—User profiles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
    • H04L2012/40215—Controller Area Network CAN
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present application relates to the technical field of vehicles, and in particular to a charging control method and device, a vehicle, and a computer-readable storage medium.
  • the existing scheduled charging method is to charge the battery of the whole vehicle according to the scheduled time set by the user.
  • the scheduled time is the valley time of power consumption.
  • the vehicle and the charging equipment are awakened and start charging.
  • the battery continues to charge until it is fully charged, and its SOC state at the end of charging is 100%.
  • this scheduled charging method realizes valley charging, it only considers the power load and cost of power grids in various places, and does not consider the power state of the battery and the actual vehicle demand of customers to determine whether the battery needs to be charged, nor does it When the battery needs to be charged, determine the charging cut-off SOC state of the battery, which will cause the battery to stay in the high state for too long and affect the battery life.
  • the present application provides a charging control method for a vehicle, a charging control device, a vehicle, and a computer-readable storage medium.
  • the estimated demanded power is determined according to the user's vehicle usage habit data, and by comparing the estimated demanded power Determine whether to charge according to the size of the current remaining power.
  • the vehicle can be kept in a high power state by avoiding the charge. By avoiding the high power state of the vehicle, the service life of the battery can be extended. Charging is required. Charge the vehicle in time.
  • the first aspect of the present application provides a charging control method for a vehicle with electric functions.
  • the charging control method includes the step of: reading the user's vehicle usage habit data within a preset time period, and the usage habit data is included in the preset Within the set duration, the charging time point of each charge of the vehicle and the mileage of each use of the vehicle; detect the current remaining power of the vehicle at the current moment; determine the estimated power demand of the vehicle according to the usage habit data ; and determining whether the vehicle needs to be charged according to the estimated electricity demand and the current remaining electricity.
  • the determining the estimated power demand of the vehicle according to the usage habit data includes:
  • the determining whether the vehicle needs to be charged according to the estimated power demand and the current remaining power comprises:
  • the charging control method further includes: controlling to charge the vehicle to a target electric quantity, wherein the target electric quantity is greater than or equal to the estimated required electric quantity.
  • controlling to charge the vehicle to a target electric quantity includes: when the estimated demanded electric quantity is greater than a first preset electric quantity, controlling to charge the vehicle to a target electric quantity equal to the estimated demanded electric quantity ; and when the estimated required power is less than or equal to the first preset power, controlling to charge the vehicle to a target power equal to the first preset power.
  • controlling to charge the vehicle to the target electric quantity includes: when the sum of the estimated demand electric quantity and the second preset electric quantity is greater than or equal to the first predetermined electric quantity, controlling to charge the vehicle charging to a target power equal to the sum of the estimated demand power and the second preset power; and when the sum of the estimated demand power and the second preset power is less than the first preset power, control Charging the vehicle to a target electric quantity equal to the first preset electric quantity.
  • the determining whether the vehicle needs to be charged according to the estimated power demand and the current remaining power includes: when the estimated power demand is less than or equal to the current remaining power, and the current remaining power When the electric quantity is less than a third preset electric quantity, it is determined that charging is required and the vehicle is controlled to be charged to a target electric quantity equal to the third predetermined electric quantity; and when the estimated required electric quantity is less than or equal to the current remaining electric quantity, and When the current remaining power is greater than or equal to the third preset power, it is determined that charging is not required.
  • the usage habit data also includes the vehicle usage time point of each vehicle usage within the preset duration
  • the method further includes: when it is determined that the vehicle needs to be charged, according to the The car use time point of the car determines the next car start time after the current moment; the interval between the current time and the next car use start time is determined as the first charging time; and according to the first charging time and The difference between the target electric quantity and the current remaining electric quantity determines the charging current.
  • the determining the charging current according to the first charging duration and the difference between the target power and the current remaining power includes: when the target power is equal to the estimated demand power, according to the first The charging current is determined by the charging duration and the difference between the estimated power demand and the current remaining power.
  • the usage habit data also includes the vehicle usage time point of each vehicle usage within the preset duration
  • the method further includes: when it is determined that the vehicle needs to be charged, according to the The car use time point of the car determines the next car start time after the current moment; the interval between the current time and the next car use start time is determined as the first charging time; and according to the first charging time and The difference between the target electric quantity and the current remaining electric quantity determines the charging current.
  • the determining the charging current according to the first charging duration and the difference between the target power and the current remaining power includes: when the target power is equal to the estimated demand power and the second preset When the sum of electric quantities is used, the charging current is determined according to the first charging duration and the difference between the target electric quantity and the current remaining electric quantity, wherein the difference between the target electric quantity and the current remaining electric quantity is the estimated The sum of the required power and the second preset power minus the current remaining power; when the target power is equal to the first preset power, according to the first charging duration and the first preset power The difference from the current remaining power determines the charging current.
  • the usage habit data also includes the vehicle usage time point of each vehicle usage within the preset duration
  • the method further includes: when it is determined that the vehicle needs to be charged, according to the The car use time point determines the next car start time after the current moment; the second charging duration is determined according to the preset charging rate and the difference between the target power and the current remaining power, wherein the second charging The duration is less than the interval between the current time and the next car use start time; and the charging start time is determined according to the second charging time, wherein the charging start time and the next car use start time The interval duration of is the second charging duration.
  • the determining the second charging duration according to the preset charging rate and the difference between the target power and the current remaining power includes: when the target power is equal to the estimated demand power, according to the preset The charging rate and the estimated electricity demand determine the second charging duration.
  • the usage habit data also includes the vehicle usage time point of each vehicle usage within the preset duration
  • the method further includes: when it is determined that the vehicle needs to be charged, according to the The car use time point determines the next car start time after the current moment; the second charging duration is determined according to the preset charging rate and the difference between the target power and the current remaining power, wherein the second charging The duration is less than the interval between the current time and the next car use start time; and the charging start time is determined according to the second charging time, wherein the charging start time and the next car use start time The interval duration of is the second charging duration.
  • the determining the second charging duration according to the preset charging rate and the difference between the target power and the current remaining power includes: when the target power is equal to the estimated demand power and the second preset When the sum of electric quantities is used, the second charging duration is determined according to the preset charging rate and the sum of the estimated demand electric quantity and the second preset electric quantity; when the target electric quantity is equal to the first preset electric quantity , the second charging duration is determined according to the preset charging rate and the first preset electric quantity.
  • the determining whether the vehicle needs to be charged according to the estimated demanded power and the current remaining power comprises: determining that charging is not required when the estimated demanded power is less than or equal to the current remaining power .
  • the second aspect of the present application further provides a charging control device for a vehicle.
  • the charging control device for a vehicle includes: a reading module for reading the user's vehicle use habit data within a preset period of time.
  • the use habit data includes Within the preset duration, the charging time point of each charge of the vehicle and the mileage of each use of the car; the detection module is used to detect the current remaining power of the vehicle at the current moment; the processing module is used to according to the usage habits
  • the data determines the required power of the vehicle and determines whether the vehicle needs to be charged according to the required power and the current remaining power.
  • the third aspect of the present application further provides a vehicle, which includes a battery and the aforementioned charging control device.
  • the fourth aspect of the present application further provides a computer-readable storage medium, where a computer program is stored in the computer-readable storage medium, and the computer program is invoked by a processor for execution to implement the aforementioned charging control method.
  • the vehicle charging control method, the charging control device, the vehicle, and the computer-readable storage medium provided in the present application determine the user's vehicle demand by acquiring the user's vehicle usage habit data, and determine the estimated demand power according to the vehicle demand, and then By comparing the estimated demand power with the current remaining power, it is determined whether the vehicle needs to be charged. On the one hand, when the vehicle does not need to be charged, it can avoid charging the power and make the vehicle in a high power state. Preventing the vehicle from being in a high electric state can prolong the service life of the battery. On the other hand, when the electric vehicle needs to be charged, it can be charged in time.
  • Fig. 1 is a flowchart of a charging control method for a vehicle provided in an embodiment of the present application.
  • FIG. 2 is a sub-flow chart of step S103 in FIG. 1 .
  • Fig. 3 is a structural block diagram of a charging control device provided by an embodiment of the present application.
  • Fig. 4 is a structural block diagram of a vehicle provided by an embodiment of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or a An indirect connection through an intermediary may also be an internal connection between two elements.
  • FIG. 1 is a flow chart of a charging control method for a vehicle with electric function provided by an embodiment of the present application. As shown in Figure 1, the charging control method includes the following steps:
  • the use habit data includes the charging time point of each charging of the vehicle and the car mileage of each car use within the preset time period.
  • S103 Determine the estimated power demand of the vehicle according to the usage habit data.
  • S104 Determine whether the vehicle needs to be charged according to the estimated power demand and the current remaining power.
  • the vehicle charging control method provided in the embodiment of the present application determines the user's vehicle demand by acquiring the user's vehicle usage habit data, and determines the estimated demanded power according to the vehicle demand, and then compares the estimated demanded power with the calculated According to the current remaining power, determine whether the vehicle needs to be charged. On the one hand, when the vehicle does not need to be charged, it can avoid charging the power and make the vehicle in a high power state. By preventing the vehicle from being in a high power state, it can The service life of the battery is extended, and on the other hand, when the electric vehicle needs to be charged, it can be charged in time.
  • the preset duration can be 1 day, 1 week, 1 month, etc., for example, the preset duration can be 1 week, and the usage habit data includes charging time points for each charge every day from Monday to Sunday , The mileage of each car used every day and the time of car used every day. Wherein, the longer the preset duration is, the more common the usage habit data is.
  • the usage habit data represents the user's habit of charging and using the vehicle within a preset period of time, and most users' charging and using the vehicle are predictable and universal. Therefore, The usage habit data within the preset time period represents the user's charging and car usage habits of the vehicle in the past, and unless there are special circumstances, the usage habit data can be used to predict the user's future charging and car usage habits.
  • FIG. 2 is a subflow chart of step S103 in FIG. 1 provided by the embodiment of the present application.
  • the determining the estimated power demand of the vehicle according to the usage habit data includes the following steps:
  • S1032 Determine the next charging time after the current time and the total vehicle mileage M within the time period from the current time to the next charging time according to the usage habit data, wherein the total vehicle mileage M is the current time The sum of all car mileages in the time period to the next charging moment.
  • the current time may be located after the end time of the last car use and before the start time of the next car use.
  • the travelable mileage N may be the travelable mileage when the vehicle is running at the highest speed in a fully charged state.
  • the full charge refers to the maximum available charge of the battery of the vehicle
  • the maximum available charge can be determined according to the maximum storable charge of the battery and a preset fixed charge
  • the maximum available charge The power is the difference between the maximum storable power and the preset fixed power, for example, if the maximum storable power is 100%, and the preset fixed power is 10%, then the maximum available power is 90% %.
  • the value of the preset fixed power can be set to other values according to actual needs, and the preset fixed power is an unusable power, that is, when the power of the battery is consumed to be equal to the preset fixed power , the battery no longer provides power to the vehicle. By setting the preset fixed power, the battery can be prevented from being over-discharged due to power depletion, thereby prolonging the service life of the battery.
  • the next charging moment after the current moment can be determined; and according to the preset duration in the usage habit data
  • the car mileage of each car use can determine the number of times of car use and the car mileage of each car use in the time period from the current moment to the next charging moment, and then can determine the current moment to the next charging moment
  • the total mileage M of the car in the time period for example, according to the car mileage of each car in the preset time length, it is determined that in the time period from the current moment to the next charging moment, there are n times of car use.
  • the mileage of the car used once is M1
  • the mileage of the second car is M2
  • ..., the mileage of the nth car is Mn
  • the total mileage of the car M M1+M2+... +Mn.
  • the vehicle charging control method provided in the embodiment of the present application determines the total mileage of the user in the time period from the current moment to the next charging moment by acquiring the user's usage habit data and calculates the total mileage according to the total mileage Determining the estimated demanded power can calculate the power consumption of the vehicle very quickly and easily to obtain the estimated demanded power, and because in the use of the vehicle, the largest power consumption is the length of the driving distance , so the process of determining the estimated demand electricity through the total mileage of the vehicle takes into account the actual use of the vehicle by the user.
  • the determining whether charging is required according to the estimated demanded power and the current remaining power includes: determining that the vehicle needs to be charged when the estimated demanded power is greater than the current remaining power, And controlling the charging of the vehicle to a target electric quantity, wherein the target electric quantity is greater than or equal to the estimated required electric quantity, so as to meet the user's vehicle demand from the current moment to the next charging moment.
  • the vehicle charging control method determines the user's vehicle demand during the time period from the current moment to the next charging moment by acquiring the user's usage habit data, and determines the vehicle demand according to the vehicle demand.
  • the estimated demanded power when the estimated demanded power is greater than the current remaining power, it is determined that the vehicle needs to be charged, and the vehicle is charged according to the estimated demanded power, so that not only the power of the vehicle meets
  • the user's car needs before the next charging time, and can prevent the vehicle from being in a high-power state by charging too much electricity, effectively reducing the time that the battery is in a high-power state, thereby prolonging the battery life.
  • the controlling to charge the vehicle to a target electric quantity includes: when the estimated demanded electric quantity is greater than a first preset electric quantity, controlling to charge the vehicle to be equal to the estimated demanded electric quantity The target amount of electricity; when the estimated required amount of electricity is less than or equal to the first preset amount of electricity, control charging the vehicle to the target amount of electricity equal to the first preset amount of electricity.
  • the first preset electricity amount can be set according to actual needs, for example, the first preset electricity amount is set to 30%.
  • the vehicle needs to be charged by controlling the charging of the vehicle to the target electric quantity that is greater than or equal to the first preset electric quantity, the vehicle has sufficient electric quantity for self-discharging of the battery when it is not in use process, thereby preventing the battery from being over-discharged and shortening the battery life.
  • the controlling to charge the vehicle to the target electric quantity includes: when the sum of the estimated demand electric quantity and the second preset electric quantity is greater than or equal to the first predetermined electric quantity, controlling to charge the vehicle to the target electric quantity.
  • the vehicle is charged to the target power equal to the sum of the estimated demand power and the second preset power; when the sum of the estimated demand power and the second preset power is less than the first preset power, control Charging the vehicle to the target electric quantity equal to the first predetermined electric quantity, wherein the second predetermined electric quantity is smaller than the first predetermined electric quantity.
  • the second preset electricity quantity can be set according to actual needs, for example, the second preset electricity quantity is set to 10%.
  • the vehicle needs to be charged, by controlling the charging of the vehicle to the target electric quantity greater than or equal to the sum of the estimated demand electric quantity and the second preset electric quantity, the target electric quantity of the vehicle is satisfied
  • the vehicle also stores the second preset power as a backup, which can prevent the user from temporarily increasing the mileage of the car, causing the vehicle to be unusable due to insufficient power.
  • the second preset amount of electricity can also be used as a correction and compensation amount for the amount of electricity charged into the vehicle.
  • the target amount of electricity can be set by controlling Charging to a target power greater than or equal to the sum of the estimated demanded power and the second preset power can compensate for the deviation of the charged power during charging, so that the target power is at least greater than the estimated demanded power, To meet the user's car needs.
  • the determining whether to charge according to the estimated demanded power and the current remaining power includes: when the estimated demanded power is less than or equal to the current remaining power, and the current remaining power When the electric quantity is less than a third preset electric quantity, it is determined that charging is required and the vehicle is controlled to be charged to the target electric quantity equal to the third predetermined electric quantity; when the estimated demand electric quantity is less than or equal to the current remaining electric quantity, and When the current remaining power is greater than or equal to the third preset power, it is determined that the vehicle does not need to be charged.
  • the vehicle when the estimated required power is less than or equal to the current remaining power, and the current remaining power is less than the third preset power, the vehicle is charged to be equal to the third preset power by controlling The target power can make the vehicle have sufficient power for the self-discharging process of the battery when the vehicle is not in use, thereby preventing the battery from being over-discharged and shortening the battery life.
  • the third preset electricity quantity can be set according to actual needs, for example, the third preset electricity quantity is set to 30%.
  • the estimated power demand is less than or equal to the current remaining power, and the current remaining power is greater than or equal to the third preset power, it is determined that the vehicle does not need to be charged, and the current remaining power of the vehicle is
  • the electric power can not only meet the user's car needs, but also enable the vehicle to have sufficient electric power for the self-discharge process of the battery when the vehicle is not in use, thereby preventing the battery from being over-discharged and shortening the battery life.
  • the current remaining power can meet the user's car demand, so as to determine that the vehicle does not need to be charged, and unnecessary charging of the vehicle can be avoided. Charging, causing the battery to be in a high state of charge and shortening its life.
  • the vehicle may also be determined that the vehicle does not need to be charged when the estimated power demand is less than or equal to the current remaining power.
  • the current remaining power of the vehicle can meet the needs of the user, so the vehicle may not be charged, and at the same time, unnecessary charging of the vehicle can be avoided, resulting in a high battery state and shortening the life of the battery.
  • the usage habit data also includes the start time of each vehicle use within the preset time period
  • the charging control method further includes: when it is determined that the vehicle needs to be charged, according to The car use habit data determines the next car start time after the current time; determines the interval between the current time and the next car use start time as the first charging time; according to the first charging time and the The difference between the target electric quantity and the current remaining electric quantity determines the charging current.
  • the vehicle under the premise of ensuring that the vehicle is charged to the target electric quantity of the vehicle within the first charging period, the vehicle is charged with a charging current as small as possible, so as to prolong the battery life of the vehicle. service life.
  • the charging current is determined according to the first charging duration and the difference between the estimated demanded electric quantity and the current remaining electric quantity. That is, under the premise of ensuring that the vehicle is charged within the first charging period until the target electric quantity of the vehicle is equal to the estimated required electric quantity, the vehicle is charged with a charging current as small as possible, so as to The service life of the battery of the vehicle is extended.
  • the difference determines the charging current, wherein the difference between the target power and the current remaining power is the sum of the estimated demand power and the second preset power minus the current remaining power. That is, under the premise of ensuring that the vehicle is charged within the first charging period until the target electric quantity of the vehicle is equal to the sum of the estimated demand electric quantity and the second preset electric quantity, with the smallest possible charge
  • the charging current charges the vehicle to prolong the service life of the battery of the vehicle.
  • the charging current is determined according to the first charging duration and the difference between the first preset power and the current remaining power . That is, under the premise of ensuring that the vehicle is charged within the first charging period until the target electric quantity of the vehicle is equal to the first preset electric quantity, the vehicle is charged with a charging current as small as possible, To prolong the service life of the battery of the vehicle.
  • the starting time of the next car use is determined according to the car use time point of each car use within the preset duration, and the current time and the starting time of the next car use are determined.
  • the time interval between times is the first charging time, and the vehicle is charged with the charging current as small as possible within the first charging time, thereby prolonging the service life of the battery of the vehicle.
  • the charging time of the vehicle that is, the first charging period, can be accurately determined, so that the vehicle can be charged to as scheduled within the first charging period.
  • the target electricity quantity is used to ensure the user's car demand.
  • the usage habit data also includes the start time of each vehicle use within the preset time period
  • the charging control method further includes: when it is determined that the vehicle needs to be charged, according to The car use habit data determines the next car start time after the current moment; the second charging duration is determined according to the preset charging rate and the difference between the target power and the current remaining power, wherein the second charging The duration is less than the interval between the current time and the next car use start time; and the charging start time is determined according to the second charging time, wherein the charging start time and the next car use start time The interval duration of is the second charging duration.
  • the preset charging rate can be set according to the user's usage habits, charging needs or the predetermined rate parameters of the vehicle.
  • the second charging duration is determined by the preset charging rate and the difference between the target power and the current remaining power, and the second charging duration is less than the difference between the current time and the next car starting time
  • the selected charging start time can be as close as possible to the next car start time, so that the interval between the charging start time and the next car use start time is equal to the
  • the charging of the vehicle is delayed as much as possible, so that the time for the battery of the vehicle to be in a high state of charge is as short as possible, thereby prolonging the service life of the battery. Therefore, the charging control method provided by the embodiment of the present application can intelligently determine the charging start time, shorten the time when the battery is in a higher state, and prolong the battery life.
  • the second charging duration is determined according to the preset charging rate and the estimated demanded electric quantity.
  • the preset charging rate is 10%/h
  • the estimated electricity demand is 50%
  • the second charging duration is 5h.
  • the target electricity when the target electricity is equal to the sum of the estimated electricity demand and the second preset electricity, according to the preset charging rate and the estimated electricity demand and the second preset electricity The sum of the preset electric quantities determines the second charging duration.
  • the second charging duration is determined according to the preset charging rate and the first preset power.
  • the vehicle charging control method determines the total mileage of the user in the time period from the current moment to the next charging moment by acquiring the user’s usage habit data and according to the user’s The total mileage of the vehicle determines the estimated power demand, and then determines whether the vehicle needs to be charged by comparing the estimated power demand with the current remaining power.
  • the vehicle when the vehicle does not need to be charged, it can avoid charging By keeping the vehicle in a high state of electricity, the service life of the battery can be extended by avoiding the vehicle in a high state of electricity.
  • the electric vehicle when the electric vehicle needs to be charged, it can be charged in time, and, according to the estimated Charging the vehicle with the required amount of electricity not only makes the amount of electricity of the vehicle meet the needs of the user before the next charging moment, but also prevents the vehicle from being in a high-power state by charging too much electricity, effectively reducing battery life.
  • the time spent in a high state of charge which in turn extends battery life.
  • FIG. 3 is a structural block diagram of a charging control device 100 for a vehicle provided in an embodiment of the present application.
  • the charging control method provided in any of the foregoing embodiments may be applied to the charging control device 100 .
  • the charging control device 100 includes a reading module 10 , a detection module 20 and a processing module 30 .
  • the reading module 10 is used to read the vehicle usage habit data of the user within the preset time period, and the usage habit data includes the charging time point of each charging of the vehicle and the time of each use of the vehicle within the preset time period. car mileage.
  • the detection module 20 is used to detect the current remaining power of the vehicle at the current moment.
  • the processing module 30 is used to determine the estimated power demand of the vehicle according to the usage habit data and determine whether the vehicle needs to be charged according to the estimated power demand and the current remaining power.
  • the vehicle control device 100 determines the user's vehicle demand by acquiring the user's vehicle use habit data, and determines the estimated demanded power according to the vehicle demand, and then compares the estimated demanded power with the According to the current remaining power, determine whether the vehicle needs to be charged. On the one hand, when the vehicle does not need to be charged, it can avoid charging the power and make the vehicle in a high power state. By preventing the vehicle from being in a high power state, it can The service life of the battery is extended, and on the other hand, when the electric vehicle needs to be charged, it can be charged in time.
  • the charging control device 100 further includes a storage module (not shown in the figure), the storage module is used to store the vehicle usage habit data of the user within the preset time period, and the usage habit data includes The charging time point of each charging of the vehicle, the mileage of each car use, and the time point of each car use.
  • the preset duration can be 1 day, 1 week, 1 month, etc.
  • the storage module stores the usage habit data of the user in the last week, including the charging time of each charge every day from Monday to Sunday Points, the mileage of each car use per day, and the time of car use each time each day. Wherein, the longer the preset duration is, the more common the usage habit data is.
  • the usage habit data represents the user's habit of charging and using the vehicle within a preset period of time, and most users' charging and using the vehicle are predictable and universal. Therefore, The usage habit data within the preset time period represents the user's charging and car usage habits of the vehicle in the past, and unless there are special circumstances, the usage habit data can be used to predict the user's future charging and car usage habits.
  • the reading module 10 is used to read the user's vehicle use habit data stored in the storage module within a preset period of time, and send the use habit data to the processing module 30
  • the processing module 30 is configured to, when receiving the usage habit data, determine the estimated power demand of the vehicle according to the usage habit data and determine whether the vehicle is Need to recharge.
  • the processing module 30 receives the usage habit data, it performs statistics and analysis on the usage habit data to determine the next charging moment after the current moment and the charging time from the current moment to the next charging moment.
  • the total vehicle mileage M in the time period wherein the total vehicle mileage M is the sum of all vehicle mileages in the time period from the current moment to the next charging moment.
  • the reading module 10 and the processing module 30 can be processing chips such as processors, single-chip microcomputers, controllers, etc., and the reading module 10 and the processing module 30 can be separate processing chips or integrated processing chips.
  • the detection module 20 can be a voltage detector, which is used to obtain the voltage of the battery, and the corresponding power can be obtained according to the preset mapping relationship between voltage and power, or the detection module 20 can also be connected with the reading module 10 It is integrated with the processing module 30 in the same processing chip.
  • the storage module can be a memory such as a solid-state hard disk, an SD card, or the like.
  • the vehicle charging control method provided in the embodiment of the present application determines the total mileage of the user in the time period from the current moment to the next charging moment by acquiring the user's usage habit data and calculates the total mileage according to the total mileage Determining the estimated demanded power can calculate the power consumption of the vehicle very quickly and easily to obtain the estimated demanded power, and, because in the use of the vehicle, the largest power consumption is the length of the driving distance , so the process of determining the estimated demand electricity through the total mileage of the vehicle takes into account the actual use of the vehicle by the user.
  • the processing module 30 is configured to determine the estimated power demand of the vehicle according to the usage habit data and determine whether the vehicle needs to be charged according to the estimated power demand and the current remaining power, Including: the processing module 30 is used to determine that the vehicle needs to be charged when the estimated demanded power is greater than the current remaining power, and control the charging of the vehicle to a target power, wherein the target power is greater than or equal to The estimated power demand.
  • the processing module 30 compares the size of the estimated demanded power with the current remaining power, and when the estimated demanded power is greater than the current remaining power, determines that it needs to be charged and controls the charging of the vehicle. to a target power greater than or equal to the estimated demand power.
  • the processing module 30 is configured to control charging the vehicle to be equal to the estimated electric quantity when the estimated demanded electric quantity is greater than the current remaining electric quantity and greater than the first preset electric quantity.
  • the target power of the demanded power when the estimated demanded power is greater than the current remaining power and less than or equal to a first preset power, control charging the vehicle to the target equal to the first preset power electricity.
  • the processing module 30 controls to charge the vehicle to the target power level greater than or equal to the first preset power level, so that the vehicle has sufficient power when it is not in use. In the self-discharge process of the battery, thereby preventing the battery from being over-discharged and shortening the battery life.
  • the processing module 30 is further configured to: when the estimated power demand is greater than the current remaining power, and the sum of the estimated power demand and the second preset power is greater than or equal to the first preset power When the power is set, the vehicle is controlled to charge the vehicle to the target power equal to the sum of the estimated demand power and the second preset power; when the estimated demand power is greater than the current remaining power, and the When the sum of the estimated demand power and the second preset power is less than the first preset power, control to charge the vehicle to the target power equal to the first preset power, wherein the second preset The power is less than the first preset power.
  • the second preset electricity quantity can be set according to actual needs, for example, the second preset electricity quantity is set to 10%.
  • the processing module 30 controls to charge the vehicle to the target electric quantity that is greater than or equal to the sum of the estimated demand electric quantity and the second preset electric quantity, so that the vehicle While the target electric quantity meets the user's car demand, the vehicle also stores the second preset electric quantity as a backup, which can prevent the user from temporarily increasing the mileage of the car, causing the vehicle to be unusable due to insufficient electric quantity.
  • the second preset amount of electricity can also be used as a correction and compensation amount for the amount of electricity charged into the vehicle.
  • the vehicle Since the amount of electricity charged into the vehicle may deviate from the set value during the charging process, the vehicle is charged To the target power greater than or equal to the sum of the estimated demand power and the second preset power, the deviation of the charged power during charging can be compensated, so that the target power is at least greater than the estimated demand power , to meet the user's car needs.
  • the processing module 30 is configured to determine whether the vehicle needs to be charged according to the estimated demand power and the current remaining power, and further includes: the processing module 30 is configured to When the power is less than or equal to the current remaining power, and the current remaining power is less than a third preset power, it is determined that it needs to be charged and controlled to charge the vehicle to a target power equal to the third preset power; When the estimated required power is less than or equal to the current remaining power, and the current remaining power is greater than or equal to the third preset power, it is determined that charging is not required.
  • processing module 30 is further configured to compare the current remaining power with the third preset power.
  • the processing module 30 controls to charge the vehicle to be equal to the
  • the target electric quantity of the third preset electric quantity can make the vehicle have sufficient electric quantity for the self-discharging process of the battery when the vehicle is not in use, thereby preventing the battery from being over-discharged and shortening the battery life.
  • the third preset power can be set according to actual needs, for example, 30%.
  • the processing module 30 determines that the vehicle does not need to be charged, so The current remaining power of the vehicle can not only meet the needs of the user, but also allow the vehicle to have sufficient power for the self-discharging process of the battery when the vehicle is not in use, thereby preventing the battery from being over-discharged and shortening the battery life.
  • the processing module 30 determines that the vehicle does not need to be charged, so The current remaining power of the vehicle can not only meet the needs of the user, but also allow the vehicle to have sufficient power for the self-discharging process of the battery when the vehicle is not in use, thereby preventing the battery from being over-discharged and shortening the battery life.
  • the processing module 30 determines that the vehicle does not need to be charged, so The current remaining power of the vehicle can not only meet the needs of the user, but also allow the vehicle to have sufficient power for the self-discharging process of the battery when the vehicle is not in use, thereby preventing the battery from being over-discharged and shortening the battery
  • the processing module 30 is further configured to determine that the vehicle does not need to be charged when the estimated power demand is less than or equal to the current remaining power.
  • the current remaining power of the vehicle can meet the needs of the user, so the vehicle may not be charged, and at the same time, unnecessary charging of the vehicle can be avoided, resulting in a high battery state and shortening the life of the battery.
  • the processing module 30 is further configured to determine the starting time of the next car use after the current moment according to the car use time point of each car use when it is determined that the vehicle needs to be charged; The time interval between the time and the start time of the next car use is the first charging time; and the charging current is determined according to the first charging time and the estimated required power.
  • the reading module 10 reads the time point of each car use within the preset duration stored in the storage module and sends it to the processing module 30, and the processing module 30 receives the At the time point of each car use within the preset time period, statistics and analysis are made on the time point of each car use within the preset time length, so as to determine the next car use after the current moment
  • the starting time and the interval between the current time and the starting time of the next car use are determined as the first charging time, and the charging current is determined according to the first charging time and the estimated power demand.
  • the processing module 30 controls to charge the vehicle with a charging current as small as possible under the premise that the vehicle can be charged within the first charging period until the target power is greater than or equal to the estimated demand power. The vehicle is charged to extend the life of the vehicle's battery.
  • the processing module 30 is further configured to determine the starting time of the next car use after the current moment according to the car use time point of each car use when it is determined that the vehicle needs to be charged;
  • the preset charging rate and the estimated power demand determine a second charging duration, wherein the second charging duration is shorter than the interval between the current moment and the next car starting moment; and according to the second charging duration Determine the charging start time, wherein the interval between the charging start time and the next car use start time is the second charging time.
  • the selected The charging start time may be as close as possible to the next car start time, so that the interval between the charging start time and the next car use start time is equal to the second charging time.
  • the charging of the vehicle is delayed as much as possible, so that the time for the battery of the vehicle to be in a high state of charge is as short as possible, thereby prolonging the service life of the battery. Therefore, the charging control method provided by the embodiment of the present application can intelligently determine the charging start time, shorten the time when the battery is in a higher state, and prolong the battery life.
  • the charging control device 100 may be installed in the vehicle, and the charging control device 100 further includes a communication module and a control switch (not shown in the figure), the communication module is used for communicating with the power supply equipment , the power supply equipment is used to charge the vehicle, and the control switch is connected between the battery of the vehicle and the charging interface of the vehicle. After the power supply device is connected to the charging interface of the vehicle, the control switch is used to connect the battery and the power supply device when it is in the on state, and to disconnect the power supply device when it is in the off state. The connection between the battery and the power supply equipment. Wherein, the power supply equipment may be a charging pile or the like.
  • the processing module 30 sends a charging instruction for charging the vehicle to the target electric quantity to the communication module, and controls the control switch to switch from the closed state to the open state Connecting the battery and the power supply equipment, the communication module sends the charging instruction to the power supply equipment, and the power supply equipment charges the vehicle based on the charging instruction, and charges the vehicle to the electric quantity of the vehicle is the target power.
  • the processing module 30 controls the control switch to remain closed to keep the battery disconnected from the power supply device, so that the power supply device cannot charge the battery with electricity.
  • the power supply equipment may be a DC charging pile or an AC charging pile.
  • the communication module can communicate with the power supply equipment through CAN (Controller Area Network, controller area network) bus.
  • the control switch can be a DC contactor or an AC contactor.
  • the above-mentioned reading module 10, detection module 20 and processing module 30 can be processors or controllers, (such as central processing unit (Central Processing Unit, CPU), general purpose processor, digital signal processor (Digital Signal Processor) , DSP), application-specific integrated circuit (Application-Specific Integrated Circuit, ASIC), field programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. It can Realize or carry out in conjunction with the various exemplary logical blocks described in the disclosure of the present invention, module and circuit.Described processor also can be the combination that realizes computing function, for example comprises one or more microprocessor combination, DSP and combination of microprocessors, etc.).
  • the communication module may be a transceiver, a transceiver circuit, a radio frequency chip, a communication interface, etc.
  • the storage module may be a memory.
  • the above-mentioned method of the present application and the functional operations performed by the charging control device 100 may be performed after the charging interface of the vehicle is connected to the power supply equipment.
  • FIG. 4 is a vehicle 200 provided in an embodiment of the present application.
  • the vehicle 200 includes a battery 150 , a charging interface 160 and the charging control device 100 provided in any one of the foregoing embodiments.
  • the battery 150 is connected with the charging control device 100 , and the charging control device 100 is used to control the charging process of the battery 150 .
  • the charging interface 160 is connected with the charging control device 100 .
  • the charging interface 160 is used to connect with the power supply equipment, so that the power supply equipment can charge the battery 150 through the charging interface 160 .
  • the vehicle 200 involved in the embodiment of the present application may be a vehicle with a built-in power battery, for example, a pure electric vehicle, a hybrid vehicle, and the like.
  • the vehicle 200 is a hybrid vehicle
  • the total vehicle mileage M corresponds to the part of the hybrid vehicle running with the electric power of the battery 150 .
  • the vehicle 200 may be a pure electric car, a pure electric truck, a pure electric truck, a hybrid car, a hybrid truck, a hybrid truck, and the like.
  • An embodiment of the present application further provides a computer-readable storage medium, the computer-readable storage medium stores a computer program, and the computer program is called by a processor and executed to implement the charging control method provided in any of the preceding embodiments.

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Abstract

一种具有电动功能的车辆的充电控制方法，包括：读取用户在预设时长内的车辆使用习惯数据，使用习惯数据包括在预设时长内，车辆每次充电的充电时间点以及每次用车的用车里程；检测当前时刻车辆的当前剩余电量；根据使用习惯数据确定车辆的预估需求电量；以及根据预估需求电量以及当前剩余电量确定车辆是否需要充电。还提供一种充电控制装置（100）、车辆及计算机可读存储介质。

Description

充电控制方法及装置、车辆、计算机可读存储介质
本申请要求于2021年11月24日提交中国专利局、申请号为202111410225.0、申请名称为“充电控制方法及装置、车辆、计算机可读存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆技术领域，尤其涉及一种充电控制方法及装置、车辆、计算机可读存储介质。
背景技术
现有的预约充电方式为按照用户设定的预约时间对整车电池进行充电，通常该预约时间为用电波谷时间，在预约时间达到之前，整车及充电设备进入休眠状态，在预约时间达到时，整车及充电设备被唤醒并开始充电，一般情况下，电池持续充电至电量充满，其充电截止SOC状态为100％。
这种预约充电方式虽然实现了波谷充电，但是仅考虑了各地电网的用电负荷和用电成本，并未考虑电池的电量状态以及客户的实际用车需求来判断电池是否需要充电，也未在电池需要充电时确定电池的充电截止SOC状态，导致电池在高电态所处的时间过长而影响电池寿命等。
发明内容
为解决上述技术问题，本申请提供一种车辆的充电控制方法及充电控制装置、车辆、计算机可读存储介质，根据用户的车辆使用习惯数据确定预估需求电量，通过比较所述预估需求电量与当前剩余电量的大小确定是否需要充电，在不需要充电时可避免充入电量而使得所述车辆处于高电态，通过避免所述车辆处于高电态而可延长电池使用寿命，在需要充电时及时为所述车辆充电。
本申请第一方面提供一种具有电动功能的车辆的充电控制方法，所述充电控制方法包括步骤：读取用户在预设时长内的车辆使用习惯数据，所述使用习惯数据包括在所述预设时长内，所述车辆每次充电的充电时间点以及每次用车的用车里程；检测当前时刻所述车辆的当前剩余电量；根据所述使用习惯数据确定所述车辆的预估需求电量；以及根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电。
可选地，所述根据所述使用习惯数据确定所述车辆的预估需求电量，包括：
获取所述车辆在满电状态下的可行驶里程N；根据所述使用习惯数据确定当前时刻之后的下一充电时刻以及当前时刻至所述下一充电时刻的时间段内的用车总里程M，其中，所述用车总里程M为当前时刻至所述下一充电时刻的时间段内的所有用车里程之和；以及根据所述用车总里程M以及所述可行驶里程N确定预估需求电量SOC1，其中，所述SOC1＝M/N*100％。
可选地，所述根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电，包括：
在所述预估需求电量大于所述当前剩余电量时，确定所述车辆需要充电。
可选地，所述充电控制方法还包括：控制将所述车辆充电至目标电量，其中，所述目标电量大于或等于所述预估需求电量。
可选地，所述控制将所述车辆充电至目标电量，包括：在所述预估需求电量大于第一预设电量时，控制将所述车辆充电至等于所述预估需求电量的目标电量；以及在所述预估需求电量小于或等于所述第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的目标电量。
可选地，所述控制将所述车辆充电至目标电量，包括：在所述预估需求电量与第二预设电量之和大于或等于所述第一预设电量时，控制将所述车辆充电至等于所述预估需求电量与所述第二预设电量之和的目标电量；以及在所述预估需求电量与第二预设电量之和小于所述第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的目标电量。
可选地，所述根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电，包括：在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量小于第三预设电量时，确定需要充电并控制将所述车辆充电至等于所述第三预设电量的目标电量；以及在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量大于或等于所述第三预设电量时，确定不需要充电。
可选地，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长；以及根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流。
可选地，所述根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流包括：当所述目标电量等于所述预估需求电量时，根据所述第一充电时长以及所述预估需求电量与所述当前剩余电量之差确定所述充电电流。
可选地，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长；以及根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流。
可选地，所述根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流包括：当所述目标电量等于所述预估需求电量与所述第二预设电量之和时，根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定所述充电电流，其中，所述目标电量与所述当前剩余电量之差为所述预估需求电量与所述第二预设电量之和减去所述当前剩余电量；当所述目标电量等于所述第一预设电量时，根据所述第一充电时长以及所述第一预设电量与所述当前剩余电量之差确定所述充电电流。
可选地，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长，其中，所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长；以及根据所述第二充电时长确定充电起始时刻，其中，所述充电起始时刻与所述下一用车起始时刻的间隔时长为所述第二充电时长。
可选地，所述根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长包括：当所述目标电量等于所述预估需求电量时，根据所述预设充电速率以及所述预估需求电量确定所述第二充电时长。
可选地，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长，其中，所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长；以及根据所述第二充电时长确定充电起始时刻，其中，所述充电起始时刻与所述下一用车起始时刻的间隔时长为所述第二充电时长。
可选地，所述根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长包括：当所述目标电量等于所述预估需求电量与所述第二预设电量之和时，根据所述预设充电速率以及所述预估需求电量与所述第二预设电量之和确定所述第二充电时长；当所述目标电量等于所述第一预设电量时，根据所述预设充电速率以及所述第一预设电量确定所述第二充电时长。
可选地，所述根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电，包括：在所述预估需求电量小于或等于所述当前剩余电量时，确定不需要充电。
本申请第二方面还提供一种车辆的充电控制装置，所述车辆的充电控制装置包括：读取模块，用于读取用户在预设时长内的车辆使用习惯数据，所述使用习惯数据包括在所述预设时长内，车辆每次充电的充电时间点以及每次用车的用车里程；检测模块，用于检测当前时刻车辆的当前剩余电量；处理模块，用于根据所述使用习惯数据确定车辆的需求电量以及根据所述需求电量和所述当前剩余电量确定车辆是否需要充电。
本申请第三方面还提供一种车辆，所述车辆包括电池和前述的充电控制装置。
本申请第四方面还提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序供处理器调用后执行以实现前述的充电控制方法。
本申请提供的车辆的充电控制方法及充电控制装置、车辆、计算机可读存储介质，通过获取用户的车辆使用习惯数据确定用户的用车需求并根据用车需求确定所述预估需求电量，再通过比较所述预估需求电量与所述当前剩余电量，确定所述车辆是否需要充电，一方面在所述车辆不需要充电时，可避免充入电量而使得所述车辆处于高电态，通过避免所述车辆处于高电态而可延长电池使用寿命，另一方面可在所述电动汽车需要充电时，及时充电。
附图说明
为了更清楚地说明本申请的技术方案，下面将对实施方式中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请一些实施方式，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的车辆的充电控制方法的流程图。
图2为图1中步骤S103的子流程图。
图3为本申请实施例提供的充电控制装置的结构框图。
图4为本申请实施例提供的车辆的结构框图。
附图标记说明：100-充电控制装置；10-读取模块；20-检测模块；30-处理模块；150-电池；160-充电接口；200-车辆。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描 述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有付出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请的描述中，术语“第一”、“第二”、“第三”等是用于区别不同对象，而不是用于描述特定顺序，因此不能理解为对本申请的限制。
本申请的描述中，除非另有明确的规定和限定，术语“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连，也可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
请参阅图1，图1为本申请实施例提供的具有电动功能的车辆的充电控制方法的流程图。如图1所示，所述充电控制方法包括以下步骤：
S101：读取用户在预设时长内的车辆使用习惯数据，所述使用习惯数据包括在所述预设时长内，所述车辆每次充电的充电时间点以及每次用车的用车里程。
S102：检测当前时刻所述车辆的当前剩余电量。
S103：根据所述使用习惯数据确定所述车辆的预估需求电量。
S104：根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电。
本申请实施例提供的车辆的充电控制方法，通过获取用户的车辆使用习惯数据确定用户的用车需求并根据用车需求确定所述预估需求电量，再通过比较所述预估需求电量与所述当前剩余电量，确定所述车辆是否需要充电，一方面在所述车辆不需要充电时，可避免充入电量而使得所述车辆处于高电态，通过避免所述车辆处于高电态而可延长电池使用寿命，另一方面可在所述电动汽车需要充电时，及时充电。
其中，所述预设时长可为1天、1周、1个月等，例如，所述预设时长可为1周，所述使用习惯数据包括周一至周日每天每次充电的充电时间点、每天每次用车的用车里程以及每天每次用车的用车时间点。其中，所述预设时长越长，所述使用习惯数据越具有共性。
可以理解的是，所述使用习惯数据表示的是预设时长内用户对车辆的充电和用车的习惯，而大部分用户对车辆的充电和用车均是可以预测和具有通用性，因此，在预设时长内的使用习惯数据代表过去用户对车辆的充电和用车习惯，若非特殊情况，所述使用习惯数据可用于预测用户未来的充电和用车习惯。
请参阅图2，图2为本申请实施例提供的图1中步骤S103的子流程图。如图2所示，在一些实施例中，所述根据所述使用习惯数据确定所述车辆的预估需求电量，包括以下步骤：
S1031：获取所述车辆在满电状态下的可行驶里程N。
S1032：根据所述使用习惯数据确定当前时刻之后的下一充电时刻以及当前时刻至所述下一充电时刻的时间段内的用车总里程M，其中，所述用车总里程M为当前时刻至所述下一充电时刻的时间段内的所有用车里程之和。
S1033：根据所述用车总里程M以及所述可行驶里程N确定预估需求电量SOC1，其中，所述SOC1＝M/N*100％。
其中，所述当前时刻可位于上一用车结束时刻之后以及下一用车起始时刻之前。
其中，所述可行驶里程N可为所述车辆在满电状态下以最高行驶速度行驶时可行驶的里程。
在一些实施例中，所述满电指的是所述车辆的电池的最大可用电量，所述最大可用电量可根据所述电池的可存储的最大电量与预设固定电量确定，所述最大可用电量为所述可存储 的最大电量与所述预设固定电量之差，例如，所述可存储的最大电量为100％，所述预设固定电量为10％，则所述最大可用电量为90％。其中，所述预设固定电量的值可根据实际需求设定为其它值，所述预设固定电量为不可用电量，即，在所述电池的电量消耗至等于所述预设固定电量时，所述电池不再为所述车辆提供电力。通过设置所述预设固定电量，可防止所述电池因电量耗尽而过放电，从而可延长电池使用寿命。
可以理解的是，根据所述使用习惯数据中的所述预设时长内每次充电的充电时间可确定当前时刻之后的下一充电时刻；而根据所述使用习惯数据中的所述预设时长内每次用车的用车里程可确定当前时刻至所述下一充电时刻的时间段内的用车次数以及每次用车的用车里程，进而可确定当前时刻至所述下一充电时刻的时间段内的用车总里程M，例如，根据所述预设时长内每次用车的用车里程确定当前时刻至所述下一充电时刻的时间段内，共有n次用车，第一次用车的用车里程为M1，第二次用车的用车里程为M2，…，第n次用车的用车里程为Mn，则所述用车总里程M＝M1+M2+…+Mn。
本申请实施例提供的车辆的充电控制方法，通过获取用户的所述使用习惯数据确定用户在当前时刻至所述下一充电时刻的时间段内的用车总里程并根据所述用车总里程确定所述预估需求电量，能够非常快速、简便地对所述车辆进行耗电计算，而得到所述预估需求电量，并且，由于在车辆的使用中，耗电最大的是行驶路程的长短，因此通过所述用车总里程确定所述预估需求电量考虑到了用户对所述车辆的实际使用的过程。
在一些实施例中，所述根据所述预估需求电量以及所述当前剩余电量确定是否需要充电，包括：在所述预估需求电量大于所述当前剩余电量时，确定所述车辆需要充电，并控制将所述车辆充电至目标电量，其中，所述目标电量大于或等于所述预估需求电量，以满足用户从当前时刻至所述下一充电时刻的用车需求。
本申请实施例提供的车辆的充电控制方法，通过获取用户的所述使用习惯数据确定用户在当前时刻至所述下一充电时刻的时间段内的用车需求并根据所述用车需求确定所述预估需求电量，在所述预估需求电量大于所述当前剩余电量时，确定所述车辆需要充电，并且根据所述预估需求电量为所述车辆充电，不仅使得所述车辆的电量满足用户在所述下一充电时刻前的用车需求，而且可防止充入过多电量使得所述车辆处于高电态，有效减少电池在高电态下所处的时间，进而延长电池寿命。
其中，在一些实施例中，所述控制将所述车辆充电至目标电量，包括：在所述预估需求电量大于第一预设电量时，控制将所述车辆充电至等于所述预估需求电量的所述目标电量；在所述预估需求电量小于或等于所述第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的所述目标电量。
其中，所述第一预设电量可根据实际需求设置，例如，设置所述第一预设电量为30％。在所述车辆需要充电时，通过控制将所述车辆充电至大于或等于所述第一预设电量的所述目标电量，使得所述车辆在停滞不用时，具备充足电量用于电池的自放电过程，从而防止电池过放而缩短电池寿命。
在其它一些实施例中，所述控制将所述车辆充电至目标电量，包括：在所述预估需求电量与第二预设电量之和大于或等于第一预设电量时，控制将所述车辆充电至等于所述预估需求电量与所述第二预设电量之和的所述目标电量；在所述预估需求电量与第二预设电量之和小于第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的所述目标电量，其中，所述第二预设电量小于所述第一预设电量。
其中，所述第二预设电量可根据实际需求设置，例如，设置所述第二预设电量为10％。 在所述车辆需要充电时，通过控制将所述车辆充电至大于或者等于所述预估需求电量与所述第二预设电量之和的所述目标电量，使得所述车辆的目标电量在满足用户的用车需求的同时，所述车辆还储有所述第二预设电量作为备用，可防止用户临时增加用车里程，导致所述车辆因电量不足而无法使用。此外，所述第二预设电量还可作为充入所述车辆的电量的校正补偿量，由于充电过程中充入所述车辆的电量可能与设定值存在偏差，通过控制将所述目标电量充电至大于或者等于所述预估需求电量与所述第二预设电量之和的目标电量，能够补偿充电过程中充入电量的偏差，使得所述目标电量至少大于所述预估需求电量，而满足用户的用车需求。
在一些实施例中，所述根据所述预估需求电量以及所述当前剩余电量确定是否需要充电，包括：在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量小于第三预设电量时，确定需要充电并控制将所述车辆充电至等于所述第三预设电量的所述目标电量；在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量大于或等于所述第三预设电量时，确定所述车辆不需要充电。
其中，在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量小于所述第三预设电量时，通过控制将所述车辆充电至等于所述第三预设电量的目标电量，可使得所述车辆在停滞不用时，具备充足电量用于电池的自放电过程，从而防止电池过放而缩短电池寿命。其中，所述第三预设电量可根据实际需求设定，例如，设置所述第三预设电量为30％。
其中，在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量大于或等于所述第三预设电量时，确定所述车辆不需要充电，所述车辆的当前剩余电量不仅能够满足用户的用车需求，而且可使得所述车辆在停滞不用时，具备充足电量用于电池的自放电过程，从而防止电池过放而缩短电池寿命。此外，通过比较所述预估需求电量以及所述当前剩余电量的大小可确定所述当前剩余电量能够满足用户的用车需求，从而确定所述车辆不需要充电，能够避免所述车辆的不必要充电，导致电池处于高电态而缩短寿命。
在其它实施例中，还可在所述预估需求电量小于或等于所述当前剩余电量时，确定所述车辆不需要充电。所述车辆的当前剩余电量已经能够满足用户的用车需求，因此可不对所述车辆进行充电，同时，能够避免所述车辆的不必要充电，导致电池处于高电态而缩短寿命。
在一些实施例中，所述使用习惯数据还包括在所述预设时长内，每次用车的用车起始时刻，所述充电控制方法还包括：在确定所述车辆需要充电时，根据所述用车习惯数据确定当前时刻之后的下一用车起始时刻；确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长；根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流。其中，在保证将所述车辆在所述第一充电时长内充电至所述车辆的目标电量的前提下，以尽可能小的充电电流对所述车辆进行充电，以延长所述车辆的电池的使用寿命。
其中，在一些实施例中，当所述目标电量等于所述预估需求电量时，根据所述第一充电时长以及所述预估需求电量与所述当前剩余电量之差确定所述充电电流。即，在保证将所述车辆在所述第一充电时长内充电至所述车辆的目标电量等于所述预估需求电量的前提下，以尽可能小的充电电流对所述车辆进行充电，以延长所述车辆的电池的使用寿命。
在其他一些实施例中，当所述目标电量等于所述预估需求电量与所述第二预设电量之和时，根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定所述充电电流，其中，所述目标电量与所述当前剩余电量之差为所述预估需求电量与所述第二预设电量之和减去所述当前剩余电量。即，在保证将所述车辆在所述第一充电时长内充电至所述车辆的目标电量等于所述预估需求电量与所述第二预设电量之和的前提下，以尽可能小的充电电流对 所述车辆进行充电，以延长所述车辆的电池的使用寿命。
在其他一些实施例中，当所述目标电量等于所述第一预设电量时，根据所述第一充电时长以及所述第一预设电量与所述当前剩余电量之差确定所述充电电流。即，在保证将所述车辆在所述第一充电时长内充电至所述车辆的目标电量等于所述第一预设电量的前提下，以尽可能小的充电电流对所述车辆进行充电，以延长所述车辆的电池的使用寿命。
本申请实施例提供的充电控制方法，根据所述预设时长内每次用车的用车时间点确定所述下一用车起始时刻，并确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长，并在所述第一充电时长内以尽可能小的充电电流为所述车辆充电，从而延长所述车辆的电池的使用寿命。此外，通过确定所述下一用车起始时刻可准确确定所述车辆的可充电时间，即，所述第一充电时长，使得可在所述第一充电时长内将所述车辆如期充电至所述目标电量，从而保证用户的用车需求。
在一些实施例中，所述使用习惯数据还包括在所述预设时长内，每次用车的用车起始时刻，所述充电控制方法还包括：在确定所述车辆需要充电时，根据所述用车习惯数据确定当前时刻之后的下一用车起始时刻；根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长，其中，所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长；以及根据所述第二充电时长确定充电起始时刻，其中，所述充电起始时刻与所述下一用车起始时刻的间隔时长为所述第二充电时长。
其中，所述预设充电速率可根据用户的使用习惯、充电需要或者所述车辆的既定速率参数设置。在通过所述预设充电速率以及所述目标电量与所述当前剩余电量之差确定所述第二充电时长，且所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长时，选择的所述充电起始时刻可尽可能地靠近所述下一用车起始时刻，使得所述充电起始时刻至所述下一用车起始时刻的间隔时长等于所述第二充电时长的同时，所述车辆尽可能地延后充电，从而，使得所述车辆的电池处于高电态的时间尽可能地短，而延长电池使用寿命。因此，本申请实施例提供的充电控制方法能够智能确定所述充电起始时刻，缩短电池处于较高电态的时间，而延长电池寿命。
其中，在一些实施例中，当所述目标电量等于所述预估需求电量时，根据所述预设充电速率以及所述预估需求电量确定所述第二充电时长。例如，所述预设充电速率为10％/h，所述预估需求电量为50％，所述第二充电时长为5h。
在其他一些实施例中，当所述目标电量等于所述预估需求电量与所述第二预设电量之和时，根据所述预设充电速率以及所述预估需求电量与所述第二预设电量之和确定所述第二充电时长。
在其他一些实施例中，当所述目标电量等于所述第一预设电量时，根据所述预设充电速率以及所述第一预设电量确定所述第二充电时长。
综上，本申请实施例提供的车辆的充电控制方法，通过获取用户的所述使用习惯数据确定用户在当前时刻至所述下一充电时刻的时间段内的用车总里程并根据所述用车总里程确定所述预估需求电量，再通过比较所述预估需求电量与所述当前剩余电量，确定所述车辆是否需要充电，一方面在所述车辆不需要充电时，可避免充入电量而使得所述车辆处于高电态，通过避免所述车辆处于高电态而可延长电池使用寿命，另一方面可在所述电动汽车需要充电时，及时充电，并且，根据所述预估需求电量为所述车辆充电，不仅使得所述车辆的电量满足用户在所述下一充电时刻前的用车需求，而且可防止充入过多电量使得所述车辆处于高电态，有效减少电池在高电态下所处的时间，进而延长电池寿命。
请参阅图3，图3为本申请实施例提供的车辆的充电控制装置100的结构框图。前述的任一实施例提供的充电控制方法可应用于所述充电控制装置100。如图3所示，所述充电控制装置100包括读取模块10、检测模块20以及处理模块30。所述读取模块10用于读取用户在预设时长内的车辆使用习惯数据，所述使用习惯数据包括在所述预设时长内，车辆每次充电的充电时间点以及每次用车的用车里程。所述检测模块20用于检测当前时刻车辆的当前剩余电量。所述处理模块30用于根据所述使用习惯数据确定车辆的预估需求电量以及根据所述预估需求电量和所述当前剩余电量确定车辆是否需要充电。
本申请实施例提供的车辆的控制装置100，通过获取用户的车辆使用习惯数据确定用户的用车需求并根据用车需求确定所述预估需求电量，再通过比较所述预估需求电量与所述当前剩余电量，确定所述车辆是否需要充电，一方面在所述车辆不需要充电时，可避免充入电量而使得所述车辆处于高电态，通过避免所述车辆处于高电态而可延长电池使用寿命，另一方面可在所述电动汽车需要充电时，及时充电。
在一些实施例中，所述充电控制装置100还包括存储模块(图中未示)，所述存储模块用于存储用户在所述预设时长内的车辆使用习惯数据，所述使用习惯数据包括车辆每次充电的充电时间点、每次用车的用车里程以及每次用车的用车时间点。所述预设时长可为1天、1周、1个月等，例如，所述存储模块内存储有用户在最近1周内的使用习惯数据，包括周一至周日每天每次充电的充电时间点、每天每次用车的用车里程以及每天每次用车的用车时间点。其中，所述预设时长越长，所述使用习惯数据越具有共性。
可以理解的是，所述使用习惯数据表示的是预设时长内用户对车辆的充电和用车的习惯，而大部分用户对车辆的充电和用车均是可以预测和具有通用性，因此，在预设时长内的使用习惯数据代表过去用户对车辆的充电和用车习惯，若非特殊情况，所述使用习惯数据可用于预测用户未来的充电和用车习惯。
在一些实施例中，所述读取模块10用于读取存储于所述存储模块中的用户在预设时长内的车辆使用习惯数据，并将所述使用习惯数据发送至所述处理模块30，所述处理模块30用于在接收到所述使用习惯数据时，根据所述使用习惯数据确定所述车辆的预估需求电量以及根据所述预估需求电量和所述当前剩余电量确定车辆是否需要充电。其中，所述处理模块30在接收到所述使用习惯数据时，对所述使用习惯数据进行统计和分析，以确定当前时刻之后的所述下一充电时刻以及当前时刻至所述下一充电时刻的时间段内的所述用车总里程M，其中，所述用车总里程M为当前时刻至所述下一充电时刻的时间段内的所有用车里程之和。
在一些实施例中，所述处理模块30还用于获取所述车辆在满电状态下的可行驶里程N，并且根据所述用车总里程M以及所述可行驶里程N确定预估需求电量SOC1，其中，所述SOC1＝M/N*100％，在一些实施例中，所述可行驶里程N可为所述车辆以最高行驶速度行驶时可行驶的里程。
其中，所述读取模块10和处理模块30可为处理器、单片机、控制器等处理芯片，且所述读取模块10和处理模块30可为单独的处理芯片或者整合在一起的处理芯片。所述检测模块20可为电压检测计，用于获取电池的电压，而可根据预设的电压与电量的映射关系得到对应的电量，或者所述检测模块20还可与所述读取模块10和处理模块30整合在同一个处理芯片中。所述存储模块可为固态硬盘、SD卡等等存储器。
本申请实施例提供的车辆的充电控制方法，通过获取用户的所述使用习惯数据确定用户在当前时刻至所述下一充电时刻的时间段内的用车总里程并根据所述用车总里程确定所述预估需求电量，能够非常快速、简便地对所述车辆进行耗电计算，而得到所述预估需求电量， 并且，由于在车辆的使用中，耗电最大的是行驶路程的长短，因此通过所述用车总里程确定所述预估需求电量考虑到了用户对所述车辆的实际使用的过程。
在一些实施例中，所述处理模块30用于根据所述使用习惯数据确定所述车辆的预估需求电量以及根据所述预估需求电量和所述当前剩余电量确定所述车辆是否需要充电，包括：所述处理模块30用于在所述预估需求电量大于所述当前剩余电量时，确定所述车辆需要充电，并控制将所述车辆充电至目标电量，其中所述目标电量大于或等于所述预估需求电量。
其中，所述处理模块30通过比较所述预估需求电量与所述当前剩余电量的大小，并在所述预估需求电量大于所述当前剩余电量时，确定需要充电并控制将所述车辆充电至大于或等于所述预估需求电量的目标电量。
在一些实施例中，所述处理模块30用于在所述预估需求电量大于所述当前剩余电量，且大于所述第一预设电量时，控制将所述车辆充电至等于所述预估需求电量的目标电量；在所述预估需求电量大于所述当前剩余电量，且小于或等于第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的所述目标电量。
在所述车辆需要充电时，所述处理模块30通过控制将所述车辆充电至大于或等于所述第一预设电量的所述目标电量，使得所述车辆在停滞不用时，具备充足电量用于电池的自放电过程，从而防止电池过放而缩短电池寿命。
在其它一些实施例中，所述处理模块30还用于在所述预估需求电量大于所述当前剩余电量，且所述预估需求电量与第二预设电量之和大于或等于第一预设电量时，控制将所述车辆充电至等于所述预估需求电量与所述第二预设电量之和的所述目标电量；在所述预估需求电量大于所述当前剩余电量，且所述预估需求电量与第二预设电量之和小于第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的所述目标电量，其中，所述第二预设电量小于所述第一预设电量。
其中，所述第二预设电量可根据实际需求设置，例如，设置所述第二预设电量为10％。在所述车辆需要充电时，所述处理模块30通过控制将所述车辆充电至大于或者等于所述预估需求电量与所述第二预设电量之和的所述目标电量，使得所述车辆的目标电量在满足用户的用车需求的同时，所述车辆还储有所述第二预设电量作为备用，可防止用户临时增加用车里程，导致所述车辆因电量不足而无法使用。此外，所述第二预设电量还可作为充入所述车辆的电量的校正补偿量，由于充电过程中充入所述车辆的电量可能与设定值存在偏差，通过控制将所述车辆充电至大于或者等于所述预估需求电量与所述第二预设电量之和的所述目标电量，能够补偿充电过程中充入电量的偏差，使得所述目标电量至少大于所述预估需求电量，而满足用户的用车需求。
在一些实施例中，所述处理模块30用于根据所述预估需求电量和所述当前剩余电量确定所述车辆是否需要充电，还包括：所述处理模块30用于在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量小于第三预设电量时，确定需要充电并控制将所述车辆充电至等于所述第三预设电量的目标电量；在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量大于或等于所述第三预设电量时，确定不需要充电。
其中，所述处理模块30还用于比较所述当前剩余电量与所述第三预设电量的大小。
其中，在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量小于所述第三预设电量时，所述处理模块30通过控制将所述车辆充电至等于所述第三预设电量的所述目标电量，可使得所述车辆在停滞不用时，具备充足电量用于电池的自放电过程，从而防止电池过放而缩短电池寿命。在一些实施例中，所述第三预设电量可根据实际需求设定，例 如，30％。
其中，在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量大于或等于所述第三预设电量时，所述处理模块30确定所述车辆不需要充电，所述车辆的当前剩余电量不仅能够满足用户的用车需求，而且可使得所述车辆在停滞不用时，具备充足电量用于电池的自放电过程，从而防止电池过放而缩短电池寿命。此外，通过比较所述预估需求电量以及所述当前剩余电量的大小可确定所述当前剩余电量能够满足用户的用车需求，从而确定所述车辆不需要充电，能够避免所述车辆的不必要充电，导致电池处于高电态而缩短寿命。
在其它实施例中，所述处理模块30还用于在所述预估需求电量小于或等于所述当前剩余电量时，确定所述车辆不需要充电。所述车辆的当前剩余电量已经能够满足用户的用车需求，因此可不对所述车辆进行充电，同时，能够避免所述车辆的不必要充电，导致电池处于高电态而缩短寿命。
在一些实施例中，所述处理模块30还用于在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长；以及根据所述第一充电时长以及所述预估需求电量确定充电电流。
其中，所述读取模块10读取存储于所述存储模块中的所述预设时长内每次用车的用车时间点并发送至所述处理模块30，所述处理模块30在接收到所述预设时长内每次用车的用车时间点时，对所述预设时长内每次用车的用车时间点进行统计和分析，以确定当前时刻之后的所述下一用车起始时刻以及确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长，并根据所述第一充电时长以及所述预估需求电量确定充电电流。其中，所述处理模块30在控制将所述车辆在所述第一充电时长内可充电至所述目标电量大于或等于所述预估需求电量的前提下，控制以尽可能小的充电电流对所述车辆进行充电，以延长所述车辆的电池的使用寿命。
在其它一些实施例中，所述处理模块30还用于在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；根据预设充电速率以及所述预估需求电量确定第二充电时长，其中，所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长；以及根据所述第二充电时长确定充电起始时刻，其中，所述充电起始时刻与所述下一用车起始时刻的间隔时长为所述第二充电时长。
在通过所述预设充电速率以及所述预估需求电量确定所述第二充电时长，且所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长时，选择的所述充电起始时刻可尽可能地靠近所述下一用车起始时刻，使得所述充电起始时刻至所述下一用车起始时刻的间隔时长等于所述第二充电时长的同时，所述车辆尽可能地延后充电，从而，使得所述车辆的电池处于高电态的时间尽可能地短，而延长电池使用寿命。因此，本申请实施例提供的充电控制方法能够智能确定所述充电起始时刻，缩短电池处于较高电态的时间，而延长电池寿命。
在一些实施例中，所述充电控制装置100可设置于所述车辆中，所述充电控制装置100还包括通讯模块以及控制开关(图中未示)，所述通讯模块用于与供电设备通讯，所述供电设备用于为所述车辆充电，所述控制开关连接于所述车辆的电池和所述车辆的充电接口之间。当所述供电设备连接至所述车辆的充电接口后，所述控制开关用于在处于开启状态时接通所述电池与所述供电设备之间的连接，以及在处于关闭状态时断开所述电池与所述供电设备的连接。其中，所述供电设备可为充电桩等。
在确定所述车辆需要充电时，所述处理模块30发送用于将所述车辆充电至所述目标电量 的充电指令至所述通讯模块，并控制所述控制开关由关闭状态切换至开启状态而接通所述电池与所述供电设备，所述通讯模块将所述充电指令发送至所述供电设备，所述供电设备基于所述充电指令对所述车辆充电，并充电至所述车辆的电量为所述目标电量。
在确定所述车辆不需要充电时，所述处理模块30控制所述控制开关保持关闭状态而保持所述电池与所述供电设备断开，使得所述供电设备无法充入电量至所述电池。
其中，所述供电设备可为直流充电桩或者交流充电桩。所述通讯模块可通过CAN(Controller Area Network，控制器局域网络)总线与所述供电设备实现通讯。所述控制开关可为直流接触器或者交流接触器。
其中，上述读取模块10、检测模块20以及处理模块30可以是处理器或控制器，(例如可以是中央处理器(Central Processing Unit，CPU)，通用处理器，数字信号处理器(Digital Signal Processor，DSP)，专用集成电路(Application-Specific Integrated Circuit，ASIC)，现场可编程门阵列(Field Programmable Gate Array，FPGA)或者其他可编程逻辑器件、晶体管逻辑器件、硬件部件或者其任意组合。其可以实现或执行结合本发明公开内容所描述的各种示例性的逻辑方框，模块和电路。所述处理器也可以是实现计算功能的组合，例如包含一个或多个微处理器组合，DSP和微处理器的组合等等)。通讯模块可以是收发器、收发电路、射频芯片、通信接口等，存储模块可以是存储器。
其中，本申请的上述方法以及所述充电控制装置100执行的功能操作，可为所述车辆的充电接口与所述供电设备连接后进行的。
请参阅图4，图4为本申请实施例提供的车辆200。如图4所示，所述车辆200包括电池150、充电接口160以及前述的任一实施例提供的充电控制装置100。
其中，所述电池150与所述充电控制装置100连接，所述充电控制装置100用于控制所述电池150的充电过程。所述充电接口160与所述充电控制装置100连接。所述充电接口160用于与所述供电设备连接，使得所述供电设备可通过所述充电接口160对所述电池150充电。
本申请实施例所涉及到的所述车辆200可为内置有动力电池的车辆，例如，纯电动车辆、混合动力车辆等。当所述车辆200为混合动力车辆时，所述用车总里程M对应于混合动力车辆以所述电池150的电力驱动行驶的部分。其中，所述车辆200可为纯电动汽车、纯电动货车、纯电动卡车、混合动力汽车、混合动力货车、混合动力卡车等。
本申请实施例还提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序供处理器调用后执行以实现前述任一实施例提供的充电控制方法。
本领域普通技术人员可以理解上述实施例的各种方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序可以存储于一计算机可读存储器中，存储器可以包括：闪存盘、只读存储器、随机存取器、磁盘或光盘等。
需要说明的是，对于前述的各方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本申请并不受所描述的动作顺序的限制，因为依据本申请，某些步骤可以采用其他顺序或者同时进行。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作和模块并不一定是本申请所必须的。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其他实施例的相关描述。
以上是本申请实施例的实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本申请实施例原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也视为本申请的保护范围。

Claims (19)

  1. 一种具有电动功能的车辆的充电控制方法，其特征在于，所述充电控制方法包括以下步骤：
    读取用户在预设时长内的车辆使用习惯数据，所述使用习惯数据包括在所述预设时长内，所述车辆每次充电的充电时间点以及每次用车的用车里程(S101)；
    检测当前时刻所述车辆的当前剩余电量(S102)；
    根据所述使用习惯数据确定所述车辆的预估需求电量(S103)；以及
    根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电(S104)。
  2. 根据权利要求1所述的车辆的充电控制方法，其特征在于，所述根据所述使用习惯数据确定所述车辆的预估需求电量，包括：
    获取所述车辆在满电状态下的可行驶里程N(S1031)；
    根据所述使用习惯数据确定当前时刻之后的下一充电时刻以及当前时刻至所述下一充电时刻的时间段内的用车总里程M，其中，所述用车总里程M为当前时刻至所述下一充电时刻的时间段内的所有用车里程之和(S1032)；以及
    根据所述用车总里程M以及所述可行驶里程N确定预估需求电量SOC1，其中，所述SOC1＝M/N*100％(S1033)。
  3. 根据权利要求1或2所述的车辆的充电控制方法，其特征在于，所述根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电，包括：
    在所述预估需求电量大于所述当前剩余电量时，确定所述车辆需要充电。
  4. 根据权利要求3所述的车辆的充电控制方法，其特征在于，所述充电控制方法还包括：
    控制将所述车辆充电至目标电量，其中，所述目标电量大于或等于所述预估需求电量。
  5. 根据权利要求4所述的车辆的充电控制方法，其特征在于，所述控制将所述车辆充电至目标电量，包括：
    在所述预估需求电量大于第一预设电量时，控制将所述车辆充电至等于所述预估需求电量的目标电量；以及
    在所述预估需求电量小于或等于所述第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的目标电量。
  6. 根据权利要求5所述的车辆的充电控制方法，其特征在于，所述控制将所述车辆充电至目标电量，包括：
    在所述预估需求电量与第二预设电量之和大于或等于所述第一预设电量时，控制将所述车辆充电至等于所述预估需求电量与所述第二预设电量之和的目标电量；以及
    在所述预估需求电量与第二预设电量之和小于所述第一预设电量时，控制将所述车辆充电至等于所述第一预设电量的目标电量。
  7. 根据权利要求1或2所述的车辆的充电控制方法，其特征在于，所述根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电，包括：
    在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量小于第三预设电量时，确定需要充电并控制将所述车辆充电至等于所述第三预设电量的目标电量；以及
    在所述预估需求电量小于或等于所述当前剩余电量，且所述当前剩余电量大于或等于所述第三预设电量时，确定不需要充电。
  8. 根据权利要求4或5所述的车辆的充电控制方法，其特征在于，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：
    在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；
    确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长；以及
    根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流。
  9. 根据权利要求8所述的车辆的充电控制方法，其特征在于，所述根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流包括：
    当所述目标电量等于所述预估需求电量时，根据所述第一充电时长以及所述预估需求电量与所述当前剩余电量之差确定所述充电电流。
  10. 根据权利要求6所述的车辆的充电控制方法，其特征在于，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：
    在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；
    确定当前时刻与所述下一用车起始时刻的间隔时长为第一充电时长；以及
    根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流。
  11. 根据权利要求10所述的车辆的充电控制方法，其特征在于，所述根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定充电电流包括：
    当所述目标电量等于所述预估需求电量与所述第二预设电量之和时，根据所述第一充电时长以及所述目标电量与所述当前剩余电量之差确定所述充电电流，其中，所述目标电量与所述当前剩余电量之差为所述预估需求电量与所述第二预设电量之和减去所述当前剩余电量；以及
    当所述目标电量等于所述第一预设电量时，根据所述第一充电时长以及所述第一预设电量与所述当前剩余电量之差确定所述充电电流。
  12. 根据权利要求4或5所述的车辆的充电控制方法，其特征在于，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：
    在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；
    根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长，其中，所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长；以及
    根据所述第二充电时长确定充电起始时刻，其中，所述充电起始时刻与所述下一用车起始时刻的间隔时长为所述第二充电时长。
  13. 根据权利要求12项所述的车辆的充电控制方法，其特征在于，所述根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长包括：
    当所述目标电量等于所述预估需求电量时，根据所述预设充电速率以及所述预估需求电量确定所述第二充电时长。
  14. 根据权利要求6所述的车辆的充电控制方法，其特征在于，所述使用习惯数据还包括在所述预设时长内，每次用车的用车时间点，所述方法还包括：
    在确定所述车辆需要充电时，根据所述每次用车的用车时间点确定当前时刻之后的下一用车起始时刻；
    根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长，其中， 所述第二充电时长小于当前时刻与所述下一用车起始时刻的间隔时长；以及
    根据所述第二充电时长确定充电起始时刻，其中，所述充电起始时刻与所述下一用车起始时刻的间隔时长为所述第二充电时长。
  15. 根据权利要求14项所述的车辆的充电控制方法，其特征在于，所述根据预设充电速率以及所述目标电量与所述当前剩余电量之差确定第二充电时长包括：
    当所述目标电量等于所述预估需求电量与所述第二预设电量之和时，根据所述预设充电速率以及所述预估需求电量与所述第二预设电量之和确定所述第二充电时长；以及
    当所述目标电量等于所述第一预设电量时，根据所述预设充电速率以及所述第一预设电量确定所述第二充电时长。
  16. 根据权利要求1至5任一项所述的车辆的充电控制方法，其特征在于，所述根据所述预估需求电量以及所述当前剩余电量确定所述车辆是否需要充电，包括：
    在所述预估需求电量小于或等于所述当前剩余电量时，确定不需要充电。
  17. 一种车辆的充电控制装置(100)，其特征在于，所述充电控制装置(100)包括：
    读取模块(10)，用于读取用户在预设时长内的车辆使用习惯数据，所述使用习惯数据包括在所述预设时长内，所述车辆每次充电的充电时间点以及每次用车的用车里程；
    检测模块(20)，用于检测当前时刻所述车辆的当前剩余电量；
    处理模块(30)，用于根据所述使用习惯数据确定所述车辆的预估需求电量以及根据所述预估需求电量和所述当前剩余电量确定所述车辆是否需要充电。
  18. 一种车辆(200)，其特征在于，包括电池(150)以及如权利要求17所述的充电控制装置(100)。
  19. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，所述计算机程序供处理器调用后执行以实现如权利要求1-16任一项所述的充电控制方法。
PCT/CN2022/126946 2021-11-24 2022-10-24 充电控制方法及装置、车辆、计算机可读存储介质 WO2023093410A1 (zh)

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