A battery fast charging method and system based on thermal management capability forward regulation

Abstract

The application provides a battery fast charging method based on thermal management capability prospective regulation, comprising the following steps: S1) a state recognition step; S2) a heat dissipation capability evaluation step; S3) a target current calculation step; S4) a battery adjustment and closed-loop control step: smoothly transitioning the current charging current to the target charging current; and continuously monitoring the battery temperature in the subsequent charging process, and dynamically adjusting the target charging current through closed-loop feedback based on the temperature difference between the actual battery temperature and the target temperature; the application also provides a battery fast charging system based on thermal management capability prospective regulation, comprising: a state recognition module; a heat dissipation capability evaluation module; a target current calculation module; and a current adjustment and closed-loop control module.

Description

Technical Field

[0001] This application relates to a fast charging method and system, specifically a battery fast charging method and system based on forward-looking regulation of thermal management capabilities. Background Technology

[0002] Rechargeable batteries, such as lithium-ion batteries, are widely used in electric vehicles, portable electronic devices, and energy storage systems due to their high energy density. To enhance user experience, fast charging technology has become crucial for industry development. Fast charging typically achieves this by applying a large current, but this exacerbates the Joule heating effect on the battery's internal ohmic and polarization resistances, causing a rapid rise in battery temperature. Meanwhile, the vehicle's thermal management system is usually a complex coupled system; the battery cooling circuit and the passenger compartment's air conditioning circuit may share components or exchange heat via refrigerant. Especially in summer or certain environments, the passenger compartment typically requires air conditioning to maintain comfort.

[0003] Current mainstream battery thermal safety management strategies are mostly passive feedback control modes. These systems monitor battery temperature in real time and only trigger a protection mechanism when the battery temperature reaches a preset safety upper limit threshold (e.g., 50°C or 55°C), instructing the charging equipment to significantly reduce or cut off the charging current. High-current charging can only resume after the battery has been cooled below the safe temperature by the thermal management system. Furthermore, when there is a high demand for cooling in the passenger compartment, the air conditioning system consumes a significant amount of compressor power and condenser heat dissipation capacity, inevitably crowding out thermal management resources available for battery cooling and further reducing battery cooling capacity.

[0004] This reactive, remedial control strategy has the following significant drawbacks: 1. Charging interruption and extended charging time: When the charging current drops sharply due to temperature peak, the battery needs time to dissipate heat, and the charging process enters a low-current plateau until the temperature returns to a safe range. This actually prolongs the overall charging time, failing to fully utilize the advantages of fast charging. 2. Exacerbated battery life degradation: Repeated exposure to high temperatures accelerates irreversible electrochemical side reactions such as the thickening of the solid electrolyte interface film, damage to the active material structure, and electrolyte decomposition, severely impairing the battery's health and cycle life. 3. System performance conflict: The competition between battery cooling and passenger compartment cooling for limited cooling resources may cause system oscillations, or force the shutdown of the passenger compartment air conditioning to ensure battery safety, resulting in a sharp decline in passenger compartment comfort. 4. Ignoring system thermal inertia and control lag: Both battery heat generation and thermal management system heat dissipation have inertia. When the temperature exceeds the limit, a large amount of heat has already accumulated. Even if the thermal management system operates at maximum power, it is difficult to instantly offset the heat generation, resulting in an "overshoot" phenomenon in temperature rise, and the control response has a natural lag. Summary of the Invention

[0005] The technical problem this invention aims to solve is that existing batteries experience excessively high initial temperatures during fast charging, leading to rapid temperature rise and a sharp decrease in charging current due to the large charging current. Furthermore, the passenger cabin air conditioning may be activated during fast charging, limiting battery cooling power, or the air conditioning may be shut off to ensure battery safety when the battery temperature is too high, affecting passenger comfort. To overcome these bottlenecks, this invention aims to provide a method and system capable of real-time sensing of the vehicle's thermal load and dynamically and accurately assessing the remaining heat dissipation capacity available for battery cooling, thereby proactively optimizing the charging strategy.

[0006] To achieve the above-mentioned objectives, the present invention adopts the following technical solution: This invention provides a battery fast charging method based on forward-looking regulation of thermal management capabilities, comprising the following steps: S1) Status recognition step: Monitor the battery status in real time during the charging process. When it is determined that the current charging current is greater than or equal to the set fast charging current threshold and the current battery temperature is higher than the first activation temperature threshold but lower than the charging limit temperature, the forward temperature control process is triggered. S2) Heat dissipation capacity assessment steps: After triggering the forward temperature control process, based on the current operating status and operating parameters of the thermal management system, the maximum steady-state heat dissipation power of the vehicle thermal management system under the current operating conditions is assessed and calculated, and the remaining heat dissipation power that can actually be used for battery cooling is dynamically assessed. S3) Target current calculation steps: Using the remaining heat dissipation power that can actually be used for battery cooling as a constraint, call and combine the pre-stored battery heat generation model to calculate a target charging current. Under this target charging current, the maximum temperature of the battery is limited to the allowable safe range. S4) Battery regulation and closed-loop control steps: smoothly transition the current charging current to the target charging current; and continuously monitor the battery temperature during subsequent charging, and dynamically adjust the target charging current based on the temperature difference between the actual battery temperature and the target temperature.

[0007] Furthermore, the set fast charging current threshold is a preset value determined based on the cell capacity, and the fast charging current threshold is greater than or equal to 250A; the first activation temperature threshold is a preset value that is 5°C to 15°C lower than the charging limit temperature.

[0008] Further, step S2 specifically includes: S21) Obtain the current operating parameters of the vehicle thermal management system; S22) Based on the test data of key components of the thermal management system, the maximum steady-state heat dissipation power of the vehicle thermal management system under the current operating conditions is obtained by calculating or querying a pre-established mapping table or database that reflects the correspondence between the operating parameters and the maximum steady-state heat dissipation power.

[0009] Furthermore, step S2, "dynamically assessing the remaining heat dissipation power actually available for battery cooling," specifically includes the following sub-steps: S23) Obtain the thermal status parameters of the crew compartment; S24) Based on the thermal state parameters, estimate the cooling power required to maintain the set temperature of the passenger cabin by means of a preset air conditioning load model or a lookup table method. S25) Subtract the required cooling power from the maximum steady-state heat dissipation power to obtain the remaining heat dissipation power that can actually be used for battery cooling.

[0010] Furthermore, in step S23), the thermal state parameters of the crew cabin obtained include: ambient temperature, crew cabin set temperature, and actual cabin temperature.

[0011] Furthermore, in step S3, the battery heat generation model is a function model based on the battery's ohmic internal resistance and Joule heating. The independent variables of this function model include at least the charging current, the battery state of charge, and the battery temperature.

[0012] Furthermore, in step S3, the principle for calculating the target charging current is to satisfy the following inequality constraint: T_target (I_target) ≤ T_Batt_max + T_margin; Where T_target is the predicted maximum battery temperature under the target charging current, T_Batt_max is the upper limit of the maximum battery temperature under charging limitation, and T_margin is the preset safety margin temperature.

[0013] Furthermore, in step S4, a proportional-integral-derivative control algorithm is used to dynamically fine-tune the target charging current so that the battery temperature is stabilized within a preset target temperature value or target temperature range.

[0014] Furthermore, the operating parameters include at least ambient temperature, and may also include one or more of the following: coolant flow rate, compressor speed, fan speed, or refrigerant pressure.

[0015] This invention also provides a battery fast charging system based on forward-looking regulation of thermal management capabilities, comprising: The status recognition module is used to monitor the charging current and current temperature of the battery in real time during the charging process, and triggers the forward temperature control process when it is determined that the charging current is greater than or equal to the fast charging current threshold and the current temperature is higher than the first activation temperature threshold but lower than the charging limit temperature. The heat dissipation capacity assessment module is used to evaluate and calculate the maximum steady-state heat dissipation power of the vehicle's thermal management system under the current operating conditions based on the current operating parameters of the thermal management system, and dynamically evaluate the remaining heat dissipation power that can actually be used for battery cooling in combination with the real-time heat load of the passenger compartment air conditioning system. The target current calculation module is used to calculate the target charging current by calling the pre-stored battery heat generation model with the remaining heat dissipation power as a constraint, so that the maximum temperature of the battery under the target charging current is limited to a preset safe temperature range. The current regulation and closed-loop control module is used to generate charging commands to smoothly transition the current charging current to the target charging current, and to dynamically adjust the target charging current in the subsequent charging process based on the temperature difference between the actual battery temperature and the target temperature.

[0016] The present invention has the following beneficial effects: 1. Through forward-looking calculations, the current is proactively adjusted before a temperature crisis occurs, completely avoiding a precipitous drop in charging current caused by reaching the upper temperature limit.

[0017] 2. By maintaining a charging current that is as high and stable as possible to match the heat dissipation capacity, the inefficient charging plateau period in traditional methods is avoided, thereby shortening the total charging time.

[0018] 3. By integrating the heat generated from battery charging with the comfort and cooling needs of the passenger cabin into a unified management framework, the limited cooling resources can be intelligently and dynamically allocated among different systems.

[0019] 4. It avoids the optimistic misjudgment of battery cooling capacity under high load conditions in the passenger cabin, so that the advance current limiting strategy can reliably take effect in any actual scenario.

[0020] 5. It ensures both the speed and safety of fast battery charging, while maximizing the comfort of the passenger cabin and avoiding performance bottlenecks between systems.

[0021] 6. By keeping the battery temperature consistently away from the high-temperature window that accelerates chemical degradation, the lifespan degradation caused by fast charging is significantly reduced, improving the long-term use value and economy of the battery.

[0022] 7. By using the capabilities of the thermal management system as the core decision input for the charging strategy, the electrochemical system and the thermodynamic system can work together in the optimal efficiency range, thereby improving the intelligence level of the entire energy system. Attached Figure Description

[0023] Figure 1 This is a flowchart of a battery active temperature control fast charging method according to an embodiment of the present invention; Figure 2 This is a schematic diagram comparing the charging current, temperature, and SOC changes over time between existing technologies and the present invention.

[0024] exist Figure 2 To clearly demonstrate the specific technical effects of the forward-looking control strategy of this invention, it is necessary to accurately compare the dynamic change trajectories of the "existing technology (original)" and the "invention (optimized)" simultaneously across three dimensions (current, temperature, and SOC). Because the two curves exhibit complex states of multiple intersections, overlaps, and trend reversals during the evolution of these three parameters over time, using traditional grayscale or simply changing the line type (such as solid or dashed lines) for presentation can easily lead to visual confusion, making it difficult for those skilled in the art to intuitively and accurately trace the complete parameter trajectory corresponding to each strategy. Therefore, to ensure the accuracy and intuitiveness of the disclosed technical information and fully highlight the technical advantages of this invention (such as avoiding temperature overshoot and eliminating inefficient charging plateau periods), [further details are needed]. Figure 2 The contrasting blue (representing the original strategy) and orange (representing the optimized strategy) color lines have been retained. Detailed Implementation

[0025] like Figure 1 The present invention provides a battery fast charging method based on forward-looking regulation of thermal management capabilities, comprising the following steps: S1) Status recognition step: Monitor the battery status in real time during the charging process. When it is determined that the current charging current is greater than or equal to the set fast charging current threshold and the current battery temperature is higher than the first activation temperature threshold but lower than the charging limit temperature, the forward temperature control process is triggered. S2) Heat dissipation capacity assessment steps: After triggering the forward temperature control process, based on the current operating status and operating parameters of the thermal management system, the maximum steady-state heat dissipation power of the vehicle thermal management system under the current operating conditions is assessed and calculated, and the remaining heat dissipation power that can actually be used for battery cooling is dynamically assessed. S3) Target current calculation steps: Using the remaining heat dissipation power that can actually be used for battery cooling as a constraint, call and combine the pre-stored battery heat generation model to calculate a target charging current. Under this target charging current, the maximum temperature of the battery is limited to the allowable safe range. S4) Battery regulation and closed-loop control steps: smoothly transition the current charging current to the target charging current; and continuously monitor the battery temperature during subsequent charging, and dynamically adjust the target charging current based on the temperature difference between the actual battery temperature and the target temperature.

[0026] Furthermore, the set fast charging current threshold is a preset value determined based on the cell capacity, and the fast charging current threshold is greater than or equal to 250A; the first activation temperature threshold is a preset value that is 5°C to 15°C lower than the charging limit temperature.

[0027] Further, step S2 specifically includes: S21) Obtain the current operating parameters of the vehicle thermal management system; S22) Based on the test data of key components of the thermal management system, the maximum steady-state heat dissipation power of the vehicle thermal management system under the current operating conditions is obtained by calculating or querying a pre-established mapping table or database that reflects the correspondence between the operating parameters and the maximum steady-state heat dissipation power.

[0028] Furthermore, step S2, "dynamically assessing the remaining heat dissipation power actually available for battery cooling," specifically includes the following sub-steps: S23) Obtain the thermal status parameters of the crew compartment; S24) Based on the thermal state parameters, estimate the cooling power required to maintain the set temperature of the passenger cabin by means of a preset air conditioning load model or a lookup table method. S25) Subtract the required cooling power from the maximum steady-state heat dissipation power to obtain the remaining heat dissipation power that can actually be used for battery cooling.

[0029] Furthermore, in step S23), the thermal state parameters of the crew cabin obtained include: ambient temperature, crew cabin set temperature, and actual cabin temperature.

[0030] Furthermore, in step S3, the battery heat generation model is a function model based on the battery's ohmic internal resistance and Joule heating. The independent variables of this function model include at least the charging current, the battery state of charge, and the battery temperature.

[0031] Furthermore, in step S3, the principle for calculating the target charging current is to satisfy the following inequality constraint: T_target(I_target)≤T_Batt_max+T_margin; Where T_target is the predicted maximum battery temperature under the target charging current, T_Batt_max is the upper limit of the maximum battery temperature under charging limitation, and T_margin is the preset safety margin temperature.

[0032] Furthermore, in step S4, a proportional-integral-derivative control algorithm is used to dynamically fine-tune the target charging current so that the battery temperature is stabilized within a preset target temperature value or target temperature range.

[0033] Furthermore, the operating parameters include at least ambient temperature, and may also include one or more of the following: coolant flow rate, compressor speed, fan speed, or refrigerant pressure.

[0034] This invention also provides a battery fast charging system based on forward-looking regulation of thermal management capabilities, comprising: The status recognition module is used to monitor the charging current and current temperature of the battery in real time during the charging process, and triggers the forward temperature control process when it is determined that the charging current is greater than or equal to the fast charging current threshold and the current temperature is higher than the first activation temperature threshold but lower than the charging limit temperature. The heat dissipation capacity assessment module is used to evaluate and calculate the maximum steady-state heat dissipation power of the vehicle's thermal management system under the current operating conditions based on the current operating parameters of the thermal management system, and dynamically evaluate the remaining heat dissipation power that can actually be used for battery cooling in combination with the real-time heat load of the passenger compartment air conditioning system. The target current calculation module is used to calculate the target charging current by calling the pre-stored battery heat generation model with the remaining heat dissipation power as a constraint, so that the maximum temperature of the battery under the target charging current is limited to a preset safe temperature range. The current regulation and closed-loop control module is used to generate charging commands to smoothly transition the current charging current to the target charging current, and to dynamically adjust the target charging current in the subsequent charging process based on the temperature difference between the actual battery temperature and the target temperature.

[0035] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0036] Example

[0037] This embodiment discloses a battery fast charging method based on forward-looking regulation of thermal management capabilities. Existing passive feedback control modes have significant drawbacks when dealing with extreme conditions (such as fast charging after outdoor exposure in Turpan, resulting in excessively high initial temperatures). Because both battery heat generation and the thermal management system's heat dissipation have physical thermal inertia, by the time the system detects an excessive temperature, heat has often already accumulated significantly. Even if the thermal management system operates at maximum power, it is difficult to instantly offset the heat generation, leading to overshoot in temperature control and inherent lag. Repeated exposure to high temperatures accelerates irreversible electrochemical side reactions such as the thickening of the solid electrolyte interface film, damage to the active material structure, and electrolyte decomposition, severely impairing battery health. This invention changes this situation by using the real-time heat dissipation capability of the thermal management system as a forward-looking constraint input to the charging strategy. The specific steps are as follows: Step S0: Preparation Phase Through experimental calibration, a battery heat generation power model was established: P_heat=I^2 R_internal(SOC,T) is a function of the battery's internal resistance, which is a function of the battery's state of charge (SOC) and temperature (T).

[0038] Step S1: Identification of Fast Charging Status and High Temperature Conditions

[0039] The vehicle is connected to a DC fast charging station, and the vehicle controller identifies it as fast charging mode. During the charging process, the battery temperature T_batt and the charging current I_chg are monitored in real time. When the current charging current I_chg = 300A (greater than the fast charging current threshold I_fast = 250A) and the battery temperature T_batt rises to 46°C (higher than the first activation temperature threshold T1 = 45°C), the active control strategy is triggered.

[0040] Step S2: Dynamic assessment of the real-time heat dissipation capacity of the thermal management system and the available cooling capacity of the battery.

[0041] After the strategy is triggered, an assessment of the energy distribution of the vehicle's thermal management system is performed: S21~S22: Obtain ambient temperature data T_amb=40℃ from the air conditioning controller via the CAN bus. Based on bench test data of key components such as the compressor and condenser fan, consult the ambient temperature and air conditioning system capacity mapping table to obtain the current total vehicle cooling capacity P_total_max as 9kW.

[0042] S23~S24: Obtain the thermal status parameters of the passenger compartment via the CAN bus: ambient temperature T_amb=40℃, passenger compartment set temperature T_cabin_set=22℃, actual cabin temperature T_cabin=26℃. Based on this, the air conditioning controller calculates that the cooling power P_cabin_req required to maintain the current cabin temperature of 22℃ is 4.5kW.

[0043] S25: The vehicle controller calculates the remaining power available for battery cooling using the formula P_batt_available = P_total_max - P_cabin_req - P_other. In this embodiment, after deducting the passenger compartment load and other system accessory loads P_other, the actual remaining power available for battery cooling is calculated to be P_batt_available = 9kW - 4.5kW = 4.5kW. This means that after meeting the passenger compartment comfort requirements, the system can only provide 4.5kW of power for battery cooling.

[0044] Step S3: Calculate the target current based on the battery's available cooling capacity.

[0045] The control decision module uses the current SOC and temperature to call the battery heat generation model for prediction.

[0046] Core physical model and constraints: This model is built upon the energy conservation thermal balance equation.

[0047] Where I is the current, h is the convective heat transfer coefficient, A is the heat dissipation area, and T is the battery temperature. Let C be the coolant temperature, C be the battery specific heat capacity, and m be the battery mass. The constraint is the maximum heat dissipation power P_cool_max (i.e., ... ≤P_cool_max) and the highest temperature T≤T_Batt_max+T_margin, where Let q be the specific heat capacity of the coolant, and q be the mass flow rate of the coolant. This refers to the coolant outlet temperature. This refers to the coolant inlet temperature.

[0048] Iterative Calculation: The model found that if the current maximum charging current of 500A is maintained, the battery temperature will reach a maximum of 58℃ as charging progresses. Therefore, the system performs iterative calculations with a fixed current bias (e.g., 10A) to reduce the maximum charging current in the low SOC range. The final calculated target charging current is I_target = 300A. The model predicts that the battery's maximum temperature at this current is 49℃, satisfying the constraint T_target(I_target) ≤ T_Batt_max + T_margin, and slightly lower than the system's set maximum safe target temperature (50℃).

[0049] Technical effect verification

[0050] Combination Figure 2 The following is a comparison of the method parameters of the prior art and the present invention: Because existing technology (blue line) ignores system thermal inertia and adopts a reactive strategy, the temperature not only quickly reaches or even exceeds the target upper limit (58°C), but also causes charging to be interrupted. The current drops sharply from 500A to 100A, forming an inefficient plateau period, and fails to fully utilize the advantages of fast charging.

[0051] This invention (orange line) utilizes the aforementioned proactive control to smoothly reduce the current before a temperature crisis occurs (before the temperature reaches 50°C), preventing a precipitous drop. Subsequently, it maintains a charging current that is as high and stable as possible, matching the heat dissipation capacity (maintained around 300A and dynamically adjusted in a closed loop), effectively shortening the total charging time (reflected in a faster attainment of the target value on the SOC curve) and successfully limiting the battery temperature away from the high-temperature window that accelerates chemical degradation, significantly optimizing battery lifespan. Technical details not described in detail in this invention, such as specific PID control parameters and the detailed calibration process of the battery heat generation model, are existing technologies known to those skilled in the art.

[0052] The embodiments described above are merely further illustrations of the present invention and are not intended to limit the present invention in any other way. The present invention may have many other embodiments. Without departing from the spirit and essence of the present invention, those skilled in the art can make various corresponding modifications and changes based on the present invention, but all such modifications and changes should fall within the protection scope of the present invention.

Claims

1. A battery fast charging method based on forward-looking regulation of thermal management capabilities, characterized in that, Includes the following steps: S1) Status recognition step: Monitor the battery status in real time during the charging process. When it is determined that the current charging current is greater than or equal to the set fast charging current threshold and the current battery temperature is higher than the first activation temperature threshold but lower than the charging limit temperature, the forward temperature control process is triggered. S2) Heat dissipation capacity assessment steps: After triggering the forward temperature control process, based on the current operating status and operating parameters of the thermal management system, the maximum steady-state heat dissipation power of the vehicle thermal management system under the current operating conditions is assessed and calculated, and the remaining heat dissipation power that can actually be used for battery cooling is dynamically assessed. S3) Target current calculation steps: Using the remaining heat dissipation power that can actually be used for battery cooling as a constraint, call and combine the pre-stored battery heat generation model to calculate a target charging current. Under this target charging current, the maximum temperature of the battery is limited to the allowable safe range. S4) Battery regulation and closed-loop control steps: smoothly transition the current charging current to the target charging current; and continuously monitor the battery temperature during subsequent charging, and dynamically adjust the target charging current based on the temperature difference between the actual battery temperature and the target temperature.

2. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 1, characterized in that: The set fast charging current threshold is a preset value determined based on the cell capacity, and the fast charging current threshold is greater than or equal to 250A; the first activation temperature threshold is a preset value that is 5°C to 15°C lower than the charging limit temperature.

3. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 1, characterized in that, Step S2 specifically includes: S21) Obtain the current operating parameters of the vehicle thermal management system; S22) Based on the test data of key components of the thermal management system, the maximum steady-state heat dissipation power of the vehicle thermal management system under the current operating conditions is obtained by calculating or querying a pre-established mapping table or database that reflects the correspondence between the operating parameters and the maximum steady-state heat dissipation power.

4. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 1 or 3, characterized in that, The step S2, "dynamically assessing the remaining heat dissipation power actually available for battery cooling," specifically includes the following sub-steps: S23) Obtain the thermal status parameters of the crew compartment; S24) Based on the thermal state parameters, estimate the cooling power required to maintain the set temperature of the passenger cabin by means of a preset air conditioning load model or a lookup table method. S25) Subtract the required cooling power from the maximum steady-state heat dissipation power to obtain the remaining heat dissipation power that can actually be used for battery cooling.

5. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 4, characterized in that: In step S23), the thermal state parameters of the crew cabin obtained include: ambient temperature, crew cabin set temperature, and actual cabin temperature.

6. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 1, characterized in that: In step S3, the battery heat generation model is a function model based on the battery's ohmic internal resistance Joule heating. The independent variables of this function model include at least the charging current, the battery state of charge, and the battery temperature.

7. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 1, characterized in that: In step S3, the principle for calculating the target charging current is to satisfy the following inequality constraint: T_target(I_target) ≤ T_Batt_max + T_margin; Where T_target is the predicted maximum battery temperature under the target charging current, T_Batt_max is the upper limit of the maximum battery temperature under charging limitation, and T_margin is the preset safety margin temperature.

8. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 1, characterized in that: In step S4, a proportional-integral-derivative control algorithm is used to dynamically fine-tune the target charging current so that the battery temperature is stabilized within a preset target temperature value or target temperature range.

9. The battery fast charging method based on forward-looking regulation of thermal management capability according to claim 3, characterized in that: The operating parameters include at least ambient temperature, and may also include one or more of the following: coolant flow rate, compressor speed, fan speed, or refrigerant pressure.

10. A battery fast charging system based on forward-looking regulation of thermal management capabilities, characterized in that, include: The status recognition module is used to monitor the charging current and current temperature of the battery in real time during the charging process, and triggers the forward temperature control process when it is determined that the charging current is greater than or equal to the fast charging current threshold and the current temperature is higher than the first activation temperature threshold but lower than the charging limit temperature. The heat dissipation capacity assessment module is used to evaluate and calculate the maximum steady-state heat dissipation power of the vehicle's thermal management system under the current operating conditions based on the current operating parameters of the thermal management system, and dynamically evaluate the remaining heat dissipation power that can actually be used for battery cooling in combination with the real-time heat load of the passenger compartment air conditioning system. The target current calculation module is used to calculate the target charging current by calling the pre-stored battery heat generation model with the remaining heat dissipation power as a constraint, so that the maximum temperature of the battery under the target charging current is limited to a preset safe temperature range. The current regulation and closed-loop control module is used to generate charging commands to smoothly transition the current charging current to the target charging current, and to dynamically adjust the target charging current in the subsequent charging process based on the temperature difference between the actual battery temperature and the target temperature.

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