Battery preheating method and apparatus

Abstract

The application provides a battery preheating method and device. The battery preheating method comprises the following steps: when a battery preheating state of a vehicle is in an activated state, according to battery information, it is estimated whether a temperature of a possible temperature range of battery charging and discharging meets a preheating enabling condition, the temperature of the possible temperature range of battery charging and discharging is used as a hypothetical battery temperature when the vehicle reaches a charging device by a preheated battery, and the preheating enabling condition is used to reflect an optimal balance condition of time saving and system energy consumption; a target temperature is determined according to the hypothetical battery temperature corresponding to the preheating enabling condition; and the battery is preheated according to the target temperature. In this way, the fast charging can be given priority, and the charging time can be shortened.

Description

Technical Field

[0001] This invention relates to the field of battery preheating technology, and in particular to a battery preheating method and apparatus. Background Technology

[0002] With the increasing prevalence of electric vehicles, the difficulty of charging their batteries remains a major complaint from consumers. While fast charging technology can shorten charging time, batteries are highly sensitive to temperature, significantly reducing the allowable charging current at low temperatures, thus greatly diminishing the advantages of fast charging. Therefore, ensuring the battery temperature is suitable for fast charging when the vehicle arrives at a charging station to maximize its benefits and shorten charging time is a pressing technical challenge. Summary of the Invention

[0003] This application provides a battery preheating method and apparatus, which allows the battery temperature when the vehicle arrives at the charging station to give full play to the advantages of fast charging and shorten the charging time.

[0004] This application provides a battery preheating method, including:

[0005] When the vehicle's battery preheating state is activated, based on the battery information, it is estimated whether the temperature of the possible temperature range for battery charging and discharging meets the preheating activation conditions. The temperature of the possible temperature range for battery charging and discharging is used as the assumed battery temperature when the vehicle arrives at the charging device via the preheated battery. The preheating activation conditions are used to reflect the optimal balance between saving time and system energy consumption.

[0006] The target temperature is determined based on the assumed battery temperature corresponding to the preheating activation conditions.

[0007] The battery is preheated according to the target temperature.

[0008] This application provides a battery preheating device, comprising:

[0009] The preheating prediction module is used to estimate whether the temperature of the possible temperature range of battery charging and discharging meets the preheating activation conditions when the battery preheating state of the vehicle is activated, based on the battery information. The temperature of the possible temperature range of battery charging and discharging is used as the assumed battery temperature when the vehicle arrives at the charging equipment after the preheated battery.

[0010] The battery target temperature determination module is used to determine the target temperature based on the assumed battery temperature that meets the preheating activation conditions. The preheating activation conditions are used to reflect the optimal balance between saving time and system energy consumption.

[0011] A preheating module is used to preheat the battery according to the target temperature.

[0012] Furthermore, the preheating activation conditions include time-saving preheating activation conditions and energy-consumption-limiting preheating activation conditions; the battery information includes the initial temperature of the battery when the vehicle is in its current position, and the preheating activation conditions for the vehicle to at least reach the safe driving point of the charging equipment.

[0013] Furthermore, the battery target temperature determination module includes:

[0014] A time-saving estimation unit is used to estimate the time saved by using a preheated battery compared to not using a preheated battery during the charging process of the charging equipment for the vehicle.

[0015] A time-saving activation condition determination unit is used to determine whether the time saving meets the preheating activation condition for time saving;

[0016] A preheating energy consumption estimation unit is used to estimate the preheating energy consumption required for the battery to reach the assumed battery temperature when the vehicle is in its current position.

[0017] An energy consumption activation condition determination unit is used to determine whether the preheating energy consumption meets the preheating activation conditions with energy consumption limits;

[0018] The safe driving determination unit is used to determine whether the remaining driving range meets the preheating activation conditions for safe driving.

[0019] The battery target temperature determination module includes:

[0020] The battery target temperature determination unit is used to take the assumed battery temperature corresponding to the preheating activation conditions that meet the safe driving conditions, the preheating activation conditions that meet the time-saving conditions, and the preheating activation conditions that meet the energy consumption limits as the target temperature.

[0021] Furthermore, the preheating energy consumption estimation unit is specifically used to: estimate the preheating energy consumption corresponding to both the initial temperature and the assumed battery temperature based on the correspondence between the initial temperature, the assumed battery temperature and the preheating energy consumption.

[0022] Furthermore, the preheating energy consumption estimation unit is specifically used to: determine the energy consumption to be corrected corresponding to both the initial temperature and the assumed battery temperature from the correspondence between the initial temperature, the assumed battery temperature and the energy consumption; determine a first correction coefficient for the energy consumption to be corrected; and use the first correction coefficient to correct the battery discharge power to obtain the corrected battery discharge power as the preheating energy consumption.

[0023] Furthermore, the preheating activation conditions with energy consumption limitation include preheating activation conditions with energy consumption ratio limitation.

[0024] The energy consumption activation condition determination unit is specifically used for: determining the energy consumption ratio corresponding to the assumed battery temperature based on the vehicle's average energy consumption rate, the preheating energy consumption, and the time saved, wherein the energy consumption ratio includes the extended driving distance per unit time saved by the vehicle; and determining whether the energy consumption ratio meets the preheating activation condition limited by the energy consumption ratio.

[0025] The battery target temperature determination unit is further configured to: take the assumed battery temperature corresponding to the preheating activation condition that meets the safe driving conditions, the preheating activation condition that meets the time-saving conditions, and the preheating activation condition that meets the energy consumption ratio limit as the target temperature.

[0026] Furthermore, the battery information includes the initial charging capacity of the vehicle upon arrival at the charging equipment, the target charging capacity of the battery upon termination of charging, and the initial charging temperature of the vehicle upon arrival at the charging equipment.

[0027] The time-saving estimation unit includes:

[0028] A battery charging time determination subunit is used to estimate the charging time from the initial charging capacity to the target capacity based on the charging start temperature during the charging process of the vehicle by the charging equipment. The charging start temperature is the assumed battery temperature and the battery operating temperature of the vehicle when it arrives at the charging equipment. The charging time includes a second charging time for the preheated battery to charge to the target capacity and a first charging time for the unused preheated battery to charge to the target capacity.

[0029] The time-saving determination subunit is used to determine the difference between the second charging time and the first charging time as the time-saving time corresponding to the assumed battery temperature.

[0030] Furthermore, the initial charging capacity includes the initial charging capacity of the preheated battery and the initial charging capacity of the battery not being preheated.

[0031] The time-saving estimation unit is specifically used for:

[0032] The real-time temperature determination subunit is used to determine the real-time temperature of the battery during the charging process of the vehicle by the charging device, starting from the charging start temperature.

[0033] The second correction coefficient determination subunit is used to determine the second correction coefficient for the charging time corresponding to the real-time temperature.

[0034] The actual charging power determination subunit is used to determine the actual charging power of the charging equipment during the charging process of the vehicle.

[0035] The third correction coefficient determination subunit is used to determine the third correction coefficient for the charging time corresponding to the actual charging power;

[0036] The corrected charging time determination subunit is used to correct the charging time using the second correction coefficient and the third correction coefficient.

[0037] Furthermore, the second correction coefficient determining subunit is specifically used to: determine the second correction coefficient from the relationship between the power correction coefficient and the charging power;

[0038] And / or,

[0039] The third correction coefficient determination subunit is specifically used to: determine the third correction coefficient from the relationship between the temperature correction coefficient and the battery temperature.

[0040] Furthermore, the actual charging power determination subunit is specifically used for:

[0041] The actual charging power is determined based on the charging information of the charging device and the vehicle charging information.

[0042] Furthermore, the vehicle charging information includes the rated charging power; the actual charging power determination subunit is specifically used for:

[0043] The charging information of the charging device received by the human-computer interaction system is obtained, and the charging information includes the rechargeable power.

[0044] The power with the smallest power value among the rechargeable power and the rated charging power is selected as the actual charging power; or, if multiple rechargeable powers are greater than the rated charging power, the rated charging power is selected as the actual charging power; or, if multiple rechargeable powers are less than the rated charging power, the maximum rechargeable power among the multiple rechargeable powers is selected as the actual charging power.

[0045] Furthermore, the device also includes: a vehicle temperature rise prediction module;

[0046] The vehicle temperature rise prediction module includes:

[0047] The vehicle temperature rise determination unit is used to determine the battery temperature rise when the vehicle arrives at the charging equipment based on the initial temperature and driving time.

[0048] The fourth correction coefficient determination unit is used to determine the fourth correction coefficient for the battery driving temperature rise corresponding to the battery driving temperature.

[0049] The battery driving temperature rise correction unit is used to correct the battery driving temperature rise using the fourth correction coefficient to obtain the corrected battery driving temperature rise.

[0050] A battery driving temperature determination unit is used to obtain the battery driving temperature using the corrected battery driving temperature rise and the initial temperature.

[0051] Furthermore, the fourth correction coefficient determination unit is specifically used for:

[0052] The fourth correction factor is determined from the relationship between the battery discharge power correction factor and the battery discharge power.

[0053] Furthermore, the method also includes: a battery preheating function activation judgment module, used to determine whether the vehicle's detection activation information meets the preheating activation conditions; and when the detected activation information meets the preheating activation conditions, determining that the vehicle's battery preheating state is in an activated state.

[0054] Furthermore, the battery preheating function activation judgment module includes:

[0055] The battery preheating function activation determination unit is used to determine whether the vehicle's battery preheating state is activated based on at least one of whether the vehicle's destination is a charging device and whether it has received an activation command for vehicle preheating.

[0056] A battery preheating function activation determination unit is configured to determine that the battery preheating state of the vehicle is activated when at least one of the following conditions is met: the vehicle's destination is a charging device, or the vehicle receives an activation command for preheating.

[0057] This application provides a battery preheating system, including one or more processors for implementing the method described above.

[0058] This application provides a computer-readable storage medium having a program stored thereon, which, when executed by a processor, implements the method described above.

[0059] In some embodiments, the battery preheating method of this application, when the vehicle's battery preheating state is activated, estimates whether the temperature of the possible temperature range for battery charging and discharging meets the preheating activation conditions based on battery information. A target temperature is determined based on the assumed battery temperature corresponding to the met preheating activation conditions. The preheating activation conditions reflect the optimal balance between time saving and system energy consumption. Thus, considering the optimal balance between time saving and system energy consumption, the target temperature is determined from the estimated possible temperature range for battery charging and discharging, based on the assumed battery temperature corresponding to the met preheating activation conditions. This ensures that the battery heating consumption is low when the vehicle arrives at the charging station, and that the battery temperature meets the preheating activation conditions upon arrival, allowing fast charging to take advantage and shortening charging time. Attached Figure Description

[0060] Figure 1 The diagram shown is a schematic representation of the battery preheating method according to an embodiment of this application applied to a battery preheating system.

[0061] Figure 2 The diagram shown is a schematic flowchart of a battery preheating method according to an embodiment of this application.

[0062] Figure 3 As shown Figure 2 The diagram shows a detailed process flow for the battery preheating method.

[0063] Figure 4 As shown Figure 2 A flowchart illustrating the process of determining the preheating activation conditions for the battery preheating method shown.

[0064] Figure 5 As shown Figure 4 A schematic diagram of the specific process of steps 101 and 102 of the battery preheating method shown;

[0065] Figure 6 As shown Figure 2 A schematic diagram of the specific process of steps 110 and 130 of the battery preheating method shown;

[0066] Figure 7 The diagram shown is a schematic representation of a battery preheating device provided in an embodiment of this application.

[0067] Figure 8 The diagram shown is a schematic representation of the specific modules of the battery preheating device provided in this application embodiment;

[0068] Figure 9 The diagram shown is a block diagram of the battery preheating system provided in an embodiment of this application. Detailed Implementation

[0069] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with one or more embodiments of this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of one or more embodiments of this specification as detailed in the appended claims.

[0070] It should be noted that the steps of the corresponding methods are not necessarily performed in the order shown and described in this specification in other embodiments. In some other embodiments, the methods may include more or fewer steps than described in this specification. Furthermore, a single step described in this specification may be broken down into multiple steps in other embodiments; and multiple steps described in this specification may be combined into a single step in other embodiments.

[0071] To address the critical technical issue of ensuring that the battery temperature is optimal for fast charging and reduces charging time before the vehicle arrives at a charging station, this application provides a battery preheating method. When the vehicle's battery preheating is activated, the method estimates whether the possible temperature range for battery charging and discharging meets the preheating activation conditions based on battery information. A target temperature is determined based on the assumed battery temperature corresponding to the preheating activation conditions. These preheating activation conditions reflect the optimal balance between time saving and system energy consumption. Thus, considering the optimal balance between time saving and system energy consumption, the target temperature is determined from the estimated possible temperature range for battery charging and discharging, based on the assumed battery temperature corresponding to the preheating activation conditions. This ensures that battery heating consumes minimal energy when the vehicle arrives at the charging station, and that the battery temperature meets the preheating activation conditions, allowing fast charging to take advantage and reducing charging time, thereby maximizing the benefits of time saving and system energy consumption reduction.

[0072] Figure 1 The diagram shown is a schematic diagram of the battery preheating method applied to the battery preheating system 10 according to an embodiment of this application.

[0073] like Figure 1 As shown, the battery preheating system 10 may include a navigation system 11, a human-machine interaction system 12, a vehicle control system 13, and a thermal management system 14. The vehicle control system 13 may include, but is not limited to, a body controller 131.

[0074] The navigation system 11 is connected to the vehicle control system 13. The navigation system 11 can determine navigation information, identify whether the destination is a charging device, and send information such as the charging device's charging information and the vehicle's arrival information to the body controller 131 via CAN (Controller Area Network) signals. The charging information of the charging device may include, but is not limited to, one or more of the following: charging power and charging time.

[0075] The human-machine interface system 12 is connected to the vehicle control system 13. The human-machine interface system 12 can be configured with human-machine interaction information. For example, this information includes battery preheating activation / deactivation options, and a drop-down menu with options for automatic activation and immediate activation. The driver can choose to activate / deactivate the battery preheating function according to their preference, and the human-machine interface system 12 sends the menu status information to the body controller 131 via a CAN signal. The human-machine interface system 12 receives feedback from the vehicle control system 13 regarding the status of the battery preheating system 10 and displays it to the driver in real time.

[0076] The thermal management system 14 is connected to the vehicle control system 13, and transmits its capabilities and status to the vehicle control system 13 via CAN signals. Upon receiving a battery preheating enable command from the vehicle control system 13, the thermal management system 14 activates the heating elements to heat the battery, aiming to reach the target temperature before reaching the destination. The heating elements may include, but are not limited to, thermistors. The battery may be, but is not limited to, a power battery.

[0077] The vehicle control system 13 is connected to the navigation system 11, the human-machine interface system 12, and the thermal management system 14, respectively, and receives information from these systems. Based on the received information, it selects the target temperature for battery preheating, determines the start time for battery preheating, and sends a battery preheating enable command. It then sends the target temperature and the enable command to the thermal management system 14 to activate battery preheating. Furthermore, it sends the heating status of the thermal management system 14 to the human-machine interface system 12 for display. The received information may include, but is not limited to, one or more of the following: the vehicle's battery preheating status, charging information from the charging equipment, vehicle arrival information at the charging equipment, and battery information. The vehicle's battery preheating status may include, but is not limited to, being in an active or inactive state. Battery information may include, but is not limited to, battery temperature, battery charging time, battery usage time, battery charge level, and the target charge level for charging termination. The target capacity can be reflected by the SOC (State of Charge), which indicates the battery's remaining capacity. It is numerically defined as the ratio of remaining capacity to the battery's total capacity, usually expressed as a percentage. The target capacity can also be reflected by the actual remaining capacity.

[0078] The navigation system 11 and the human-machine interface system 12, acting as external information acquisition units, send the necessary external information to the vehicle control system 13 via messages. The vehicle control system 13, acting as a processing unit, calculates the optimal target temperature for battery preheating and enables battery preheating based on the acquired external information, taking into account charging time savings and system energy consumption. The thermal management system 14, acting as an execution unit, activates the heating elements to heat the battery upon receiving the heating enable command and target temperature from the vehicle control system 13, ensuring the battery reaches the target temperature before reaching its destination.

[0079] The battery preheating system 10 is suitable for battery thermal management and can be applied to battery charging scenarios in low-temperature environments. When the navigation destination is a fast-charging station, the battery can be heated to an efficient charging area before the vehicle arrives at the charging station, saving charging time and improving the user experience.

[0080] The battery preheating method of this application embodiment can be applied to vehicles, battery preheating systems 10, vehicle control systems 13, and body controllers 131 of the vehicle control systems 13. For ease of explanation, the body controllers 131 in the vehicle control systems 13 will be used as an example for the following description. No limitation is intended.

[0081] Figure 2 The diagram shown is a schematic flowchart of a battery preheating method according to an embodiment of this application.

[0082] like Figure 2 As shown, the battery preheating method may include, but is not limited to, the following steps 110 to 130:

[0083] Step 110: When the vehicle's battery preheating state is activated, based on the battery information, estimate whether the temperature of the possible temperature range for battery charging and discharging meets the preheating activation conditions. The temperature of the possible temperature range for battery charging and discharging is used as the assumed battery temperature when the vehicle arrives at the charging device via the preheated battery. The preheating activation conditions are used to reflect the optimal balance between saving time and system energy consumption.

[0084] The aforementioned activation state indicates that the preheating state has been activated. When battery preheating is subsequently activated, simply turning it on will enable the preheating function. Thus, by dividing the vehicle's battery preheating state into an activation state and a preheating start state, the assumed battery temperature corresponding to the preheating activation conditions can be estimated under the activation state, allowing for direct initiation of preheating and facilitating faster startup.

[0085] The possible temperature ranges for battery charging and discharging are determined through pre-testing and statistical analysis, representing the battery temperature within the optimal operating range for charging and discharging. For example, the temperatures within these possible temperature ranges can include an assumed battery temperature matrix T for battery charging. batt_1 as follows:

[0086] 20℃ 22℃ 24℃ 26℃ 28℃ 30℃ 32℃ 34℃ 36℃

[0087] The above assumes a battery temperature matrix T batt_1 The target temperature is not a fixed value; temperatures ranging from 20 to 36°C could be selected. The final target temperature is determined based on the preheating activation conditions. Thus, an assumption of the battery temperature within the entire possible temperature range is used as the target temperature. A calculation is performed, and based on the results, a specific battery temperature that meets the preheating activation conditions is selected from these assumed target temperatures and used as the final target temperature. This target temperature is then used for subsequent battery preheating.

[0088] Step 120: Determine the target temperature based on the assumed battery temperature corresponding to the preheating activation conditions. Energy consumption refers to the expenditure of energy.

[0089] Step 120 above may include multiple assumed battery temperatures or a single assumed battery temperature corresponding to the preheating activation condition. Multiple means greater than or equal to 2. Further, in some embodiments, step 120 may include, but is not limited to, selecting one assumed battery temperature from the multiple assumed battery temperatures corresponding to the preheating activation condition and determining it as the target temperature. Specifically, the lowest (minimum) assumed battery temperature is selected from the multiple assumed battery temperatures and determined as the target temperature. In this way, the target temperature for preheating the battery can be achieved while minimizing energy consumption, facilitating subsequent battery charging. In other embodiments, step 120 may include, but is not limited to, determining one assumed battery temperature corresponding to the preheating activation condition as the target temperature.

[0090] Step 130: Preheat the battery according to the target temperature.

[0091] Step 130 above can be implemented in several ways:

[0092] In one implementation, step 130 may further include, but is not limited to, the following two steps: First, based on the target temperature, a battery preheating enable command is generated and sent to the thermal management system 14. Second, the thermal management system 14, based on the battery preheating enable command sent by the VCU (vehicle control unit), activates the heating elements to preheat the battery. In this way, the required battery preheating can be completed before reaching the destination, improving the effectiveness of preheating; otherwise, it would be unnecessary to activate battery preheating.

[0093] Specifically, the first step described above may further include, but is not limited to, the following two steps: First, determining the timing (or sending time) for sending the battery preheating enable command based on the target temperature and the battery preheating time required. Second, when the sending timing is reached, sending a battery preheating enable command to the thermal management system 14. The battery preheating enable command includes one or more of the following: the target temperature, the start time of preheating, and the battery preheating time t1. Corresponding to the second step, upon receiving the battery preheating enable command, the thermal management system 14 responds by activating the heating element to preheat the battery according to the start time specified in the battery preheating enable command.

[0094] Figure 3 As shown Figure 2 The diagram shows a detailed process flow for the battery preheating method.

[0095] like Figure 3As shown, the timing for the VCU to send the battery preheating enable command is determined by whether the time required for battery preheating is greater than or equal to the time required to reach the destination. If yes, the timing for the battery preheating enable command has not been reached; otherwise, the timing for the battery preheating enable command has been reached. Specifically, the VCU sends the battery preheating enable command when the time required for battery preheating is less than or equal to the time required to reach the destination, at which point the thermal management system 14 activates battery preheating. At this time, battery preheating can be completed. If the time required for battery preheating is greater than the time required to reach the destination, battery preheating is not activated.

[0096] The time t1 required for the battery preheating is calculated as follows:

[0097]

[0098] In the formula, t1 is the time required for the thermal management system 14 to heat the battery to the target temperature, E1 is the energy consumption of the thermal management system 14 to heat the battery to the target temperature, and P heat The power that the thermal management system 14 can contribute to battery heating. The available power value of the heating element of the thermal management system 14 is taken as its maximum value, which can be considered as a fixed value.

[0099] In some implementations, step 130 above may further include, but is not limited to, the following two steps: First, based on the target temperature, a battery preheating enable command is generated and sent to the thermal management system 14. The battery preheating enable command includes the target temperature and the required battery preheating time. Second, the thermal management system 14 determines the start time of the battery preheating enable command based on the VCU. When the start time is reached, the battery preheating enable command is generated. Third, the heating element responds to the battery preheating enable command and preheats the battery. In this way, the required battery preheating can be completed before reaching the destination, improving the effectiveness of preheating; otherwise, there is no need to activate battery preheating. Further details are omitted here.

[0100] In this embodiment, considering the optimal balance between saving time and system energy consumption, a target temperature is determined from the estimated possible temperature range for battery charging and discharging, based on the assumed battery temperature corresponding to the preheating activation condition. This ensures that the battery heating consumption is low when the vehicle arrives at the charging station, and that the battery temperature at the charging station allows fast charging to take advantage and shorten charging time.

[0101] Figure 4 As shown Figure 2 The flowchart illustrates the process of determining the preheating activation conditions for the battery preheating method.

[0102] like Figure 2 and Figure 4 As shown, prior to step 110 above, the battery preheating method further includes steps 101 to 102:

[0103] Step 101: Determine whether the vehicle's detection activation information meets the preheating activation conditions.

[0104] The activation detection information reflects the preheating activation information. The activation detection information may include, but is not limited to, at least one of the following: whether the vehicle's destination is a charging device, and whether a vehicle preheating activation command has been received.

[0105] Step 101 above may further include, but is not limited to, determining whether the vehicle's battery preheating state is active based on at least one of the following: whether the vehicle's destination is a charging device, and whether a vehicle preheating activation command has been received. If the vehicle's destination is a charging device and at least one of the following is true, the vehicle's battery preheating state is determined to be active. The method also includes: if the vehicle's destination is not a charging device and at least one of the following is true, the vehicle's battery preheating state is determined to be inactive, in which case the battery preheating function is terminated. Thus, battery preheating can be activated in multiple ways. Separately determining whether the vehicle's destination is a charging device or whether a vehicle preheating activation command has been received improves the efficiency of determining the vehicle's battery preheating state. Simultaneously determining both the vehicle's destination and the vehicle preheating activation command improves the accuracy of determining the vehicle's battery preheating state.

[0106] Of course, the battery preheating state of the aforementioned vehicle is not activated, which can also be described as the vehicle's battery preheating state not being activated. This is not a limitation.

[0107] Step 102: If the detected activation information meets the preheating activation conditions, the vehicle's battery preheating state is determined to be activated. The method also includes: if the detected activation information does not meet the preheating activation conditions, the vehicle's battery preheating state is determined to be inactive. This improves the accuracy of determining the vehicle's battery preheating state.

[0108] Figure 5 As shown Figure 4 The diagram shows the specific flow chart of steps 101 and 102 of the battery preheating method.

[0109] like Figure 5As shown, step 101 may further include, but is not limited to, step 1011, detecting whether the vehicle's destination is a charging device. If yes, that is, the vehicle's destination is a charging device, then step 1012 is executed; if no, the vehicle's destination is not a charging device, then the process returns to continue executing step 1011 or returns to execute step 1011 at a preset interval.

[0110] Step 102 may further include, but is not limited to, the following two steps: Step 1012, sending a prompt message to the human-machine interface system indicating whether preheating is activated. Step 1013, determining whether the response instruction received from the human-machine interface system in response to the prompt message is an activation consent instruction. If yes, proceed to step 1014. If no, proceed to step 1015. Step 1014, if the response instruction received from the human-machine interface system in response to the prompt message is an activation consent instruction, respond to the activation consent instruction and determine that the vehicle's battery preheating is in an activated state. Step 1015, if the response instruction received from the human-machine interface system in response to the prompt message is not an activation consent instruction (also known as an activation rejection instruction), respond to the activation rejection instruction and determine that the vehicle's battery preheating is in an inactive state.

[0111] The charging equipment may include, but is not limited to, one or more of charging piles and battery swapping stations. The charging pile may be, but is not limited to, a fast-charging pile. For example, a fast-charging pile may be a DC fast-charging pile. Thus, the battery preheating function can be activated if both conditions are met: the driver turns on the navigation system 11 and sets the navigation destination to a DC fast-charging pile, and the driver sets the battery preheating function to active or enabled on the human-machine interface system 12. This makes the activation of the battery preheating function more reliable. If any of the above conditions are not met, the battery preheating function is not activated, and the battery preheating method terminates.

[0112] Specific application examples are as follows:

[0113] Example 1: When the driver can start the vehicle, the human-machine interface system 12 prompts whether to activate the battery preheating. The system then receives the driver's input activation command for vehicle preheating. At this point, it is determined that the vehicle's battery preheating is active. Then, if the navigation system 11 or the body controller 131 detects that the vehicle's destination is a charging station while the vehicle continues to drive or is started, it will subsequently determine whether to activate preheating. In this way, the driver activates the preheating autonomously, reducing the energy consumption of continuously detecting whether the destination is a charging station. The above prompts may include, but are not limited to, one or more of text displays and audio prompts.

[0114] Example 2: When the navigation system 11 or the vehicle controller 131 detects that the vehicle's destination is a charging station, the human-machine interface system 12 prompts the driver to activate the battery preheating. The human-machine interface system 12 then receives the driver's input to activate the vehicle preheating. At this point, it is determined that the vehicle's battery preheating is active. Thus, the destination is automatically detected, and the navigation system 11 automatically triggers the human-machine interface system 12 to prompt the driver, who then makes the selection. This semi-automatic approach allows for human-machine interaction and provides the driver with the freedom to choose.

[0115] Example 3: When the navigation system 11 or the body controller 131 detects that the vehicle's destination is a charging device, preheating is automatically activated. At this time, it is determined that the vehicle's battery preheating state is activated. In this way, the entire preheating activation process can be automated by automatically detecting whether the preheating activation conditions have been met, reducing manual operation, achieving driver-unnoticed operation, and improving the driver's experience.

[0116] When the vehicle arrives at the charging facility at its destination, the method further includes determining the initial charging capacity of the battery upon arrival at the charging facility by means of (1) to (3) as follows:

[0117] (1) Determine the vehicle's energy consumption based on the vehicle's travel information upon arrival at the charging station. The travel information includes the historical average energy consumption received by the vehicle's dashboard and the distance between the current location and the charging station.

[0118] (2) Determine the driving energy consumption based on the historical average energy consumption received by the vehicle's dashboard and the distance between the current location and the charging equipment. The driving information may include, but is not limited to, one or more of the average vehicle speed received by the vehicle's dashboard and the driving time required to reach the destination.

[0119] (3) Determine the initial charge level of the battery when the vehicle arrives at the charging equipment based on the initial charge level, driving energy consumption and total battery capacity.

[0120] The battery information mentioned above includes the initial battery charge and the total battery charge when the vehicle is at its current location. Furthermore, (3) above includes the process for determining the initial charging charge for the following two scenarios.

[0121] like Figure 3 In the first scenario shown, when the vehicle arrives at the charging equipment without a preheated battery, the initial charging capacity of the unused preheated battery upon arrival at the charging equipment is determined based on the initial charge level, driving energy consumption, preheating energy consumption, and the total battery capacity. The remaining SOC1 of the battery when the vehicle arrives at the charging equipment without a preheated battery is referred to as the initial charging capacity of the unused preheated battery upon arrival at the charging equipment.

[0122] For example, based on the distance S1 between the current location and the destination, and the historical average energy consumption P... AVG The vehicle's driving energy consumption E2 is calculated using the following E2 formula. Furthermore, based on the initial battery charge SOC0, the vehicle's driving energy consumption E2, and the total battery capacity, the remaining SOC1 of the unused preheated battery upon arrival at the charging station is calculated using the following SOC1 formula.

[0123] E2 = P AVG *S1

[0124] SOC1 = SOC0 - E2 / E batt

[0125] In the formula, E2 represents the predicted vehicle driving energy consumption to reach the destination, also known as driving energy consumption, and P... AVG For average energy consumption, S1 is the distance from the current location to the destination, SOC0 is the battery SOC at the current moment, SOC1 is the remaining battery SOC upon reaching the destination, and E batt This represents the total capacity of the battery.

[0126] Continue in such Figure 3 In the second scenario shown, when the vehicle arrives at the charging equipment via a preheated battery, the initial charging capacity of the preheated battery upon arrival is determined based on the initial charge level, driving energy consumption, and the total battery capacity. The remaining SOC2 of the battery when the vehicle arrives at the charging equipment via the preheated battery is referred to as the initial charging capacity of the preheated battery upon arrival at the charging equipment.

[0127] For example, if the preheating function is activated, in addition to the aforementioned energy consumption E2, there is also heating energy consumption E1. The thermal management system 14 activates the heating of the battery based on the distance S1 between the current location and the destination, and the historical average energy consumption P. AVG The remaining SOC2 of the preheated battery when the vehicle arrives at the charging equipment is calculated using the following SOC2 formula, taking into account the vehicle's driving energy consumption E2, initial battery charge SOC0, distance S1 between the current location and the destination, battery heating energy consumption E1, and total battery capacity.

[0128] SOC2=SOC0-(E1+E2) / E batt

[0129] In the formula, E1 is the predicted power consumption required to heat the battery to the target temperature, also known as preheating energy consumption, E2 is the predicted vehicle driving energy consumption to reach the destination, and P AVG The historical average energy consumption is given, S1 is the distance from the current location to the destination, SOC0 is the current battery SOC, SOC2 is the remaining battery SOC upon reaching the destination, and E is the distance from the current location to the destination. battThis represents the total capacity of the battery.

[0130] The discharge power P of the above battery drive There are several ways to determine this. The battery's discharge power, P... drive It can be the fixed discharge power of the vehicle itself, or it can be determined according to the following formula, where the discharge power P is calculated. drive The specific formula is as follows:

[0131]

[0132] In the formula, M is the weight, g is the acceleration due to gravity, f is the rolling friction resistance of the vehicle, and C d Let A be the vehicle's drag coefficient, A be the vehicle's frontal area, and V be the predicted average vehicle speed upon arrival at the destination, as sent by the navigation system. Thus, the discharge power P can be calculated based on the average speed upon arrival at the destination sent by the navigation system. drive .

[0133] Figure 6 As shown Figure 2 The diagram shows the specific flow chart of steps 110 and 130 of the battery preheating method.

[0134] continue Figures 2 to 6 In the embodiments, continue Figure 2 As shown, the preheating activation conditions include time-saving preheating activation conditions and energy consumption-limiting preheating activation conditions; battery information includes the initial battery temperature when the vehicle is in its current location, and the preheating activation condition for safe driving at least to the charging equipment. Thus, by using time-saving, energy consumption-limiting, and safe driving preheating activation conditions, it is possible to save as much time as possible and shorten charging time as possible under both safe driving conditions and energy consumption-limited conditions.

[0135] Step 110 may further include, but is not limited to, at least the following steps 111 through 115:

[0136] Step 111: Estimate the time saved by using a preheated battery during the charging process compared to not using a preheated battery.

[0137] Combination Figure 2 The battery information shown includes the initial charging capacity of the battery when the vehicle arrives at the charging station, the target charging capacity, and the initial charging temperature when the vehicle arrives at the charging station. The initial charging capacity includes the initial charging capacity of the preheated battery and the initial charging capacity of the unpreheated battery.

[0138] like Figure 3As shown, step 110 above may further include, but is not limited to, the following two steps: First, during the charging process, the charging time from the initial charge level to the target charge level is estimated based on the initial charging temperature. The initial charging temperature is the assumed battery temperature and the battery operating temperature upon arrival at the charging equipment. The charging time includes a second charging time for preheating the battery to the target charge level and a first charging time for charging the unused preheated battery to the target charge level. Thus, based on the target charge level, the initial charge level, the battery temperature at the destination, and the charging information sent by the navigation system 11, the charging time required to reach the target SOC is calculated. In this way, by obtaining basic data through real-vehicle testing or simulation and using the first step above, the charging time required to reach the target SOC is obtained, resulting in a more accurate charging time.

[0139] See also Figure 3 As shown, step 1 can be further specified to include, during the charging process of the charging device for the vehicle, estimating a second charging time from the initial charging capacity of the preheated battery to the target capacity based on an assumed battery temperature. During the charging process of the charging device for the vehicle, estimating a first charging time from the initial charging capacity of the unused preheated battery to the target capacity based on the battery's operating temperature. For example, when the battery preheating function is not activated, the first charging time is estimated based on the battery's operating temperature T upon arrival at the destination. batt_2 The first charging time t required to charge the battery to the target capacity or target SOC, and the remaining SOC1 of the battery when the vehicle arrives at the charging equipment without preheating the battery, is determined by this calculation. noestimated Alternatively, determine the first charging time t required to charge the battery to the target SOC without enabling battery preheating. noestimated .

[0140] When the battery preheating function is activated, the battery temperature T is assumed upon arrival at the destination. batt_1 Based on the target battery capacity or target SOC, the remaining SOC2 of the battery when the vehicle arrives at the charging equipment after the preheated battery, and the charging power, determine the second charging time t required for the battery to charge to the target capacity when the battery preheating is activated. estimated Alternatively, determine the second charging time t required for the battery to charge to the target SOC when battery preheating is activated. estimated .

[0141] Step 2: The difference between the second charging time and the first charging time is determined as the time saved corresponding to the assumed battery temperature.

[0142] For example, the time saving can be obtained by using the following formula to calculate the charging time saving Δt compared to not using the battery preheating function, where the formula for the saved charging time Δt is as follows:

[0143] Δt=t noeatimated -t estimated

[0144] The aforementioned saved charging time Δt can also be referred to as time saving. This is the difference between the charging time required to heat the battery to the target temperature with battery preheating enabled and the charging time required without battery preheating enabled.

[0145] Step 112: Determine whether the time-saving feature meets the preheating activation conditions for time saving.

[0146] The preheating activation conditions for time saving may include, but are not limited to, whether the time saved is greater than a preset time threshold, or whether the time saved is within a preset threshold range. The time saved Δt must be no less than the preset time threshold, and the preset time threshold must be greater than or equal to 5 minutes and less than or equal to 20 minutes. For example... Figure 3 For example, the preset time threshold is 8 minutes, so the time saved is ≥8 minutes.

[0147] Step 113: Estimate the preheating energy consumption required to reach the assumed battery temperature when the vehicle is in its current position.

[0148] In some embodiments of step 113 above, further steps may include, but are not limited to, estimating the preheating energy consumption corresponding to both the initial temperature and the assumed battery temperature based on the correspondence between the initial temperature, the assumed battery temperature, and the preheating energy consumption. The correspondence may include a correspondence between all three, or a correspondence between any two. In other embodiments of step 113 above, further steps may include, but are not limited to: determining candidate preheating energy consumptions based on the correspondence between the initial temperature and the preheating energy consumption; and determining a preheating energy consumption from the candidate preheating energy consumptions based on the correspondence between the assumed battery temperature and the preheating energy consumption, as the estimated preheating energy consumption corresponding to both the initial temperature and the assumed battery temperature. The correspondence may include one or more of the following: a list relationship, a curve relationship, and a function relationship.

[0149] See also Figure 3 As shown, the above-mentioned estimation of the preheating energy consumption corresponding to both the initial temperature and the assumed battery temperature based on the correspondence between the initial temperature, the assumed battery temperature and the preheating energy consumption may further include the following steps (1) to (3): Step (1) determines the energy consumption to be corrected corresponding to both the initial temperature and the assumed battery temperature from the correspondence between the initial temperature, the assumed battery temperature and the energy consumption.

[0150] The correspondence between the initial temperature, assumed battery temperature, and energy consumption in step (1) above can be, but is not limited to, a table showing the correspondence between the initial temperature, assumed battery temperature, and energy consumption. For example, Table 1 shows the battery temperature when heated to the target temperature T. batt_1A table showing the required energy consumption E0.

[0151] Table 1

[0152]

[0153] The energy consumption table mentioned above can be obtained through simulation or bench testing.

[0154] Step (2): Determine the first correction coefficient for the energy consumption corresponding to the energy consumption to be corrected.

[0155] Example in step (2) above: From the correspondence table between the energy consumption to be corrected and the first correction factor shown in Table 2 below, determine the first correction factor for the energy consumption corresponding to the energy consumption to be corrected:

[0156] Table 2

[0157] First correction factor 1.3 1.1 1.0 0.95 0.9 0.85 0.8 0.75 0.7

[0158] For ease of understanding, the first correction factor can also be called the battery discharge power correction factor k1. Different battery discharge powers P... drive The different battery temperature rise rates caused by these differences result in different energy consumption by the thermal management system 14 in heating the battery to the target temperature. Therefore, a battery discharge power correction coefficient k1 needs to be introduced to correct the energy consumption when reaching the destination.

[0159] The battery discharge power mentioned above refers to the vehicle's driving power, which is related to operating conditions, such as average vehicle speed. When the battery discharge power is not within the range listed in Table 2, the first correction factor can be either extrapolated or interpolated. Generally, interpolation is used, with linear interpolation (interpolation) applied within the limit range. Outside the limit range, values ​​at either end of the limit are used (extrapolation). When the battery discharge power is not within the range listed in Table 2, the first correction factor can be taken as the nearest or largest value. For example, if the battery discharge power is 8kW, the value of 1.3 corresponding to a 10kW battery discharge power would be directly used.

[0160] Step (3): Use the first correction factor to correct the battery discharge power and obtain the corrected battery discharge power as the preheating energy consumption.

[0161] In the example of step (3) above, the energy E1 consumed by the thermal management system 14 to heat the battery to the target temperature can be used to obtain the corrected battery discharge power as the preheating energy consumption. The energy E1 formula is as follows: E1=k1*E0.

[0162] In this embodiment, battery discharge power refers to the driving power during vehicle operation. For the battery, if the vehicle's driving power is high, the battery itself will generate more heat due to charging and discharging. When the battery heats up to the target temperature, the heating energy consumption will decrease accordingly. Therefore, power is introduced for correction. This improves the accuracy of battery discharge power, and thus allows for more accurate calculation of preheating energy consumption.

[0163] Step 114: Determine whether the preheating energy consumption meets the preheating activation conditions with energy consumption limits.

[0164] The preheating activation conditions with energy consumption limitations may include, but are not limited to, whether the energy consumption is less than a preset energy consumption threshold. Both the energy consumption-limited preheating activation conditions and the time-saving preheating activation conditions are used to achieve a result of low preheating energy consumption and long saving time.

[0165] Step 115: Determine whether the remaining driving range meets the preheating activation conditions for safe driving.

[0166] The preheating activation condition for safe driving reflects that the vehicle's battery has sufficient charge to reach the destination. This condition may include, but is not limited to, whether the remaining driving range exceeds a predetermined driving range threshold or whether the remaining driving range is within a predetermined range. The predetermined driving range threshold may be, but is not limited to, greater than or equal to 20 km and less than or equal to 50 km. Figure 3 For example, the threshold mileage can be 40km, so the remaining range is ≥40km.

[0167] The execution order of steps 112, 114 and 115 above is not limited; they can be executed in parallel or sequentially.

[0168] The method also includes the termination of the preheating activation condition judgment logic when the preheating activation condition for saving time does not meet the preheating activation condition for saving time, the preheating activation condition for preheating energy consumption does not meet the energy consumption limit, or the preheating activation condition for remaining driving range does not meet the preheating activation condition for safe driving, and the corresponding assumed battery temperature ends this preheating activation condition judgment logic.

[0169] In some embodiments, step 120 may further include, but is not limited to, performing step 121 after executing steps 111 to 114 above, and using the assumed battery temperature corresponding to the preheating activation conditions that meet safe driving requirements, the preheating activation conditions that meet time-saving requirements, and the preheating activation conditions that meet energy consumption limits as the target temperature. Thus, under safe driving conditions, the benefits are better maximized through the preheating activation conditions that meet energy consumption limits and the preheating activation conditions that meet time savings.

[0170] For example, the assumed battery temperature corresponding to the thresholds of time saving greater than a preset duration threshold, energy consumption less than a preset energy consumption threshold, and remaining driving range greater than a predetermined driving range is taken as the target temperature.

[0171] In other embodiments, after performing steps 111 to 113 above, the assumed battery temperature corresponding to the preheating activation conditions that meet the time-saving and energy-consumption-limited requirements is used as the target temperature. Thus, by using both energy-consumption-limited and time-saving preheating activation conditions, efficiency is better maximized.

[0172] Continue as Figure 6 As shown, the preheating activation conditions with energy consumption limits include preheating activation conditions with energy consumption ratio limits. In some embodiments of step 114 above, the following two steps may be included: Step 1, determining the energy consumption ratio corresponding to the assumed battery temperature based on the vehicle's average energy consumption rate, preheating energy consumption, and time saving. The energy consumption ratio includes the extended driving distance per unit time saved by the vehicle. The energy consumption ratio is used to reflect the benefits of battery preheating. If excessive power consumption occurs, battery preheating need not be activated. If reasonable power consumption occurs, battery preheating can be activated. Step 2, determining whether the energy consumption ratio meets the preheating activation conditions with energy consumption ratio limits. Correspondingly, step 130 above may further include, but is not limited to, using the assumed battery temperature corresponding to the preheating activation conditions that meet safe driving conditions, the preheating activation conditions that meet time saving conditions, and the preheating activation conditions that meet energy consumption ratio limits as the target temperature. In this way, the energy consumption ratio more easily reflects the conditions for maximizing the benefits of time saving and energy consumption. This can improve the effectiveness of preheating.

[0173] The preheating activation conditions for energy consumption ratio limitation may include, but are not limited to, an energy consumption ratio not exceeding the energy consumption ratio limitation threshold. The energy consumption ratio limitation threshold is greater than or equal to 3 km / min and less than or equal to 7 km / min. For example... Figure 3 For example, the energy consumption ratio limit threshold is 5 km / min, so the energy consumption ratio is ≤5 km / min.

[0174] In one embodiment of step 1 above, the method may further include using an energy consumption ratio R based on the vehicle's average energy consumption rate, preheating energy consumption, and time saving. atio The formula determines the energy consumption ratio R corresponding to the assumed battery temperature. atio The formula is as follows:

[0175] R atio =(E1 / E con ) / Δt

[0176] In the formula, R atioE1 represents the energy consumption ratio corresponding to the assumed battery temperature, measured in km / h. E1 is the energy required to heat to the target temperature, measured in kWh. con The vehicle's average energy consumption rate is measured in kWh / km, and Δt represents the time saved after activating battery preheating (see step 111). For example, the vehicle's average energy consumption rate can be the average energy consumption over the most recent 10km. Furthermore, the remaining driving range and the vehicle's average energy consumption rate are displayed on the vehicle's dashboard. Thus, the energy consumption ratio R is obtained by dividing the vehicle's average energy consumption rate by the preheating energy consumption and the time saved. atio To maximize time savings while minimizing energy consumption.

[0177] In another embodiment of step 1 above, the energy consumption ratio R may be obtained by dividing the difference between the vehicle's average energy consumption rate and the preheating energy consumption by the time saved. atio Further details will not be elaborated here.

[0178] Continue as Figure 3 As shown, the initial charging capacity includes the initial charging capacity of the preheated battery and the initial charging capacity of the battery before preheating. Step 1 above may further include, but is not limited to:

[0179] 1) Starting from the initial charging temperature, determine the real-time battery temperature during the charging process of the vehicle by the charging equipment.

[0180] 2) Determine the second correction factor for the charging time corresponding to the real-time temperature.

[0181] In some embodiments, step 2) above may further include, but is not limited to, determining a second correction coefficient from the relationship between the power correction coefficient and the charging power. The relationship between the power correction coefficient and the charging power may include a table-based relationship, a curve-based relationship, or a function-based relationship.

[0182] In other embodiments, a pre-stored second correction coefficient is obtained. Details will not be elaborated further here.

[0183] 3) Determine the actual charging power of the charging equipment during the charging process of the vehicle.

[0184] The above-mentioned 3) may further include, but is not limited to, determining the actual charging power based on the charging information of the charging device and the vehicle charging information. When the navigation destination is a fast-charging station, the battery can be heated to a high-efficiency charging area before the vehicle arrives at the charging station, thereby saving charging time and improving the user experience. The battery preheating method of this application embodiment comprehensively considers battery information and charging information of the charging device, taking into account both saving charging time and energy consumption. Any other corresponding changes or modifications made according to the embodiments of this application are within the scope of the embodiments of this application and will not be elaborated here.

[0185] The vehicle charging information includes the rated charging power. The determination of the actual charging power based on the charging equipment's charging information and the vehicle's charging information includes: 1. Obtaining the charging information of the charging equipment received by the human-machine interface system, including the rechargeable power. 2. Selecting the power with the lowest value from the rechargeable power and the rated charging power as the actual charging power; or, if multiple rechargeable powers are greater than the rated charging power, selecting the rated charging power as the actual charging power; or, if multiple rechargeable powers are less than the rated charging power, selecting the largest rechargeable power among the multiple rechargeable powers as the actual charging power. Thus, the last option allows for the selection of a suitable and larger power, which is more conducive to fast charging.

[0186] Continue to combine Figure 3 As shown, the method further includes the following four steps: First, determine the battery temperature rise upon arrival at the charging equipment based on the initial temperature and driving time. Second, determine a fourth correction coefficient for the battery temperature rise corresponding to the battery driving temperature. In some embodiments, the second step may further include, but is not limited to, determining the fourth correction coefficient from the relationship between the battery discharge power correction coefficient and the battery discharge power. The relationship between the battery discharge power correction coefficient and the battery discharge power may include a table relationship, a curve relationship, or a function relationship. In other embodiments, a fixed fourth correction coefficient is obtained. This will not be elaborated further here. Third, correct the battery temperature rise using the fourth correction coefficient to obtain the corrected battery temperature rise. Fourth, use the corrected battery temperature rise and the initial temperature to obtain the battery driving temperature. Thus, based on the initial battery temperature T... batt_0 Estimated travel time to destination, battery discharge power P drive Predict the battery temperature T at the time of arrival at the destination batt_2 For batteries where preheating is not activated, the vehicle's temperature rise can be corrected separately.

[0187] For example, for a battery without preheating activated, based on the battery's initial temperature T... batt_0 The battery temperature rise ΔT when the vehicle arrives at its destination, calculated based on the driving time, is shown in Table 3 below:

[0188] Table 3

[0189]

[0190] For example, the relationship between the battery discharge power correction factor and the battery discharge power can be illustrated in Table 4 below. Table 4 is a table showing the correspondence between the fourth correction factor and the battery discharge power.

[0191] Table 4

[0192]

[0193] In Table 4 above, the fourth correction factor can also be called the battery discharge power correction factor k2. The higher the battery discharge power, i.e., the vehicle's driving power, the more heat the battery generates and the faster its temperature rises; therefore, the higher the power, the larger the factor. Different battery discharge powers P... drive The different rates of battery temperature rise caused by the discharge power necessitate the introduction of a battery discharge power correction factor k2 to adjust for the battery temperature upon arrival at the destination. Both battery discharge power correction factors k1 and k2 are used to account for the impact of battery discharge power (i.e., vehicle driving power) on battery temperature rise, but their magnitudes differ. k1 corrects for energy consumption, while k2 corrects for temperature rise. Because of the higher the battery discharge power, the faster the temperature rises.

[0194] For batteries where preheating is not activated, the following T method is used. batt_2 The formula yields the battery temperature rise during driving. At this point, the battery temperature T at the time of arrival at the destination... batt_2 The formula is as follows:

[0195] T batt_2 =T batt_0 +ΔT*k2

[0196] 4) Determine the third correction factor for the charging time corresponding to the actual charging power.

[0197] In some embodiments, step 4) above may further include, but is not limited to, determining a third correction coefficient from the relationship between the temperature correction coefficient and the battery temperature. The relationship between the temperature correction coefficient and the battery temperature may include a table-based relationship, a curve-based relationship, or a function-based relationship. In other embodiments, a pre-stored third correction coefficient is obtained. Further details are omitted here.

[0198] 5) Use the second and third correction factors to correct the charging time and obtain the estimated charging time.

[0199] Combination Figure 3and Figure 6 As shown in Table 5, which illustrates the possible temperature ranges for battery charging and discharging, the charging time t0 corresponding to the charging from the initial State of Charge (SOC) to the target SOC at the vehicle's destination is used to determine the battery charging process. Table 5 shows the correspondence between the charging time t0 corresponding to the SOC arriving at the destination at different times and the charging time t0 corresponding to the target SOC.

[0200] Table 5

[0201]

[0202] Through real vehicle testing or simulation, the charging time t0 for charging from different SOCs to the target SOC is calculated.

[0203] For example, the relationship between the temperature correction factor and the battery temperature can be illustrated in Table 6 below. Table 6 shows the relationship between the second correction factor and the battery temperature.

[0204] Table 6

[0205]

[0206] As shown in Table 6 above, different battery temperatures have a significant impact on the time it takes for the battery to charge from the initial SOC to the target SOC. Therefore, a temperature correction factor k3 needs to be introduced to adjust the charging time. This second correction factor can also be called the temperature correction factor k3. The higher the battery temperature during charging, the smaller the impact on charging time. After reaching a certain temperature (an example battery temperature of 20 degrees Celsius), it has almost no effect on the charging time.

[0207] For example, the relationship between the power correction factor and the charging power can be illustrated in Table 7 below. Table 7 shows the relationship between the third correction factor and the charging power.

[0208] Table 7

[0209]

[0210] In Table 7 above, the third correction factor can also be called the charging power correction factor k4. The higher the charging power during battery charging, the smaller the impact on charging time. The magnitude of the charging power has a significant impact on the time it takes for the battery to charge from the initial SOC to the target SOC, so the charging power correction factor k4 needs to be introduced to correct the charging time.

[0211] Continue as Figure 3 As shown, the following formula is used to correct the charging time and determine the charging time t required for the battery to reach the target capacity or the charging time t required for the battery to reach the target SOC:

[0212] t = t0 * k3 * k4

[0213] Figure 7 The diagram shown is a schematic diagram of the battery preheating device provided in an embodiment of this application.

[0214] like Figure 7 As shown, the battery preheating device includes the following modules:

[0215] The preheating prediction module 31 is used to estimate whether the temperature of the possible temperature range of battery charging and discharging meets the preheating activation conditions when the battery preheating state of the vehicle is activated, based on battery information. The temperature of the possible temperature range of battery charging and discharging is used as the assumed battery temperature when the vehicle arrives at the charging equipment after the preheated battery.

[0216] The battery target temperature determination module 32 is used to determine the target temperature based on the assumed battery temperature that meets the preheating activation conditions. The preheating activation conditions are used to reflect the optimal balance between saving time and system energy consumption.

[0217] The preheating module 33 is used to preheat the battery according to the target temperature.

[0218] In some embodiments, preheating activation conditions include time-saving preheating activation conditions and energy-consumption-limiting preheating activation conditions; battery information includes the initial temperature of the battery when the vehicle is in its current location and preheating activation conditions for safe driving of the vehicle to at least reach the charging equipment.

[0219] Figure 8 The diagram shown is a schematic diagram of the specific modules of the battery preheating device provided in the embodiment of this application.

[0220] like Figure 8 As shown, the battery target temperature determination module 32 includes a battery target temperature determination unit 321, which uses the assumed battery temperature corresponding to the preheating activation conditions that meet the safe driving conditions, the preheating activation conditions that meet the time-saving conditions, and the preheating activation conditions that meet the energy consumption limit conditions as the target temperature.

[0221] The aforementioned preheating module 33 may further include a thermal management system activation timing determination unit 331, used to generate a battery preheating enable command based on the target temperature and send the battery preheating enable command to the thermal management system 14. The thermal management system 14 then activates the heating element to preheat the battery according to the battery preheating enable command sent by the VCU. Thus, the battery preheating management function is enabled through the battery target temperature determination module 32 and the thermal management system activation timing determination unit 331.

[0222] The battery preheating device also includes a battery preheating function activation judgment module 41, used to determine whether the vehicle's detection activation information meets the preheating activation conditions; if the activation information meets the preheating activation conditions, the battery preheating state of the vehicle is determined to be activated. If the activation information does not meet the preheating activation conditions, the battery preheating state of the vehicle is determined to be inactive. Thus, the battery preheating management function activation and judgment can be achieved through the battery preheating function activation judgment module 41.

[0223] The battery preheating device also includes: a vehicle temperature rise prediction module 42, used to determine the battery temperature rise when the vehicle arrives at the charging equipment based on the initial temperature and driving time; determine a fourth correction coefficient for the battery temperature rise corresponding to the battery temperature rise; correct the battery temperature rise using the fourth correction coefficient to obtain the corrected battery temperature rise; and obtain the battery temperature rise using the corrected battery temperature rise and the initial temperature.

[0224] The battery preheating device also includes a battery charging time determination subunit 43, which is used to estimate the charging time from the initial charging capacity to the target capacity based on the charging start temperature during the charging process of the charging equipment for the vehicle. The charging start temperature is the assumed battery temperature and the battery operating temperature when the vehicle arrives at the charging equipment. The charging time includes a second charging time for the preheated battery to charge to the target capacity and a first charging time for the unused preheated battery to charge to the target capacity.

[0225] The battery information includes the initial battery charge and total battery charge when the vehicle is currently in its current position. The battery preheating device also includes a battery charging start-up charge estimation module 44, used to determine the driving energy consumption based on the vehicle's travel information upon arrival at the charging equipment; and to determine the battery charging start-up charge when the vehicle arrives at the charging equipment based on the initial charge, driving energy consumption, and total battery capacity. Thus, the battery preheating management function is achieved through the battery charging start-up charge estimation module 44, the driving temperature rise prediction module 42, and the battery charging time determination subunit 43.

[0226] In some embodiments, the battery target temperature determination module 32 includes:

[0227] A time-saving estimation unit is used to estimate the time saved by using a preheated battery compared to not using a preheated battery during the charging process of the vehicle by the charging equipment.

[0228] The time-saving activation condition determination unit is used to determine whether the time saving meets the preheating activation conditions for time saving;

[0229] The preheating energy consumption prediction unit is used to predict the preheating energy consumption required for the battery to reach the assumed battery temperature when the vehicle is in its current position.

[0230] The energy consumption activation condition determination unit is used to determine whether the preheating energy consumption meets the preheating activation conditions that limit energy consumption.

[0231] The safe driving determination unit is used to determine whether the remaining driving range meets the preheating activation conditions for safe driving.

[0232] Battery target temperature determination module 32 includes:

[0233] The battery target temperature determination unit 321 is used to take the assumed battery temperature corresponding to the preheating activation conditions that meet the safe operation conditions, the preheating activation conditions that meet the time-saving conditions, and the preheating activation conditions that meet the energy consumption limit as the target temperature.

[0234] In some embodiments, the preheating energy consumption estimation unit is specifically used to: estimate the preheating energy consumption corresponding to both the initial temperature and the assumed battery temperature based on the correspondence between the initial temperature, the assumed battery temperature and the preheating energy consumption.

[0235] In some embodiments, the preheating energy consumption estimation unit is specifically used to: determine the energy consumption to be corrected corresponding to both the initial temperature and the assumed battery temperature from the correspondence between the initial temperature, the assumed battery temperature and the energy consumption; determine a first correction coefficient for the energy consumption to be corrected; and use the first correction coefficient to correct the battery discharge power to obtain the corrected battery discharge power as the preheating energy consumption.

[0236] In some embodiments, the preheating activation conditions for energy consumption limitation include the preheating activation conditions for energy consumption ratio limitation.

[0237] The energy consumption activation condition determination unit is specifically used to: determine the energy consumption ratio corresponding to the assumed battery temperature based on the vehicle's average energy consumption rate, preheating energy consumption, and time saving, whereby the energy consumption ratio includes the extended driving distance per unit time saving of the vehicle; and determine whether the energy consumption ratio meets the preheating activation condition that limits the energy consumption ratio.

[0238] The battery target temperature determination unit 321 is further configured to: take the assumed battery temperature corresponding to the preheating activation conditions that meet the safe operation conditions, the preheating activation conditions that meet the time-saving conditions, and the preheating activation conditions that meet the energy consumption ratio limit as the target temperature.

[0239] In some embodiments, battery information includes the initial charging capacity when the vehicle arrives at the charging equipment, the target charging capacity when the battery stops charging, and the initial charging temperature when the vehicle arrives at the charging equipment.

[0240] Time-saving estimation unit, including:

[0241] The battery charging time determination subunit 43 is used to estimate the charging time from the initial charging capacity to the target capacity based on the charging start temperature during the charging process of the charging equipment for the vehicle. The charging start temperature is the assumed battery temperature and the battery operating temperature when the vehicle arrives at the charging equipment. The charging time includes a second charging time for the preheated battery to charge to the target capacity and a first charging time for the unused preheated battery to charge to the target capacity.

[0242] The time-saving determination subunit is used to determine the time-saving value corresponding to the assumed battery temperature by the difference between the second charging time and the first charging time.

[0243] In some embodiments, the initial charging capacity includes the initial charging capacity of the preheated battery and the initial charging capacity of the unused preheated battery.

[0244] The time-saving estimation unit is specifically used for:

[0245] The real-time temperature determination subunit is used to determine the real-time temperature of the battery during the charging process of the charging equipment for the vehicle, starting from the charging start temperature.

[0246] The second correction coefficient determination subunit is used to determine the second correction coefficient for the charging time corresponding to the real-time temperature.

[0247] The actual charging power determination subunit is used to determine the actual charging power of the charging equipment during the charging process of the vehicle.

[0248] The third correction coefficient determination subunit is used to determine the third correction coefficient for the charging time corresponding to the actual charging power.

[0249] The corrected charging time determination subunit is used to correct the charging time using the second and third correction coefficients.

[0250] In some embodiments, the second correction coefficient determining subunit is specifically used to: determine the second correction coefficient from the relationship between the power correction coefficient and the charging power;

[0251] And / or,

[0252] The third correction factor determination sub-unit is specifically used to determine the third correction factor from the relationship between the temperature correction factor and the battery temperature.

[0253] In some embodiments, the actual charging power determination subunit is specifically used for:

[0254] The actual charging power is determined based on the charging information from the charging equipment and the vehicle charging information.

[0255] In some embodiments, vehicle charging information includes rated charging power; the actual charging power determination subunit is specifically used for:

[0256] Acquire charging information from the charging device received by the human-computer interaction system, including the rechargeable power;

[0257] The power with the smallest value among the rechargeable power and the rated charging power is selected as the actual charging power; or, if multiple rechargeable powers are greater than the rated charging power, the rated charging power is selected as the actual charging power; or, if multiple rechargeable powers are less than the rated charging power, the maximum rechargeable power among the multiple rechargeable powers is selected as the actual charging power.

[0258] In some embodiments, the device further includes: a vehicle temperature rise prediction module 42, wherein the vehicle temperature rise prediction module 42 includes:

[0259] The vehicle temperature rise determination unit is used to determine the battery temperature rise when the vehicle arrives at the charging equipment based on the initial temperature and driving time.

[0260] The fourth correction factor determination unit is used to determine the fourth correction factor for the battery driving temperature rise corresponding to the battery driving temperature.

[0261] The battery driving temperature rise correction unit is used to correct the battery driving temperature rise using a fourth correction factor to obtain the corrected battery driving temperature rise.

[0262] The battery driving temperature determination unit is used to obtain the battery driving temperature using the corrected battery driving temperature rise and initial temperature.

[0263] In some embodiments, the fourth correction coefficient determining unit is specifically used for:

[0264] The fourth correction factor is determined from the relationship between the battery discharge power correction factor and the corresponding battery discharge power.

[0265] In some embodiments, the battery preheating function activation determination module 41 includes:

[0266] The battery preheating function activation determination unit is used to determine whether the vehicle's battery preheating state is activated based on at least one of whether the vehicle's destination is a charging device and whether an activation command for vehicle preheating has been received.

[0267] The battery preheating function activation determination unit is used to determine that the battery preheating state of the vehicle is activated when at least one of the following conditions is that the vehicle's destination is a charging device and a preheating activation command is received.

[0268] The specific implementation process of the functions and roles of each unit / module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0269] Figure 9 The diagram shown is a block diagram of a battery preheating system 50 provided in an embodiment of this application. The battery preheating system 50 includes one or more processors 51 for implementing the battery preheating method described above.

[0270] In some embodiments, the battery preheating system 50 may include a computer-readable storage medium 59, which may store a program that can be invoked by a processor 51, and may include a non-volatile storage medium. In some embodiments, the battery preheating system 50 may include memory 58 and an interface 57. In some embodiments, the battery preheating system 50 may also include other hardware depending on the specific application.

[0271] The computer-readable storage medium 59 of this application embodiment stores a program that, when executed by the processor 51, is used to implement the battery preheating method described above.

[0272] This application may take the form of a computer program product implemented on one or more computer-readable storage media 59 (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing program code. The computer-readable storage media 59 includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. The information may be computer-readable instructions, structures, program modules, or others. Examples of computer-readable storage media 59 include, but are not limited to: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0273] This application also provides a computer program stored in a machine-readable storage medium, such as... Figure 9 The computer-readable storage medium 59 is used, and when the processor 51 executes the computer program, it causes the processor 51 to perform the methods described above.

[0274] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

[0275] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Without further limitation, an element qualified by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A battery preheating method, characterized in that, include: When the vehicle's battery preheating is activated, based on battery information, it is estimated whether the temperature of the possible temperature range for battery charging and discharging meets the preheating activation conditions. The temperature of the possible temperature range for battery charging and discharging is used as the assumed battery temperature when the vehicle arrives at the charging equipment via the preheated battery. The preheating activation conditions are used to reflect the optimal balance between saving time and system energy consumption. The preheating activation conditions include time-saving preheating activation conditions and energy-consumption-limiting preheating activation conditions. The time-saving preheating activation condition includes: the time saved by preheating the battery during the charging process of the vehicle by the charging equipment compared to not using the preheated battery; the energy consumption-limited preheating activation condition includes: the preheating energy consumption when the initial temperature of the battery reaches the assumed battery temperature when the vehicle is in its current position. The target temperature is determined based on the assumed battery temperature corresponding to the preheating activation conditions. The battery is preheated according to the target temperature so that the vehicle completes the required battery preheating before reaching the charging equipment.

2. The battery preheating method as described in claim 1, characterized in that, The battery information includes the initial temperature of the battery when the vehicle is in its current location, and the preheating activation conditions for the vehicle to at least reach the charging equipment for safe operation.

3. The battery preheating method as described in claim 1, characterized in that, The step of estimating whether the temperature range of the possible battery charging and discharging range meets the preheating activation conditions based on the battery information includes: It is estimated that the time saved by using the preheated battery during the charging process of the vehicle by the charging equipment is compared to not using the preheated battery; Determine whether the time-saving condition meets the preheating activation conditions for time saving; The estimated preheating energy consumption required to reach the assumed battery temperature when the vehicle is in its current position. Determine whether the preheating energy consumption meets the preheating activation conditions that limit energy consumption; Determine whether the remaining driving range meets the conditions for activating preheating for safe driving; The step of determining the target temperature based on the assumed battery temperature corresponding to the preheating activation conditions includes: The assumed battery temperature corresponding to the preheating activation conditions that meet the safe driving conditions, the time-saving preheating activation conditions, and the energy consumption limit preheating activation conditions is taken as the target temperature.

4. The battery preheating method as described in claim 3, characterized in that, The preheating energy consumption for the estimated initial battery temperature when the vehicle is in its current position to reach the assumed battery temperature includes: Based on the correspondence between the initial temperature, the assumed battery temperature, and the preheating energy consumption, the preheating energy consumption corresponding to both the initial temperature and the assumed battery temperature is estimated.

5. The battery preheating method as described in claim 4, characterized in that, The step of estimating the preheating energy consumption corresponding to both the initial temperature and the assumed battery temperature based on the correspondence between the initial temperature, the assumed battery temperature, and the preheating energy consumption includes: From the correspondence between the initial temperature, the assumed battery temperature, and the energy consumption, determine the energy consumption to be corrected that corresponds to both the initial temperature and the assumed battery temperature. Determine a first correction coefficient for the energy consumption corresponding to the energy consumption to be corrected; Using the first correction coefficient, the battery discharge power is corrected to obtain the corrected battery discharge power, which is used as the preheating energy consumption.

6. The battery preheating method as described in claim 3, characterized in that, The preheating activation conditions with energy consumption limits include preheating activation conditions with energy consumption ratio limits. The determination of whether the preheating energy consumption meets the preheating activation conditions of the energy consumption limit includes: Based on the vehicle's average energy consumption rate, the preheating energy consumption, and the time saved, the energy consumption ratio corresponding to the assumed battery temperature is determined, and the energy consumption ratio includes the extended driving distance per unit time saved by the vehicle. Determine whether the energy consumption ratio meets the preheating activation conditions limited by the energy consumption ratio; The step of determining the target temperature based on the assumed battery temperature corresponding to the preheating activation conditions includes: The assumed battery temperature corresponding to the preheating activation conditions that meet the safe driving conditions, the preheating activation conditions that meet the time-saving conditions, and the preheating activation conditions that meet the energy consumption ratio limit is taken as the target temperature.

7. The battery preheating method as described in claim 3, characterized in that, The battery information includes the initial charging capacity of the vehicle upon arrival at the charging equipment, the target charging capacity of the battery upon termination of charging, and the initial charging temperature of the vehicle upon arrival at the charging equipment. The estimated time saving during the charging process of the vehicle using a preheated battery compared to not using a preheated battery includes: During the charging process of the charging equipment for the vehicle, the charging time from the initial charging capacity to the target capacity is estimated based on the charging start temperature. The charging start temperature is the assumed battery temperature and the battery operating temperature of the vehicle when it arrives at the charging equipment. The charging time includes a second charging time for the preheated battery to charge to the target capacity, and a first charging time for the unused preheated battery to charge to the target capacity. The difference between the second charging time and the first charging time is determined as the time saving corresponding to the assumed battery temperature.

8. The battery preheating method as described in claim 7, characterized in that, The initial charging capacity includes the initial charging capacity of the preheated battery and the initial charging capacity of the unused preheated battery. During the process of charging the vehicle using the charging equipment, estimating the charging time from the initial charging capacity to the target capacity based on the initial charging temperature includes: Starting from the charging start temperature, the real-time temperature of the battery during the charging process of the vehicle by the charging equipment is determined. Determine a second correction factor for the charging time corresponding to the real-time temperature; Determine the actual charging power of the charging device during the charging process of the vehicle; Determine a third correction factor for the charging time corresponding to the actual charging power; The charging time is corrected using the second correction factor and the third correction factor.

9. The battery preheating method as described in claim 8, characterized in that, The step of determining the second correction coefficient corresponding to the real-time temperature includes: determining the second correction coefficient from the relationship between the power correction coefficient and the charging power; And / or, The process of determining the third correction coefficient for the charging time corresponding to the actual charging power includes: determining the third correction coefficient from the relationship between the temperature correction coefficient and the battery temperature.

10. The battery preheating method as described in claim 8, characterized in that, Determining the actual charging power during the charging process of the charging device for the vehicle includes: The actual charging power is determined based on the charging information of the charging device and the vehicle charging information.

11. The battery preheating method as described in claim 10, characterized in that, The vehicle charging information includes the rated charging power; The step of determining the actual charging power based on the charging information of the charging device and the vehicle charging information includes: The charging information of the charging device received by the human-computer interaction system is obtained, and the charging information includes the rechargeable power. The power with the smallest power value among the rechargeable power and the rated charging power is selected as the actual charging power; or, if multiple rechargeable powers are greater than the rated charging power, the rated charging power is selected as the actual charging power; or, if multiple rechargeable powers are less than the rated charging power, the maximum rechargeable power among the multiple rechargeable powers is selected as the actual charging power.

12. The battery preheating method as described in claim 2, characterized in that, The method further includes: Based on the initial temperature and driving time, the battery temperature rise of the vehicle upon arrival at the charging equipment is determined. Determine a fourth correction factor for the battery temperature rise corresponding to the battery driving temperature; The battery driving temperature rise is corrected using the fourth correction factor to obtain the corrected battery driving temperature rise. The battery operating temperature is obtained by using the corrected battery operating temperature rise and the initial temperature.

13. The battery preheating method as described in claim 12, characterized in that, The fourth correction factor for determining the battery driving temperature rise corresponding to the battery driving temperature includes: The fourth correction factor is determined from the relationship between the battery discharge power correction factor and the battery discharge power.

14. The battery preheating method as described in claim 1, characterized in that, The method further includes: Determine whether the vehicle's inspection and activation information meets the preheating activation conditions; If the activation information meets the preheating activation conditions, it is determined that the vehicle's battery preheating state is activated.

15. The battery preheating method as described in claim 14, characterized in that, The process of determining whether the vehicle's detection activation information meets the preheating activation conditions includes: Whether the vehicle's battery preheating state is active is determined based on at least one of whether the vehicle's destination is a charging device and whether an activation command for vehicle preheating has been received. The vehicle's battery preheating state is determined to be activated if at least one of the following conditions is met: the vehicle's destination is a charging device, or the vehicle receives an activation command for preheating.

16. A battery preheating device, characterized in that, include: The preheating prediction module is used to estimate whether the temperature of the possible charging and discharging temperature range of the battery meets the preheating activation conditions when the battery preheating state of the vehicle is active, based on battery information. The temperature of the possible charging and discharging temperature range is used as the assumed battery temperature when the vehicle arrives at the charging equipment after the battery is preheated. The preheating activation conditions are used to reflect the optimal balance between saving time and system energy consumption. The preheating activation conditions include time-saving preheating activation conditions and energy-consumption-limiting preheating activation conditions. The time-saving preheating activation condition includes: the time saved by preheating the battery during the charging process of the vehicle by the charging equipment compared to not using the preheated battery; the energy consumption-limited preheating activation condition includes: the preheating energy consumption when the initial temperature of the battery reaches the assumed battery temperature when the vehicle is in its current position. The battery target temperature determination module is used to determine the target temperature based on the assumed battery temperature that meets the preheating activation conditions. A preheating module is used to preheat the battery according to the target temperature so that the vehicle completes the required battery preheating before reaching the charging equipment.

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