Control method, device, equipment and medium for motor active de-efficiency heating battery

Abstract

The present application provides a control method, device, equipment, and medium for actively reducing the efficiency of a motor to heat a battery. The method includes: obtaining a first current remaining battery charge, a first power consumption per unit mileage, and a remaining mileage of the battery; calculating a second remaining battery charge when the vehicle reaches its destination; comparing the second remaining battery charge with a preset battery charge threshold, and comparing the first power consumption per unit mileage with the first preset power consumption per unit mileage to obtain a comparison result; if the comparison result shows that the second remaining battery charge is greater than the preset battery charge threshold, and the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage, then controlling the motor to actively reduce its efficiency to heat the battery. By considering the battery's current remaining battery charge, the remaining mileage, and the estimated remaining battery charge when reaching the destination, the motor's active reduction in efficiency to heat the battery is controlled in real time, ensuring battery performance while avoiding power waste.

Description

Technical Field

[0001] The present invention relates to the technical field of power battery heating, and in particular to a control method, device, equipment and medium for actively reducing the efficiency of a motor to heat a battery. Background Art

[0002] With the increasing popularity and development of new energy vehicles, users are increasingly demanding higher performance and range from electric vehicle power batteries. Power battery performance and range are primarily affected by ambient temperature. At low temperatures, battery material activity decreases, reducing the battery's discharge capacity. Furthermore, excessively low temperatures can reduce the battery's available capacity and significantly reduce range. By heating the power battery to a more suitable temperature range, the impact of low temperatures on performance and range can be mitigated.

[0003] In related technologies, it is common to heat the power battery by actively reducing the efficiency of the drive motor system. That is, when the power battery needs to be heated, without reducing the motor output torque, the efficiency of converting the electric energy of the drive motor system into kinetic energy is reduced, and part of the electric energy is converted into heat energy to heat the battery. Chinese patent CN115534761A discloses a method, device, and vehicle for low-temperature thermal management of batteries for vehicle endurance. The method uses the user's required power and the starting temperature of the power battery discharge as anchor points, and determines the optimal heating strategy based on the power battery discharge temperature rise consumption and power consumption, thereby taking into account the user's power demand and endurance demand. However, this method does not take into account the remaining battery power and the user's mileage. That is, if the user's mileage is short but the above-mentioned battery heating start conditions are met, there is a situation where the battery heating process ends as soon as it starts, resulting in a certain degree of power waste. Summary of the Invention

[0004] In order to provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. The summary is not an extensive review, nor is it intended to identify key / critical elements or delineate the scope of protection of these embodiments, but rather serves as a prelude to the detailed description that follows.

[0005] In view of the shortcomings of the prior art described above, the present invention discloses a control method for actively reducing the efficiency of a motor to heat a battery, which is used to solve the technical problem of power waste caused by the existing method of actively reducing the efficiency of a motor to heat a battery without taking into account the remaining battery power, user mileage, etc.

[0006] In a first aspect, the present application provides a method for controlling a motor to actively reduce efficiency and heat a battery, the method comprising:

[0007] Obtain the battery's current first remaining power, first power consumption per unit mileage, and remaining mileage;

[0008] Calculating a second remaining power of the vehicle to a destination location based on the first remaining power, the first power consumption per unit mileage, and the remaining mileage;

[0009] Comparing the second remaining power with a preset power threshold, and comparing the first power consumption per unit mileage with a first preset power consumption per unit mileage, to obtain a comparison result;

[0010] If the comparison result is that the second remaining power is greater than the preset power threshold, and the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage, the motor is controlled to actively reduce efficiency to heat the battery.

[0011] In one embodiment of the present invention, before obtaining the first remaining power of the battery, the first power consumption per unit mileage, and the remaining mileage, the method further includes:

[0012] Obtaining the total mileage and road conditions from the starting location to the end location, and dividing the total mileage into segments according to the road conditions;

[0013] Calculating a first temperature of the battery for each road section, and comparing the first temperature with an optimal battery temperature;

[0014] If the first temperature is lower than the optimal battery temperature, the active reduced efficiency heating preparation mode is entered;

[0015] If the first temperature is greater than or equal to the optimal battery temperature, the driving time corresponding to the first temperature is calculated.

[0016] In one embodiment of the present invention, after calculating the driving time corresponding to the first temperature, the method further includes:

[0017] comparing the travel time to an estimated travel time;

[0018] If the driving time is less than or equal to the estimated driving time, continuing to heat the battery in the non-active fallback heating mode;

[0019] If the driving time is greater than the estimated driving time, the active fallback heating preparation mode is entered.

[0020] In one embodiment of the present invention, after obtaining the comparison result, the method further includes:

[0021] If the second remaining power is less than the preset power threshold, exit the active reduced efficiency heating preparation mode;

[0022] If the second remaining power is greater than the preset power threshold and the first consumption per mile is less than the preset power consumption per mile, the second power consumption per mile and the third remaining power of the vehicle when it reaches the end position are calculated again after the first preset time period, and the third remaining power is compared with the optimal remaining power, and the second power consumption per mile is compared with the second preset power consumption per mile.

[0023] In one embodiment of the present invention, after heating the battery based on the active motor efficiency reduction, the method further includes:

[0024] Obtaining a fourth current remaining power of the battery, and calculating a second temperature of the battery when the fourth remaining power is consumed to the preset power threshold;

[0025] calculating a third temperature of the battery for each of the remaining sections after the second preset time period;

[0026] comparing the second temperature with an optimal battery temperature;

[0027] When the second temperature is greater than or equal to the optimal battery temperature, comparing the third temperature with the optimal battery temperature;

[0028] If any of the third temperatures is greater than or equal to the optimal battery temperature, the active de-energizing heating mode is turned off; if all of the third temperatures are lower than the optimal battery temperature, the motor is continued to be controlled to actively de-energize to heat the battery.

[0029] In one embodiment of the present invention, after comparing the second temperature with the optimal battery temperature, the method further includes:

[0030] When the second temperature is less than the optimal battery temperature, comparing the second temperature with the third temperature;

[0031] If any of the third temperatures is greater than or equal to the second temperature, the active de-efficiency heating mode is turned off; if all of the third temperatures are less than the second temperature, the motor is continued to be controlled to actively de-efficiency to heat the battery.

[0032] In one embodiment of the present invention, the temperature calculation formula of the battery at any road section is:

[0033]

[0034] Where i represents the i-th section of the journey; T i represents the temperature of the battery in the i-th section; T0 represents the initial temperature of the battery; η represents the energy conversion efficiency; c represents the specific heat capacity of the battery; m represents the weight of the battery; D irepresents the mileage of the i-th road section; Vi represents the speed of the vehicle on the i-th road section; P i Represents the motor heating power of the i-th section.

[0035] In a second aspect, the present application provides a control device for a motor to actively reduce efficiency and heat a battery, the device comprising:

[0036] An acquisition module is used to acquire a current first remaining power of the battery, a first power consumption per unit mileage, and a remaining mileage;

[0037] a calculation module, configured to calculate a second remaining power of the vehicle when it reaches a destination according to the first remaining power, the first power consumption per unit mileage, and the remaining mileage;

[0038] a comparing module, configured to compare the second remaining power with a preset power threshold, and to compare the first power consumption per unit mileage with a first preset power consumption per unit mileage, to obtain a comparison result;

[0039] The heating control module is configured to control the motor to actively reduce efficiency to heat the battery if the comparison result shows that the second remaining power is greater than the preset power threshold and the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage.

[0040] In a third aspect, the present application provides an electronic device, comprising:

[0041] one or more processors;

[0042] A storage device is used to store one or more programs. When the one or more programs are executed by one or more processors, the electronic device implements the control method for actively reducing the efficiency of the motor to heat the battery as described in the first aspect.

[0043] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor of a computer, the computer executes the control method for actively reducing the efficiency of the motor and heating the battery as described in the first aspect.

[0044] As described above, the control method, device, equipment, and medium for actively reducing the efficiency of a motor to heat a battery provided by the embodiments of the present invention have the following beneficial effects:

[0045] First, the battery's current first remaining power, first power consumption per unit mile, and remaining mileage are obtained, and the second remaining power when the vehicle reaches the destination is calculated. The second remaining power is then compared with a preset power threshold, and the first power consumption per unit mile is compared with the first preset power consumption per unit mile. Based on the comparison result, the motor is controlled to actively reduce efficiency to heat the battery. That is, when the second remaining power is greater than the preset power threshold and the first power consumption per unit mile is greater than the first preset power consumption per unit mile, the motor is controlled to actively reduce efficiency to heat the battery. By considering the battery's current remaining power, remaining mileage, and the estimated remaining power when reaching the destination, the motor's active efficiency reduction to heat the battery is controlled in real time to ensure battery performance while avoiding power waste.

[0046] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, serving to explain the principles of the present application. It is obvious that the drawings described below are merely some embodiments of the present application, and a person of ordinary skill in the art can derive other drawings based on these drawings without inventive effort. In the drawings:

[0048] Figure 1 This is a schematic diagram of an implementation environment of a control device for actively reducing the efficiency of a motor to heat a battery, shown in an exemplary embodiment of the present application;

[0049] Figure 2 This is a flow chart of a control method for actively reducing the efficiency of a motor to heat a battery, shown in an exemplary embodiment of the present application;

[0050] Figure 3 This is a flow chart showing an exemplary embodiment of the present application for entering an active reduced efficiency heating preparation mode;

[0051] Figure 4 This is a flow chart showing a method of starting an active reduced-efficiency heating mode according to an exemplary embodiment of the present application;

[0052] Figure 5 This is a flow chart showing an exemplary embodiment of the present application for exiting an active reduced-efficiency heating mode;

[0053] Figure 6 is a block diagram of a control device for actively reducing the efficiency of a motor and heating a battery, shown in an exemplary embodiment of the present application;

[0054] Figure 7This is a structural diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0055] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0056] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0057] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the embodiments of the present invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring the embodiments of the present invention.

[0058] The performance and range of power batteries are mainly affected by the ambient temperature. When the temperature is low, the activity of battery materials decreases, which will reduce the battery's discharge capacity. At the same time, too low a temperature will also reduce the battery's available capacity and significantly reduce the range. Therefore, it is necessary to heat the power battery to raise the temperature of the power battery to a more appropriate temperature range to ensure battery performance and range. The traditional method of heating the power battery by actively reducing the efficiency of the drive motor system does not take into account the remaining battery power and the user's mileage. That is, when the user's mileage is short but the battery heating start conditions are met, there is a situation where the battery heating process ends as soon as it starts, resulting in a certain degree of power waste.

[0059] Therefore, see Figure 1 , Figure 1 FIG. 1 is a schematic diagram of an implementation environment of a control device for actively reducing the efficiency of a motor and heating a battery, as shown in an exemplary embodiment of the present application. Figure 1As shown, the control device is embedded in the vehicle and is used to realize the control of the motor's active reduction in efficiency to heat the battery. The control device includes but is not limited to the vehicle system, the on-board computer, etc., and monitors the vehicle's driving information and vehicle status information to realize real-time control of the motor's active reduction in efficiency to heat the battery, including whether to enter the active reduction in efficiency heating preparation mode, whether to start the active reduction in efficiency heating mode, and whether to exit the active reduction in efficiency heating mode, thereby ensuring battery performance while effectively avoiding waste of electricity.

[0060] See Figure 2 , Figure 2 This is a flow chart of a control method for a motor to actively reduce efficiency and heat a battery, as shown in an exemplary embodiment of the present application. This method can be applied to Figure 1 It should be understood that the method can also be applied to other exemplary implementation environments and be specifically executed by devices in other implementation environments, and this embodiment does not limit the implementation environment to which the method is applicable.

[0061] like Figure 2 As shown, in an exemplary embodiment, the control method for actively reducing the efficiency of the motor to heat the battery includes at least steps S201 to S204, which are described in detail as follows:

[0062] Step S201 , obtaining the current first remaining power of the battery, the first power consumption per unit mileage, and the remaining mileage.

[0063] Among them, the current first remaining power of the battery can be obtained by real-time monitoring of the vehicle; the first power consumption per unit mileage can be calculated based on the mileage traveled and the battery power consumed corresponding to the mileage traveled; the remaining mileage can be obtained from the navigation data, that is, the distance between the navigation path of the vehicle's current position and the destination position entered by the user.

[0064] In one embodiment, before obtaining the first remaining power of the battery, the first power consumption per unit mileage, and the remaining mileage, the method further includes:

[0065] Obtain the total mileage and road conditions from the starting location to the end location, and divide the total mileage into segments based on the road conditions;

[0066] Calculating a first temperature of the battery for each road section, and comparing the first temperature with an optimal battery temperature;

[0067] If the first temperature is lower than the optimal battery temperature, the system enters the active reduced efficiency heating preparation mode;

[0068] If there is a first temperature greater than or equal to the optimal battery temperature, the driving time corresponding to the first temperature is calculated.

[0069] It should be noted that when the vehicle is in driving mode, it can obtain an estimated mileage (i.e., total mileage) based on the destination entered by the user. It can also obtain road conditions between the vehicle's starting and ending locations, including but not limited to speed limits, road congestion, and road type. Furthermore, the total mileage is segmented according to road conditions, including the mileage, recommended speed, and estimated driving time for each segment.

[0070] When the active de-escalation heating mode is not enabled, the battery temperature of the vehicle can be heated to a certain temperature when traveling on each road section. The calculation formula for the first temperature in each road section is:

[0071]

[0072] Where i represents the i-th section of the journey, T i represents the temperature of the battery in the i-th section, T0 represents the initial temperature of the battery, η represents the energy conversion efficiency, c represents the specific heat capacity of the battery, m represents the weight of the battery, and D i represents the mileage of the i-th road section, Vi represents the speed of the vehicle on the i-th road section, P i It should be noted that the motor heating power P at the first temperature of each section is calculated. i , is obtained from a table of corresponding relationships between driving speed, driving time, and motor heating power, based on the recommended driving speed and estimated mileage for each road section, when active deceleration heating mode is disabled. The first temperature for each road section is the estimated temperature.

[0073] When the first temperature of each road section is lower than the optimal battery temperature, it indicates that the battery temperature will be low during the next driving process, and the active de-rated heating preparation mode can be entered. When the first temperature of each road section is greater than or equal to the optimal battery temperature, the driving time required to meet the first temperature needs to be calculated. The calculation formula for the driving time is: Whether to enter the active reduced efficiency heating preparation mode can be determined based on the driving time.

[0074] In one embodiment, after calculating the driving time corresponding to the first temperature, the method further includes:

[0075] Compare travel time to estimated travel time;

[0076] If the driving time is less than or equal to the estimated driving time, the battery will continue to be heated in the non-active reduced efficiency heating mode;

[0077] If the driving time is greater than the estimated driving time, the vehicle enters the active reduced-efficiency heating preparation mode.

[0078] After obtaining the driving time, compare it with the estimated driving time. When the driving time is less than or equal to the estimated driving time, it indicates that the first temperature has been reached before the estimated driving time is reached, and at this time the first temperature is greater than or equal to the optimal temperature of the battery, so there is no need to actively reduce the efficiency and heat the battery, that is, continue to heat the battery in the non-active reduced efficiency heating mode; when the driving time is greater than the estimated driving time, it indicates that the first temperature cannot reach the optimal temperature of the battery within the estimated driving time, and the active reduced efficiency heating preparation mode is entered.

[0079] Step S202 , calculating a second remaining power of the vehicle when it reaches the destination according to the first remaining power, the first power consumption per unit mileage, and the remaining mileage.

[0080] The power required for the remaining mileage is calculated based on the first power consumption per unit mileage and the remaining mileage, and then the second remaining power is calculated based on the current first remaining power and the power required for the remaining mileage.

[0081] Step S203 : comparing the second remaining power with a preset power threshold, and comparing the first power consumption per unit mileage with a first preset power consumption per unit mileage, to obtain a comparison result.

[0082] Among them, the preset power threshold can be understood as the lowest value of the remaining battery power, and the first preset power per unit mileage is obtained by querying the energy consumption and power consumption correspondence table based on the historical vehicle energy consumption per unit time.

[0083] In step S204 , if the comparison result shows that the second remaining power is greater than the preset power threshold and the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage, the motor is controlled to actively reduce efficiency to heat the battery.

[0084] When the second remaining power is greater than the preset power threshold, it is necessary to further compare the first power consumption per unit mileage with the first preset power consumption per unit mileage. When the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage, the active reduced efficiency heating mode is turned on to heat the battery.

[0085] In one embodiment, after obtaining the comparison result, the method further includes:

[0086] If the second remaining power is less than the preset power threshold, exit the active reduced efficiency heating preparation mode;

[0087] If the second remaining power is greater than the preset power threshold and the first consumption per mile is less than the preset power consumption per mile, the second power consumption per mile and the third remaining power when the vehicle reaches the end position are calculated again after the first preset time period, and the third remaining power is compared with the optimal remaining power, and the second power consumption per mile is compared with the second preset power consumption per mile.

[0088] When the second remaining power is less than the preset power threshold, it indicates that turning on active reduced-efficiency heating will result in insufficient power and the battery does not need to be heated, and the active reduced-efficiency heating preparation mode is exited; at the same time, when the second remaining power is greater than the preset power threshold and the first consumption per unit mile is less than the preset power consumption per unit mile, it is necessary to calculate again after the first preset time period to obtain the second power consumption per unit mile and the third remaining power when the vehicle reaches the terminal position, and then compare the third remaining power with the optimal remaining power, and compare the second power consumption per unit mile with the second preset power consumption per unit mile, and control the start of the active reduced-efficiency heating mode or the exit of the active reduced-efficiency heating preparation mode based on the comparison result.

[0089] In one embodiment, after controlling the motor to actively reduce efficiency to heat the battery, the method further includes:

[0090] obtaining a fourth current remaining power of the battery, and calculating a second temperature of the battery when the fourth remaining power is consumed to a preset power threshold;

[0091] calculating a third temperature of the battery for each of the remaining sections after the second preset time period;

[0092] comparing the second temperature to an optimal battery temperature;

[0093] When the second temperature is greater than or equal to the optimal battery temperature, comparing the third temperature with the optimal battery temperature;

[0094] If any of the third temperatures is greater than or equal to the optimal battery temperature, the active de-energizing heating mode is turned off; if all of the third temperatures are lower than the optimal battery temperature, the motor is continued to be controlled to actively de-energize to heat the battery.

[0095] In one embodiment, after comparing the second temperature with the optimal battery temperature, the method further includes:

[0096] When the second temperature is less than the optimal temperature of the battery, comparing the second temperature with a third temperature;

[0097] If any of the third temperatures is greater than or equal to the second temperature, the active de-energizing heating mode is turned off; if all of the third temperatures are lower than the second temperature, the motor is continued to be controlled to actively de-energize to heat the battery.

[0098] It should be noted that when the fourth remaining power is consumed to the preset power threshold, there is a situation where the end position has not yet been reached. It is necessary to calculate the second temperature of the battery when the fourth remaining power is consumed to the preset power threshold, and calculate the third temperature of the battery for each section of the remaining road after the second preset time period. Based on the comparison result of the second temperature, the third temperature and the optimal temperature of the battery, the motor is controlled to continue active de-energizing heating or turn off active de-energizing heating. The calculation method of the third temperature is the same as the first temperature, except that the motor heating power is obtained by querying the corresponding relationship table between the driving speed and driving time of each section and the motor heating power under active de-energizing heating.

[0099] See Figure 3 , Figure 3 This is a flow chart showing an exemplary embodiment of the present application for entering the active de-efficiency heating preparation mode. Figure 3 As shown, first, the total mileage and road conditions of the destination input by the current user, that is, the total mileage and road conditions from the starting position to the end position, are obtained, and the total mileage is segmented according to the road conditions; then, it is determined whether the battery starting temperature T0 is less than the first preset temperature of the battery. If it is not less than, the process ends, that is, the active de-energizing heating preparation mode does not need to be entered. If it is less than, the table is consulted to obtain the motor heating power P under different road sections (i.e., each road section) under the condition of not turning on active de-energizing heating. i ; Then calculate the temperature T that the battery can be heated to by the motor in each section when no active de-escalation heating is performed. i (ie the first temperature), and T i and T m (i.e. the optimal battery temperature) for comparison; if there is no T i ≥T m , then enter the active reduced efficiency heating preparation mode; if there is T i ≥T m , then the calculation satisfies this condition (ie T i ) corresponds to the travel time t i ; Finally, t i Compare with t0 (i.e. estimated driving time), if t i >t0, the battery continues to be heated in the non-active degraded heating mode, that is, it does not enter the active degraded heating preparation mode. If t i >t0, it enters the active reduced efficiency heating preparation mode.

[0100] See Figure 4 , Figure 4 This is a flow chart showing an exemplary embodiment of the present application for starting an active de-efficiency heating mode. Figure 4As shown, obtain the current first SOC value (i.e., the first remaining power), the remaining driving range, calculate the power consumption per kilometer X of the battery in the past period (i.e., the first power consumption per unit mileage), and look up the table to obtain the maximum value Y of △SOC (i.e., the first preset power consumption per unit mileage); then estimate the remaining SOC value C of the battery when driving to the end position while maintaining the current level of power consumption per kilometer X. d (i.e., the second remaining power); compare C d with the preset SOC value (i.e., the preset power threshold). If it does not meet Cd > the preset SOC value, if the second remaining power is less than the preset power threshold, then exit the active derating heating preparation mode; if it meets Cd > the preset SOC value, then compare X with Y; if it meets X < Y, then every other preset time a (i.e., the first preset period), return to the starting step. If it does not meet X < Y, then activate the active derating heating mode, that is, control the motor to actively derate to heat the battery.

[0101] Please refer to Figure 5 , Figure 5 which is a flowchart showing a method for exiting the active derating heating mode illustrated in an exemplary embodiment of the present application. As Figure 5 shown, first look up the table to obtain the active derating heating power P of the motor for each section n , calculate that after consuming the current second SOC value (i.e., the fourth remaining power) to the preset SOC value (i.e., the preset power threshold), the battery can be heated to the temperature T d (i.e., the second temperature); then every other preset time b (i.e., the second preset period), re-obtain the battery temperature, and calculate the battery temperature T i (i.e., the third temperature) that can be heated by the heat generated by the motor after stopping the active derating heating from the current position; compare T d with T m . If it meets T d ≥T m , then compare T i and T m ; if there exists T i ≥T m , then turn off the active derating heating. If there does not exist T i ≥T m , then continue the active derating heating, that is, continue to control the motor to actively derate to heat the battery; if it does not meet T d ≥T m , compare T d with T <( i ; if there exists T d ≥T i , then turn off the active derating heating mode. If there does not exist T d ≥T i, then continue to actively reduce efficiency and heat, that is, continue to control the motor to actively reduce efficiency and heat the battery.

[0102] The control method for actively reducing the efficiency of the motor to heat the battery provided in the above embodiment first obtains the current first remaining power of the battery, the first power consumption per unit mile and the remaining mileage, and calculates the second remaining power when the vehicle reaches the terminal position, then compares the second remaining power with the preset power threshold, and compares the first power consumption per unit mile with the first preset power consumption per unit mile, and then controls the motor to actively reduce its efficiency to heat the battery based on the comparison result, that is, when the second remaining power is greater than the preset power threshold and the first power consumption per unit mile is greater than the first preset power consumption per unit mile, controls the motor to actively reduce its efficiency to heat the battery, and by considering the current remaining power of the battery, the remaining mileage and the estimated remaining power when reaching the terminal position, the motor is actively controlled to reduce its efficiency to heat the battery in real time, thereby ensuring battery performance while avoiding power waste.

[0103] See Figure 6 , Figure 6 FIG. 1 is a block diagram of a control device for actively reducing the efficiency of a motor and heating a battery, as shown in an exemplary embodiment of the present application. Figure 6 As shown, the apparatus 600 includes:

[0104] An acquisition module 601 is configured to acquire a first current remaining battery power, a first power consumption per unit mileage, and a remaining mileage of the battery;

[0105] A calculation module 602 is configured to calculate a second remaining power of the vehicle when the vehicle reaches the destination according to the first remaining power, the first power consumption per unit mileage, and the remaining mileage;

[0106] a comparison module 603, configured to compare the second remaining power with a preset power threshold, and to compare the first power consumption per unit mileage with a first preset power consumption per unit mileage, to obtain a comparison result;

[0107] The heating control module 604 is configured to control the motor to actively reduce efficiency to heat the battery if the comparison result shows that the second remaining power is greater than the preset power threshold and the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage.

[0108] In this embodiment, the device is essentially provided with multiple modules for executing the method in any of the above embodiments. The specific functions and technical effects can be referred to the above embodiments and will not be repeated here.

[0109] See Figure 7 , Figure 7 This is a structural diagram of an electronic device provided by an embodiment of the present application. Figure 7The following is a schematic diagram showing the structure of a computer system suitable for implementing an electronic device according to an embodiment of the present application. Figure 7 The computer system 700 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0110] like Figure 7 As shown, the computer system 700 includes a central processing unit (CPU) 701, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 702 or the program loaded from the storage part 708 into the random access memory (RAM) 703, such as executing the method in the above embodiment. Various programs and data required for system operation are also stored in the RAM 703. The CPU 701, ROM 702 and RAM 703 are connected to each other via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0111] The following components are connected to the I / O interface 705: an input section 706 including a keyboard, a mouse, and the like; an output section 707 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 708 including a hard disk and the like; and a communication section 709 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to the I / O interface 705 as needed. Removable media 711, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 710 as needed, so that computer programs read therefrom can be installed into the storage section 708 as needed.

[0112] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 709, and / or installed from a removable medium 711. When the computer program is executed by the central processing unit (CPU) 701, the various functions defined in the system of the present application are executed.

[0113] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable computer program. This propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0114] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the boxes can also occur in an order different from that marked in the accompanying drawings. For example, two boxes shown in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or can be implemented using a combination of dedicated hardware and computer instructions.

[0115] The units involved in the embodiments of the present invention may be implemented in software or hardware, and the units described may also be provided in a processor. In some cases, the names of these units do not limit the units themselves.

[0116] The present invention also provides a computer-readable storage medium having a computer program stored thereon. When executed by a computer processor, the computer program causes the computer to execute the aforementioned control method for actively reducing the efficiency of a motor to heat a battery. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently and not be incorporated into the electronic device.

[0117] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, any equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed herein are intended to be covered by the claims of the present invention.

Claims

1. A control method for actively reducing the efficiency of a motor to heat a battery, characterized in that: The method comprises: Obtain the battery's current first remaining power, first power consumption per unit mileage, and remaining mileage; Calculating a second remaining power of the vehicle to a destination location based on the first remaining power, the first power consumption per unit mileage, and the remaining mileage; Comparing the second remaining power with a preset power threshold, and comparing the first power consumption per unit mileage with a first preset power consumption per unit mileage, to obtain a comparison result; If the comparison result shows that the second remaining power is greater than the preset power threshold, and the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage, controlling the motor to actively reduce efficiency to heat the battery; After obtaining the comparison result, it also includes: if the second remaining power is less than the preset power threshold, exiting the active reduced-efficiency heating preparation mode; if the second remaining power is greater than the preset power threshold, and the first power consumption per unit mileage is less than the first preset power consumption per unit mileage, then after the first preset time period, the second power consumption per unit mileage and the third remaining power of the vehicle when it reaches the terminal position are calculated again, and the third remaining power is compared with the preset power threshold, and the second power consumption per unit mileage is compared with the second preset power consumption per unit mileage.

2. The control method for motor active de-efficiency heating battery according to claim 1, characterized in that: Before obtaining the first current remaining power of the battery, the first power consumption per unit mileage, and the remaining mileage, the method further includes: Obtaining the total mileage and road conditions from the starting location to the end location, and dividing the total mileage into segments according to the road conditions; Calculating a first temperature of the battery for each road section, and comparing the first temperature with an optimal battery temperature; If the first temperature is lower than the optimal battery temperature, the active reduced efficiency heating preparation mode is entered; If the first temperature is greater than or equal to the optimal battery temperature, the driving time corresponding to the first temperature is calculated.

3. The control method for motor active de-efficiency heating battery according to claim 2, characterized in that: After calculating the driving time corresponding to the first temperature, the method further includes: comparing the driving time with a preset driving time; If the driving time is less than or equal to the preset driving time, continuing to heat the battery in the non-active fallback heating mode; If the driving time is greater than the preset driving time, the active de-efficiency heating preparation mode is entered.

4. The control method for motor active de-efficiency heating battery according to claim 1, characterized in that: After the motor is controlled to actively reduce efficiency to heat the battery, the method further includes: Obtaining a fourth current remaining power of the battery, and calculating a second temperature of the battery when the fourth remaining power is consumed to the preset power threshold; calculating a third temperature of the battery for each of the remaining sections after the second preset time period; comparing the second temperature with an optimal battery temperature; When the second temperature is greater than or equal to the optimal battery temperature, comparing the third temperature with the optimal battery temperature; If any of the third temperatures is greater than or equal to the optimal battery temperature, the active de-energizing heating mode is turned off; if all of the third temperatures are lower than the optimal battery temperature, the motor is continued to be controlled to actively de-energize to heat the battery.

5. The control method for motor active de-efficiency heating battery according to claim 4, characterized in that: After comparing the second temperature with the optimal battery temperature, the method further includes: When the second temperature is less than the optimal battery temperature, comparing the second temperature with the third temperature; If any of the third temperatures is greater than or equal to the second temperature, the active de-efficiency heating mode is turned off; if all of the third temperatures are less than the second temperature, the motor is continued to be controlled to actively de-efficiency to heat the battery.

6. The control method for actively reducing the efficiency of a motor to heat a battery according to any one of claims 1 to 5, characterized in that: The temperature calculation formula of the battery at any road section is: Where i represents the i-th section of the journey; T i represents the temperature of the battery in the i-th section; T0 represents the initial temperature of the battery; η represents the energy conversion efficiency; c represents the specific heat capacity of the battery; m represents the weight of the battery; D i represents the mileage of the i-th road section; Vi represents the speed of the vehicle on the i-th road section; P i Represents the motor heating power of the i-th section.

7. A control device for a motor to actively reduce efficiency and heat a battery, characterized in that: The device comprises: An acquisition module is used to acquire a current first remaining power of the battery, a first power consumption per unit mileage, and a remaining mileage; a calculation module, configured to calculate a second remaining power of the vehicle when it reaches a destination according to the first remaining power, the first power consumption per unit mileage, and the remaining mileage; a comparing module, configured to compare the second remaining power with a preset power threshold, and to compare the first power consumption per unit mileage with a first preset power consumption per unit mileage, to obtain a comparison result; a heating control module, configured to control the motor to actively reduce efficiency to heat the battery if the comparison result shows that the second remaining power is greater than the preset power threshold and the first power consumption per unit mileage is greater than the first preset power consumption per unit mileage; The heating control module is also used to exit the active reduced-efficiency heating preparation mode if the second remaining power is less than the preset power threshold; the calculation module is also used to recalculate the second power consumption per mile and the third remaining power of the vehicle when it reaches the terminal position after a first preset time period if the second remaining power is greater than the preset power threshold and the first power consumption per mile is less than the first preset power consumption per mile; the comparison module is also used to compare the third remaining power with the preset power threshold, and compare the second power consumption per mile with the second preset power consumption per mile.

8. An electronic device, characterized in that: include: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the electronic device to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that Computer-readable instructions are stored thereon, and when the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the method according to any one of claims 1 to 6.

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