Methods, devices, processors, and vehicles for determining vehicle battery parameters

Abstract

This invention discloses a method, apparatus, processor, and vehicle for determining battery parameters of a vehicle. The method includes: acquiring a temperature threshold and a power limit value for the battery in the vehicle, wherein the temperature threshold characterizes the temperature corresponding to the battery in a safe operating state, and the power limit value represents the power of the battery in the safe operating state; acquiring initial state data of the battery based on the temperature threshold and power limit value, wherein the initial state data represents at least one of the following information about the battery under untested conditions: temperature information and charge information; testing the charging or discharging process of the battery based on the initial state data to obtain test data of the battery; and determining a target cooling strategy for the battery based on the test data, wherein the target cooling strategy includes cooling parameters for cooling the battery. This invention solves the technical problem of poor battery cooling effect.

Description

Technical Field

[0001] This invention relates to the field of vehicle-related technologies, and more specifically, to a method, apparatus, processor, and vehicle for determining battery parameters in a vehicle. Background Technology

[0002] Currently, most vehicles use liquid cooling or direct refrigerant cooling to cool the vehicle's battery. However, this greatly increases development costs and the complexity of the design structure. To solve the above problems, some technologies use natural cooling to cool the battery. However, in the high temperatures of summer, the battery temperature can still be too high with natural cooling, causing battery over-temperature alarms. Therefore, the technical problem of poor battery cooling effect still exists.

[0003] There is currently no effective solution to the aforementioned technical problem of poor battery cooling performance. Summary of the Invention

[0004] This invention provides a method, apparatus, processor, and vehicle for determining battery parameters in a vehicle, to at least solve the technical problem of poor battery cooling performance.

[0005] According to one aspect of the present invention, a method for determining battery parameters in a vehicle is provided. The method may include: acquiring a temperature threshold and a power limit value for the battery in the vehicle, wherein the temperature threshold characterizes the temperature corresponding to a safe operating state of the battery, and the power limit value represents the power of the battery corresponding to a safe operating state; acquiring initial state data of the battery based on the temperature threshold and the power limit value, wherein the initial state data represents at least one of the following information about the battery under untested conditions: temperature information and charge information; testing the charging or discharging process of the battery based on the initial state data to obtain test data of the battery; and determining a target cooling strategy for the battery based on the test data, wherein the target cooling strategy includes cooling parameters for cooling the battery.

[0006] Optionally, before obtaining the initial state data of the battery based on the temperature threshold and power limit, the method further includes: obtaining the vehicle's driving temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range, wherein the driving temperature is used to represent the temperature change during vehicle operation, and the charging temperature is used to represent the temperature change of the charging compartment that charges the battery; and determining the power limit and the simulated operating conditions of the battery based on the driving temperature, charging temperature, initial temperature, and charge range, wherein the simulated operating conditions include at least the driving condition, the charging condition, and the combined condition.

[0007] Optionally, before obtaining the vehicle's driving temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range, the method further includes: determining the driving temperature based on the highest temperature value during vehicle operation within the target range; determining the charging temperature based on the maximum temperature within the charging compartment within the target range; determining the initial temperature set based on the temperature of the battery when it enters the charging compartment within the target range; determining the charge range set based on the battery's charge level when it enters the charging compartment and its charge level when it leaves the charging compartment within the target range; determining the temperature with the largest proportion in the initial temperature set as the initial temperature, and determining the range with the largest proportion in the charge range set as the charge range.

[0008] Optionally, based on the initial state data, the charging or discharging process of the battery is tested to obtain battery test data, including: based on the initial state data, simulating driving conditions to obtain driving test data of the battery, simulating charging conditions to obtain charging test data of the battery, and simulating combined conditions to obtain combined test data of the battery; the driving test data, charging test data, and combined test data are determined as the first test data, wherein the test data includes the first test data and the second test data, the first test data is used to represent the result obtained through simulation testing, and the second test data is used to represent the result obtained through bench testing.

[0009] Optionally, based on the test data, a target cooling strategy for the battery is determined, including: in response to the maximum temperature data of the battery in the first test data exceeding a temperature threshold, iteratively processing the first test data to obtain a processing result; and in response to the processing result being less than or equal to the temperature threshold, determining a cooling strategy.

[0010] Optionally, after determining the target cooling strategy in response to the processing result not exceeding the temperature threshold, the method further includes: performing bench testing on the battery based on the cooling strategy to obtain the target cooling strategy.

[0011] Optionally, based on the cooling strategy, bench testing is performed on the battery to obtain the target cooling strategy, including: responding to the control command corresponding to the cooling strategy, performing bench testing on the battery to obtain a second test result; and responding to the second test result being less than or equal to a temperature threshold to determine the target cooling strategy, wherein the target cooling strategy is used to represent a cooling strategy that has been successfully verified based on bench testing.

[0012] According to another aspect of the present invention, a device for determining battery parameters in a vehicle is also provided. The device may include: a first acquisition unit, configured to acquire a temperature threshold and a power limit value of the battery in the vehicle, wherein the temperature threshold characterizes the temperature corresponding to the battery in a safe operating state, and the power limit value represents the power of the battery in the safe operating state; a second acquisition unit, configured to acquire initial state data of the battery based on the temperature threshold and the power limit value, wherein the initial state data represents at least one of the following information of the battery under untested conditions: temperature information and charge information; a testing unit, configured to test the charging or discharging process of the battery based on the initial state data to obtain test data of the battery; and a determination unit, configured to determine a target cooling strategy for the battery based on the test data, wherein the target cooling strategy includes cooling parameters for cooling the battery.

[0013] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method for determining battery parameters in a vehicle according to the embodiments of the present invention.

[0014] According to another aspect of the present invention, a processor is also provided. The processor is configured to run a program, wherein the program, when running, executes the method for determining battery parameters in a vehicle according to the embodiments of the present invention.

[0015] According to another aspect of the present invention, a vehicle is also provided. This vehicle is used to perform the method for determining battery parameters in a vehicle according to the embodiments of the present invention.

[0016] In this embodiment of the invention, a temperature threshold and a power limit value of the battery in a vehicle are obtained. The temperature threshold characterizes the temperature corresponding to the battery's safe operating state, and the power limit value represents the battery's power corresponding to the safe operating state. Based on the temperature threshold and power limit value, initial state data of the battery is obtained. This initial state data represents at least one of the following information about the battery before testing: temperature information and charge information. Based on the initial state data, the charging or discharging process of the battery is tested to obtain test data. Based on the test data, a target cooling strategy for the battery is determined. This target cooling strategy includes cooling parameters for cooling the battery. In other words, this embodiment of the invention can determine the temperature threshold and power limit value of the battery under safe operating conditions, thereby obtaining the initial state information of the battery before testing, and testing the charging or discharging process of the battery to determine the test data after testing, thereby determining the cooling parameters for cooling the battery. This solves the technical problem of poor battery cooling effect and achieves the technical effect of improving the battery cooling effect. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a flowchart of a method for determining battery parameters in a vehicle according to an embodiment of the present invention;

[0019] Figure 2 This is a flowchart of a method for solving the problem of overheating in summer for naturally cooled battery-swapping pure electric vehicles according to an embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of an ambient temperature change curve according to an embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram of an urban operating condition considering air conditioning and a DC-DC converter according to an embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of a normal power distribution for a single driving segment according to an embodiment of the present invention;

[0023] Figure 6 This is a schematic diagram of a vehicle under severe operating conditions according to an embodiment of the present invention;

[0024] Figure 7 This is a schematic diagram of a vehicle's combined operating conditions according to an embodiment of the present invention;

[0025] Figure 8 This is a schematic diagram of the 24-hour measured results of a battery pack under urban working conditions according to an embodiment of the present invention;

[0026] Figure 9 This is a schematic diagram of a device for determining battery parameters in a vehicle according to an embodiment of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "second," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] Example 1

[0030] According to an embodiment of the present invention, a method for determining battery parameters in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] Figure 1 This is a flowchart of a method for determining battery parameters in a vehicle according to an embodiment of the present invention, such as... Figure 1 As shown, the method may include the following steps:

[0032] Step S102: Obtain the temperature threshold and power limit value of the battery in the vehicle. The temperature threshold is used to characterize the temperature corresponding to the battery in a safe operating state, and the power limit value is used to represent the power of the battery in a safe operating state.

[0033] In the technical solution provided in step S102 of the present invention, the temperature threshold and power limit value of the battery in the vehicle can be obtained, wherein the vehicle can be a pure electric vehicle. The temperature threshold can be used to characterize the temperature of the battery in the pure electric vehicle under safe operating conditions. It can be the temperature extracted from the temperature threshold range of the battery's over-temperature alarm, a preset value, or a value set according to actual conditions. For example, the upper limit of the temperature threshold range can be set as the temperature threshold. It should be noted that the above-mentioned setting method and value of the temperature threshold are only illustrative examples and are not specifically limited here. The power limit value can be used to represent the power of the battery under safe operating conditions.

[0034] Optionally, based on the characteristics of the battery, and while ensuring battery safety and cycle life, a temperature threshold range for the battery's over-temperature alarm can be determined, and the upper limit within this temperature threshold range can be taken as the temperature threshold, denoted as T.报警 .

[0035] Optionally, based on the battery's charging power map and discharging power map, and according to the set temperature threshold and the vehicle's overall power requirements, the power limit value corresponding to different temperature points can be determined, and the power value between the temperature threshold and the high-temperature power reduction point can be determined by linear interpolation.

[0036] In this embodiment of the invention, in order to test the charging and discharging process of the battery under safe and normal working conditions, the limit values ​​at which the battery can operate safely and normally can be determined, that is, the temperature threshold and power limit values ​​can be determined. To test the charging and discharging process of the battery under safe and normal working conditions, the corresponding test conditions can be determined, thereby determining whether the temperature can be reduced normally under the test conditions, thus solving the technical problem of poor cooling effect of the battery.

[0037] Step S104: Based on the temperature threshold and power limit value, obtain the initial state data of the battery, wherein the initial state data is used to represent at least one of the following information of the battery under untested conditions: temperature information and power information.

[0038] In the technical solution provided in step S104 of the present invention, after obtaining the battery's temperature threshold and power limit value, the battery's initial state data can be obtained. This initial state data can be used to represent at least one of the following information about the battery under untested conditions: temperature information and battery capacity information. The temperature information can be referred to as the initial temperature. The battery capacity information can be referred to as the initial remaining battery capacity (State of Charge, abbreviated as SOC).

[0039] Optionally, before testing the battery charging process, a charging current value can be preset, taking into account the constant and low ambient temperature of the charging station.

[0040] Optionally, before testing the charging or discharging process of the battery, the initial temperature and initial SOC of the battery pack can be used as initial state data.

[0041] Step S106: Based on the initial state data, test the charging or discharging process of the battery to obtain the battery test data.

[0042] In the technical solution provided in step S106 of the present invention, after obtaining the initial state data of the battery based on the temperature threshold and power limit value, the charging and discharging processes of the battery can be tested based on the initial state data to obtain battery test data. The test data can represent the test results obtained by cooling the battery during the charging or discharging process, and can also include temperature information and charge information. The temperature information can represent the battery's final temperature after the test. The charge information can represent the battery's state of charge (SOC) after the test.

[0043] Optionally, test conditions for testing the charging or discharging process of the battery can be preset, which may include driving conditions, charging conditions, and combined conditions. It should be noted that the test conditions mentioned above are for illustrative purposes only and are not specifically limited here.

[0044] For example, one could consider the DC-DC converter (DCDC) of the vehicle's air conditioning and battery to determine the average power in the region where the vehicle is located, thereby obtaining the driving conditions. It should be noted that the above-described process and method for obtaining driving conditions are merely illustrative and are not intended to be specific. Any process or method that determines the test conditions and then tests the battery's charging or discharging process according to those test conditions is within the scope of protection of this invention.

[0045] In high summer temperatures, natural cooling methods for battery temperature reduction often fail to achieve the desired effect, leading to overheating alarms. Therefore, the technical problem of ineffective battery cooling persists. In this invention, by determining temperature thresholds and power limits, the charging and discharging processes under desired battery safety and normal operating conditions can be simulated. This simulation allows for testing the battery's charging and discharging processes, obtaining corresponding test results, and determining whether proper cooling is possible under these conditions. This solves the problem of ineffective battery cooling and reduces the risk of overheating by improving cooling efficiency.

[0046] Step S108: Based on the test data, determine the target cooling strategy for the battery, wherein the target cooling strategy includes cooling parameters for cooling the battery.

[0047] In the technical solution provided in step S108 of the present invention, after testing the charging or discharging process of the battery based on initial state data and obtaining test data, a target cooling strategy for the battery can be determined based on the test data. The target cooling strategy may include cooling parameters for cooling the battery. These cooling parameters may be natural cooling parameters or limiting parameters. Limiting parameters can be used to reduce parameters such as the battery's power, thereby achieving the purpose of natural cooling of the battery.

[0048] Optionally, after obtaining the simulation test results from the test data, the battery cooling strategy can be adjusted based on the simulation test results. During this process, each time the charging power map and discharging power map increase by x% power, the current value of the charging strategy will exhibit a step-like jump, and at T... 报警 -x℃ is used to derating the current and correcting the initial preset current value.

[0049] Optionally, after optimizing the strategy through simulation iterations, the battery pack can be simultaneously subjected to bench testing to verify that, while meeting charging time requirements and ensuring maximum vehicle power (with almost no significant power degradation), the battery pack can achieve a state where charging time will not reach T under any operating condition, whether driving or charging. 报警 The overall optimal target cooling strategy is -ΔT.

[0050] In the embodiments of the present invention, steps S102 to S108 above involve obtaining the temperature threshold and power limit value of the battery in the vehicle. The temperature threshold characterizes the temperature corresponding to the battery's safe operating state, and the power limit value represents the battery's power corresponding to the safe operating state. Based on the temperature threshold and power limit value, initial state data of the battery is obtained. This initial state data represents at least one of the following information about the battery before testing: temperature information and charge information. Based on the initial state data, the charging or discharging process of the battery is tested to obtain test data. Based on the test data, a target cooling strategy for the battery is determined. This target cooling strategy includes cooling parameters for cooling the battery. In other words, the embodiments of the present invention can determine the temperature threshold and power limit value of the battery under safe operating conditions, thereby obtaining the initial state information of the battery before testing, and testing the charging or discharging process of the battery to determine the test data after testing. This allows for the determination of cooling parameters for cooling the battery, thus solving the technical problem of poor battery cooling effect and achieving the technical effect of improving battery cooling efficiency.

[0051] The method described in this embodiment will be further described below.

[0052] As an optional embodiment, in step S104, before obtaining the initial state data of the battery based on the temperature threshold and power limit value, the method further includes: obtaining the vehicle's driving temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range, wherein the driving temperature is used to represent the temperature change during vehicle operation, and the charging temperature is used to represent the temperature change of the charging compartment that charges the battery; and determining the power limit value and the battery's simulated operating conditions based on the driving temperature, charging temperature, initial temperature, and charge range, wherein the simulated operating conditions include at least the driving condition, the charging condition, and the combined condition.

[0053] In this embodiment, before obtaining the battery's initial state data based on temperature thresholds and power limits, the vehicle's driving temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range can be obtained first. Based on these parameters, the power limit and the simulated battery operating conditions can be determined. The driving temperature represents the temperature changes during vehicle operation, and the charging temperature represents the temperature changes within the charging compartment where the battery is charged.

[0054] In this embodiment of the invention, the vehicle's operating temperature, charging temperature, initial temperature, and battery capacity range can be pre-collected using big data. This improves the fit between the charging and discharging process tests and real-world scenarios, identifies the driving conditions, charging conditions, and combined conditions in the test conditions, and allows for simulation testing of the charging and discharging process, thereby achieving the technical effect of improving battery cooling.

[0055] As an optional embodiment, in step S104, before obtaining the vehicle's driving temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range, the method further includes: determining the driving temperature based on the highest temperature value during vehicle operation within the target range; determining the charging temperature based on the maximum temperature within the charging compartment within the target range; determining the initial temperature set based on the temperature of the battery when entering the charging compartment within the target range; determining the charge range set based on the charge level of the battery when entering the charging compartment and the charge level when leaving the charging compartment within the target range; determining the temperature with the largest proportion in the initial temperature set as the initial temperature, and determining the range with the largest proportion in the charge range set as the charge range.

[0056] In this embodiment, within the range of the vehicle's operating temperature, charging temperature, initial temperature, and battery level, the operating temperature can be determined based on the highest temperature value during vehicle operation within the target range. The charging temperature can be determined based on the maximum temperature within the charging compartment within the target range. An initial temperature set can be determined based on the battery's temperature when entering the charging compartment within the target range. A battery level range set can be determined based on the battery's charge level when entering and leaving the charging compartment within the target range. The temperature with the largest percentage of the initial temperature set can be determined as the initial temperature, and the range with the largest percentage of the battery level range can be determined as the battery level range. The target range can be a pre-defined interval or a range area set according to actual conditions, such as a pre-defined one-year period. It should be noted that the size and setting method of the above target range are only illustrative examples and are not specifically limited here.

[0057] Optionally, the vehicle's location can be determined first, along with the temperature variation curve of the day with the highest temperature in that area, which can be used as the driving operating temperature. The maximum value of the actual temperature range within the charging compartment of the battery swapping station in that area can be determined as the charging operating temperature. Initial temperature data can be determined based on the battery arrival data at the local battery swapping station.

[0058] For example, the temperature variation curve of the hottest day of the year or the previous year in the sales region where the vehicle is located can be determined as the driving operating temperature. The actual temperature range inside the charging compartment of the local battery swapping station can be determined, and the highest value within that range can be taken as the charging operating temperature. Based on the battery arrival data of the local battery swapping station, the temperature at which the largest proportion of batteries arrive at the station during the hottest month can be statistically determined as the initial temperature for the batteries used in simulation tests. Based on actual information from the local battery swapping station, big data analysis can be used to determine the SOC range of the largest proportion of batteries arriving and leaving the station; that is, the energy range can be considered as the SOC range. high ~SOC low This allows us to determine the power value that indicates insufficient overall vehicle power based on the vehicle development plan.

[0059] For another example, based on the data above, we can consider the power of the air conditioning and DC-DC converter to obtain the driving conditions, i.e., urban driving conditions. We can select the sales region with the highest summer temperatures for this vehicle model, use a big data system to statistically analyze the average absolute power of all single driving segments of this model in that region, create a normal distribution plot, obtain the mean and Σ values, and then calculate mean + xΣ. This can be combined with a big data acquisition system to select a driving segment with a high temperature rise, extract the most severe driving condition, and obtain the average absolute power of that severe driving condition. Combining the driving conditions with the extracted severe driving condition yields a combined driving condition where the average absolute power is close to mean + xΣ.

[0060] As an optional embodiment, step S106 involves testing the charging or discharging process of the battery based on the initial state data to obtain battery test data. This includes: conducting a simulation test on driving conditions based on the initial state data to obtain driving test data for the battery; conducting a simulation test on charging conditions to obtain charging test data for the battery; and conducting a simulation test on combined conditions to obtain combined test data for the battery. The driving test data, charging test data, and combined test data are then determined as first test data. The test data includes first test data and second test data. The first test data represents the result obtained through simulation testing, and the second test data represents the result obtained through bench testing.

[0061] In this embodiment, during the process of testing the battery's charging or discharging process based on initial state data to obtain battery test data, simulation tests can be performed on driving conditions based on the initial state data to obtain battery driving test data. Simulation tests can also be performed on charging conditions to obtain battery charging test data, and simulation tests can be performed on combined conditions to obtain battery combined test data. The driving test data, charging test data, and combined test data are defined as the first test data. The test data includes both the first test data and the second test data. The first test data can be used to represent the results obtained through simulation testing. The second test data can be used to represent the results obtained through bench testing.

[0062] Optionally, the temperature of the batteries entering the battery swapping station can be statistically analyzed and used as the initial temperature for simulating driving conditions, and the initial temperature can be set to SOC. high The ambient temperature during simulation testing can be adjusted to match the local daily maximum temperature variation curve, thereby simulating driving conditions and combined driving conditions. During this process, the absolute value of the actual power value cannot exceed the absolute values ​​corresponding to the charging power map and discharging power map for that vehicle model. The battery level is controlled to reach SOC (State of Charge). low Stop the simulation test and record the corresponding driving test data and combined test data under the current driving conditions and combined conditions, that is, the highest temperature T1 at the end of the two test conditions.

[0063] Optionally, the initial charging temperature of the battery pack can be set to T1, or the initial SOC can be set to SOC. low And the ambient temperature is set to the highest value T within the temperature range of the charging compartment of the battery swapping station. 换 The charging conditions were simulated and tested using the actual charging strategy of the vehicle model. During this process, the battery was controlled to charge to SOC. highStop the simulation test and record the corresponding charging condition data at this time, that is, the highest temperature T2 when the charging condition ends.

[0064] Optionally, by combining the above driving conditions with charging conditions, a simulation system can be used to perform a cumulative 24-hour operation simulation of both test conditions. The highest battery pack temperature for one day or more is recorded, and the sampling error is recorded as ΔT through the battery management system (BMS). The simulation objective is that the highest battery pack temperature after 24 hours does not exceed T. 报警 -ΔT.

[0065] As an optional embodiment, step S108, based on the test data, determines the target cooling strategy for the battery, including: in response to the maximum temperature data of the battery in the first test data exceeding a temperature threshold, iteratively processing the first test data to obtain a processing result; in response to the processing result being less than or equal to the temperature threshold, determining the cooling strategy.

[0066] In this embodiment, during the process of determining the target cooling strategy for the battery based on test data, the relationship between the maximum temperature data and the temperature threshold in the first test data can be determined. If the maximum temperature data of the battery in the first test data exceeds the temperature threshold, the first test data can be iteratively processed to obtain a processing result. The processing result is then compared with the temperature threshold. If the processing result is less than or equal to the temperature threshold, a cooling strategy can be determined. The temperature threshold can be a temperature threshold that considers errors; that is, when there is no error, the temperature threshold can be T. 报警 When there is an error of ΔT, the temperature threshold is T. 报警 -ΔT.

[0067] Optionally, the goal of the simulation test is to ensure that the maximum temperature of the battery pack does not exceed T. 报警 -ΔT. When the temperature exceeds this threshold, a strategy adjustment is required. During the adjustment process, for every x% increase in the charging or discharging power map, the charging strategy current will jump in a stepwise manner, and this will occur within T. 报警 -x℃ is used to derating the current and correcting the current value, thereby adjusting the strategy to ensure that the maximum temperature data of the battery in the first test data does not exceed the temperature threshold.

[0068] Optionally, the processing can be optimized through simulation iteration to obtain the processing result. When the processing result is less than or equal to the temperature threshold, it can be said that the strategy adjustment during the simulation test can obtain a cooling strategy that ensures that the battery temperature does not exceed the temperature threshold.

[0069] As an optional embodiment, in step S108, after determining the target cooling strategy in response to the processing result not exceeding the temperature threshold, the method further includes: performing bench testing on the battery based on the cooling strategy to obtain the target cooling strategy.

[0070] In this embodiment, after determining the target cooling strategy, provided that the processing result does not exceed the temperature threshold, the battery can be bench-tested based on the cooling strategy to obtain the target cooling strategy.

[0071] In this embodiment of the invention, simulation testing alone may not be sufficient to address the technical issue of poor battery cooling performance. Therefore, actual bench testing can be used to verify the cooling strategy and determine whether it can meet the required cooling standards under real-world conditions. That is, while meeting battery charging time requirements and ensuring maximum vehicle power, the temperature threshold (T0) should not be reached under any operating conditions during driving or charging. 报警 The optimal solution for the overall cooling strategy is the comprehensive solution of -ΔT), which is the final target cooling strategy.

[0072] As an optional embodiment, step S108, based on the cooling strategy, performs bench testing on the battery to obtain a target cooling strategy, including: responding to the control command corresponding to the cooling strategy, performing bench testing on the battery to obtain a second test result; responding to the second test result being less than or equal to a temperature threshold, determining the target cooling strategy, wherein the target cooling strategy is used to represent a cooling strategy that has been successfully verified based on bench testing.

[0073] In this embodiment, during the process of bench testing the battery based on the cooling strategy to obtain the target cooling strategy, the battery can be bench tested in response to the control command corresponding to the cooling strategy to obtain a second test result. The relationship between the temperature value in the second test result and the temperature threshold can be determined. When the second test result is less than or equal to the temperature threshold, the cooling strategy can be determined as the target cooling strategy. The target cooling strategy can be used to indicate the cooling strategy that has been successfully verified by bench testing.

[0074] Optionally, based on the cooling strategy, bench tests can be conducted on the battery pack to determine whether the temperature threshold can be exceeded while simultaneously meeting battery charging time requirements and ensuring maximum vehicle power. If it can, it indicates that the cooling strategy is still ineffective in cooling the battery under real-world conditions. If not, it indicates that the cooling strategy can effectively cool the battery under real-world conditions, and in this case, the cooling strategy can be designated as the target cooling strategy.

[0075] In this embodiment of the invention, after obtaining the cooling strategy through simulation testing, to ensure the accuracy of the cooling strategy, further testing and verification can be conducted on the cooling strategy that ensures the battery does not overheat in the simulation test. This ensures that the cooling strategy can achieve the corresponding cooling effect under real conditions, thereby guaranteeing the accuracy of battery cooling. Bench tests can be used to simulate the operating scenario of a real battery to verify the cooling strategy. If the results obtained after the bench test do not exceed the temperature threshold, it means that battery overheating can be avoided, and the bench test can be considered successful. At this point, the corresponding cooling strategy can be considered effective, and this cooling strategy can be identified as the target cooling strategy. The battery can be cooled based on the target cooling strategy, thereby achieving the technical effect of improving the accuracy of battery cooling.

[0076] In this embodiment of the invention, a temperature threshold and a power limit value of the battery in a vehicle are obtained. The temperature threshold characterizes the temperature corresponding to the battery's safe operating state, and the power limit value represents the battery's power corresponding to the safe operating state. Based on the temperature threshold and power limit value, initial state data of the battery is obtained. This initial state data represents at least one of the following information about the battery before testing: temperature information and charge information. Based on the initial state data, the charging or discharging process of the battery is tested to obtain test data. Based on the test data, a target cooling strategy for the battery is determined. This target cooling strategy includes cooling parameters for cooling the battery. In other words, this embodiment of the invention can determine the temperature threshold and power limit value of the battery under safe operating conditions, thereby obtaining the initial state information of the battery before testing, and testing the charging or discharging process of the battery to determine the test data after testing, thereby determining the cooling parameters for cooling the battery. This solves the technical problem of poor battery cooling effect and achieves the technical effect of improving the battery cooling effect.

[0077] Example 2

[0078] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0079] Currently, most pure electric new energy vehicles use liquid cooling and direct refrigerant cooling systems, which significantly increases development costs and complicates design structures. This problem is particularly pronounced for commercially operated battery-swapping pure electric vehicles. To address these high costs and complex structures, some battery-swapping models employ natural cooling systems. However, in high summer temperatures, naturally cooled pure electric vehicles are prone to overheating, leading to battery over-temperature alarms, affecting vehicle performance, and posing safety hazards due to prolonged high battery temperatures. With the rapid development of new energy vehicles, the issue of low winter driving range needs to be addressed urgently. When the ambient temperature is too low, the battery can be heated using PTC thermistors, heat pumps, or pulse self-heating to maintain battery performance. However, to achieve the desired heating effect, the heating effects of different frequencies and currents need to be verified. Therefore, the technical problem of low efficiency in determining battery self-heating parameters remains, resulting in poor battery cooling performance.

[0080] However, the above methods still suffer from poor battery cooling performance. To address this issue, this invention proposes a method for solving the overheating problem in naturally cooled battery-swapping pure electric vehicles during summer. This method determines the battery's temperature threshold and power limit under safe operating conditions, thereby obtaining the battery's initial state information before testing. The charging or discharging process of the battery is then tested, and the test data after testing is obtained. This allows for the determination of cooling parameters for the battery, thus solving the problem of poor battery cooling performance and improving the overall cooling effect.

[0081] The method described in this embodiment will be further described below.

[0082] Figure 2 This is a flowchart illustrating a method for solving the overheating problem in summer for naturally cooling battery-swapping pure electric vehicles according to an embodiment of the present invention, such as... Figure 2 As shown, the method may include the following steps:

[0083] Step S201: Obtain basic data for the one-dimensional simulation system.

[0084] In the technical solution provided by step S201 of the present invention, basic data of the one-dimensional simulation system of the vehicle can be obtained, such as driving operating temperature, charging operating temperature and initial temperature.

[0085] Optionally, this embodiment first determines the area where the vehicle is located and can determine the temperature change curve of the day with the highest temperature in that area, as the driving operating temperature. The maximum value of the actual temperature range inside the charging compartment of the battery swapping station in that area can be determined as the charging operating temperature. Initial temperature data can be determined based on the battery arrival data entering the local battery swapping station.

[0086] For example, Figure 3 This is a schematic diagram of an ambient temperature change curve according to an embodiment of the present invention, such as... Figure 3 As shown, since Chongqing, where the vehicle was sold, had the highest temperature of the year on August 18, 2022, the temperature of that day can be summarized to create a 24-hour temperature change curve.

[0087] Optionally, the temperature variation curve of the highest temperature day of the current or previous year in the sales region of the vehicle can be determined as the driving operating temperature. The actual temperature range within the charging compartment of the local battery swapping station can be determined, and the highest value within the range can be taken as the charging operating temperature. Based on the battery arrival data of the local battery swapping station, the temperature at which the largest proportion of batteries arrive at the station during the hottest month can be statistically determined as the initial temperature for the batteries used in simulation testing. Based on actual information from the local battery swapping station, big data analysis can be used to determine the SOC range of the largest proportion of batteries arriving and leaving the station; that is, the energy range can be considered as the SOC range. high ~SOC low This allows us to determine the power value that indicates insufficient overall vehicle power based on the vehicle development plan.

[0088] For example, the actual temperature range inside the charging compartment of a certain brand's battery swapping station in Chongqing is 25±10℃, with the highest temperature of 35℃ being taken.

[0089] For another example, based on the battery entry data of a certain brand's battery swapping station in Chongqing, it can be determined that the temperature at which the highest proportion of batteries entered the station in August was 45℃.

[0090] Step S202: Perform one-dimensional system simulation calculation.

[0091] In the technical solution provided by step S202 of the present invention, one-dimensional system simulation calculation can be started based on the basic data of the one-dimensional simulation system.

[0092] Optionally, based on the above data, the power of the air conditioner and DC-DC converter can be taken into account to obtain the driving conditions, that is, the urban driving conditions.

[0093] For example, Figure 4 This is a schematic diagram of an urban operating condition considering air conditioning and a DC-DC converter according to an embodiment of the present invention, as shown below. Figure 4As shown, considering the power consumption of air conditioners and DC-DC converters in Chongqing, the average power consumption under urban operating conditions in Chongqing is determined to be 8.57 kW.

[0094] Optionally, the sales region with the highest summer temperatures for this vehicle model can be selected. Using a big data system, the average absolute power of all single driving segments for this model in that region can be calculated, and a normal distribution plot can be created to obtain the mean and Σ values, thus calculating mean+xΣ. This can be combined with a big data acquisition system to select a driving segment with high temperature rise, extract the most severe operating condition, and obtain the average absolute power of that severe operating condition. Combining the driving conditions with the extracted severe operating condition yields a combination of operating conditions where the average absolute power is close to mean+xΣ.

[0095] For example, we can select the average absolute power of all vehicles of this model in the Changchun area for a single driving segment and plot a normal distribution. Figure 5 This is a schematic diagram of a normal power distribution for a single driving segment according to an embodiment of the present invention, as shown below. Figure 5 As shown, the mean value is 8.57 kw and the Σ value is 3.28 kw, thus we can calculate mean + 3Σ = 18.43 kw. As an optional example, Figure 6 This is a schematic diagram of a vehicle under severe operating conditions according to an embodiment of the present invention, such as... Figure 6 As shown, this can be a 3-minute example of severe operating conditions. Big data can select a driving segment with a high temperature rise, extract the most severe segment, and obtain the average absolute power of the severe operating condition segment, which is 25.32kw. Figure 7 This is a schematic diagram of a vehicle's combined operating conditions according to an embodiment of the present invention, such as... Figure 7 As shown, the urban operating conditions can be combined with the extracted severe operating conditions to obtain a combined operating condition with an average absolute power of 18.43 kW.

[0096] Step S203: Determine if the temperature is too high.

[0097] In the technical solution provided by step S203 of the present invention, it can be determined whether the temperature exceeds the limit. If so, step S204 is executed. Otherwise, step S208 is executed.

[0098] Step S204, Braking overheating solution strategy.

[0099] In the technical solution provided by step S204 of the present invention, a corresponding solution strategy can be adopted to solve the problem of the temperature exceeding the temperature threshold.

[0100] Step S205: Adjust the alarm temperature threshold.

[0101] In the technical solution provided by step S205 of the present invention, the temperature threshold range for the battery over-temperature alarm can be determined by combining the characteristics of the battery, while ensuring the safety and cycle life of the battery. The upper limit of this temperature threshold range is then taken as the temperature threshold, denoted as T. 报警 .

[0102] Step S206: Adjust the charging and discharging power strategy.

[0103] In the technical solution provided by step S206 of the present invention, the power limit value corresponding to different temperature points can be determined according to the battery charging power map and discharging power map based on the set temperature threshold and the vehicle's overall power requirements. Furthermore, the power value between the temperature threshold and the high-temperature power reduction point can be determined by linear interpolation.

[0104] Step S207: Adjust the charging strategy.

[0105] In the technical solution provided by step S207 of the present invention, a charging current value can be preset in advance, taking into account the characteristic that the ambient temperature of the charging station is constant and low.

[0106] Optionally, the goal of the simulation test is to ensure that the maximum temperature of the battery pack does not exceed T. 报警 -ΔT. When the temperature exceeds this threshold, a strategy adjustment is required. During the adjustment process, for every x% increase in the charging or discharging power map, the charging strategy current will jump in a stepwise manner, and this will occur within T. 报警 -x℃ is used to derating the current and correcting the current value, thereby adjusting the strategy to ensure that the maximum temperature data of the battery in the first test data does not exceed the temperature threshold.

[0107] Optionally, the processing can be optimized through simulation iteration to obtain the processing result. When the processing result is less than or equal to the temperature threshold, it can be said that the strategy adjustment during the simulation test can obtain a cooling strategy that ensures that the battery temperature does not exceed the temperature threshold.

[0108] Optionally, the goal of the simulation test is to ensure that the maximum temperature of the battery pack does not exceed T. 报警 -ΔT. When the temperature exceeds this threshold, a strategy adjustment is required. During the adjustment process, for every x% increase in the charging or discharging power map, the charging strategy current will jump in a stepwise manner, and this will occur within T. 报警 -x℃ is used to derating the current and correcting the current value, thereby adjusting the strategy to ensure that the maximum temperature data of the battery in the first test data does not exceed the temperature threshold.

[0109] Optionally, the initial temperature of the simulated battery pack is 45℃, the initial SOC is 97%, and the ambient temperature is set to the 24-hour temperature change curve of Chongqing. Simulations are performed under urban conditions with an average power of 8.57kW and a combined condition of 18.43kW. The absolute value of the actual power value cannot exceed the absolute value corresponding to the charging and discharging power map of the vehicle model. The simulation is stopped when the SOC reaches 25%, and the highest temperature at the end of the two conditions is recorded.

[0110] Optionally, the initial charging temperature of the battery pack is the highest temperature at the end of the previous driving condition (urban condition, combined condition), the initial SOC is 25%, the ambient temperature is 35℃ (the highest temperature value of the charging condition), the charging condition simulation is performed according to the actual charging strategy of the vehicle model, the simulation stops when charging reaches 97% SOC, and the highest temperature at the end of charging for vehicles operating under different driving conditions is recorded.

[0111] Optionally, the driving conditions (urban conditions, combined conditions) and charging conditions are combined to conduct an operation simulation of 24 hours or more. The simulation target is that the highest temperature of the battery pack after 24 hours does not exceed 53℃ (the first-level temperature alarm threshold = 55-2 = 53℃).

[0112] Optionally, battery pack bench tests can be performed, and the test results match the simulation results with an error of ±2℃. Figure 8 This is a schematic diagram illustrating the 24-hour measured results of a battery pack under urban operating conditions according to an embodiment of the present invention. Figure 8 As shown, the 24-hour test results of the battery pack under urban operating conditions in Chongqing can be displayed.

[0113] Optionally, the processing can be optimized through simulation iteration to obtain the processing result. When the processing result is less than or equal to the temperature threshold, it can be said that the strategy adjustment during the simulation test can obtain a cooling strategy that ensures that the battery temperature does not exceed the temperature threshold.

[0114] For example, Table 1 is a comparison table of one-dimensional simulation and bench test of urban working conditions according to an embodiment of the present invention. As shown in Table 1, urban working conditions can be simulated or bench tested. The initial temperature and initial SOC can be detected before both tests. After the test, the ending temperature and ending SOC, as well as the test time, can be detected and compared.

[0115] Table 1 Comparison between one-dimensional simulation and bench test of urban working conditions

[0116]

[0117] For example, Table 2 is a comparison table of one-dimensional simulation and bench test of a combined working condition according to an embodiment of the present invention. As shown in Table 2, the combined working condition can be simulated or bench tested. The initial temperature and initial SOC can be detected before both tests. After the test, the ending temperature, ending SOC, and test time can be detected and compared.

[0118] Table 2 Comparison of One-Dimensional Simulation and Actual Bench Test Results under Combined Working Conditions

[0119]

[0120] Table 3 is a 10s discharge peak power map of an embodiment of the present invention. As shown in Table 3, the discharge peak power corresponding to different temperatures and different SOCs within 10s can be displayed.

[0121] Table 3 10s discharge peak power map

[0122]

[0123] Table 4 is a 180s discharge peak power map of an embodiment of the present invention. As shown in Table 4, the discharge peak power corresponding to different temperatures and different SOCs within 180s can be displayed.

[0124] Table 4. Peak discharge power map at 180s

[0125]

[0126] Table 5 is a charging current map according to an embodiment of the present invention. As shown in Table 5, the charging current corresponding to different SOC ranges and temperature ranges can be determined. Table 5 Charging Current Map

[0127]

[0128] Step S208, not exceeding the temperature threshold.

[0129] In the technical solution provided by step S208 of the present invention, based on the above analysis, it can be determined that the temperature value does not exceed the temperature threshold.

[0130] The embodiments of the present invention can determine the temperature threshold and power limit of the battery under safe operating conditions, thereby obtaining the initial state information of the battery before testing, and testing the charging or discharging process of the battery to determine the test data after testing, thereby determining the cooling parameters for cooling the battery, thus solving the technical problem of poor cooling effect of the battery and achieving the technical effect of improving the cooling effect of the battery.

[0131] Example 3

[0132] According to an embodiment of the present invention, a device for determining battery parameters in a vehicle is also provided. It should be noted that this device for determining battery parameters in a vehicle can be used to execute a method for determining battery parameters in a vehicle as described in Embodiment 1.

[0133] Figure 9 This is a schematic diagram of a device for determining battery parameters in a vehicle according to an embodiment of the present invention, as shown below. Figure 9 As shown, the battery parameter determination device 900 in the vehicle may include: a first acquisition unit 902, a second acquisition unit 904, a testing unit 906, and a determination unit 908.

[0134] The first acquisition unit 902 is used to acquire the temperature threshold and power limit value of the battery in the vehicle. The temperature threshold is used to characterize the temperature corresponding to the battery in a safe operating state, and the power limit value is used to represent the power of the battery in a safe operating state.

[0135] The second acquisition unit 904 is used to acquire initial state data of the battery based on a temperature threshold and a power limit value, wherein the initial state data is used to represent at least one of the following information of the battery under untested conditions: temperature information and power information.

[0136] Test unit 906 is used to test the charging or discharging process of the battery based on initial state data to obtain battery test data.

[0137] The determining unit 908 is used to determine the target cooling strategy for the battery based on test data, wherein the target cooling strategy includes cooling parameters for cooling the battery.

[0138] Optionally, the device may further include: an acquisition module for acquiring the vehicle's driving temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range, wherein the driving temperature represents the temperature change during vehicle operation, and the charging temperature represents the temperature change in the charging compartment where the battery is charged; and a first determination module for determining a power limit value and a simulated battery operating condition based on the driving temperature, charging temperature, initial temperature, and charge range, wherein the simulated operating condition includes at least the driving condition, the charging condition, and a combined condition.

[0139] Optionally, the device may further include: a second determining module, configured to determine the driving operating temperature based on the highest temperature value during vehicle operation within the target range; and to determine the charging operating temperature based on the maximum temperature value inside the charging compartment within the target range; and to determine an initial temperature set based on the temperature of the battery entering the charging compartment within the target range; and to determine a power range set based on the battery power level when entering the charging compartment and the battery power level when leaving the charging compartment within the target range; and a third determining module, configured to determine the initial temperature based on the temperature with the largest proportion of the initial temperature set, and to determine the power range based on the range with the largest proportion of the power range set.

[0140] Optionally, the test unit 906 may include: a first test module, used to perform simulation tests on driving conditions based on initial state data to obtain driving test data of the battery, and to perform simulation tests on charging conditions to obtain charging test data of the battery, and to perform simulation tests on combined conditions to obtain combined test data of the battery; and a fourth determination module, used to determine the driving test data, charging test data and combined test data as first test data, wherein the test data includes first test data and second test data, the first test data is used to represent the result obtained through simulation test and the second test data is used to represent the result obtained through bench test.

[0141] Optionally, the determining unit 908 may include: a processing module, used to iteratively process the first test data in response to the maximum temperature data of the battery in the first test data exceeding the temperature threshold, and obtain a processing result; and a fifth determining module, used to determine a cooling strategy in response to the processing result being less than or equal to the temperature threshold.

[0142] Optionally, the device may include: a second testing module for performing bench tests on the battery based on a cooling strategy to obtain the target cooling strategy.

[0143] Optionally, the second testing module may include: a testing submodule, used to perform bench testing on the battery in response to the control command corresponding to the cooling strategy, and obtain a second test result; and a determination submodule, used to determine a target cooling strategy in response to the second test result being less than or equal to a temperature threshold, wherein the target cooling strategy is used to represent a cooling strategy that has been successfully verified based on bench testing.

[0144] According to an embodiment of the present invention, a first acquisition unit acquires a temperature threshold and a power limit value of the battery in the vehicle, wherein the temperature threshold is used to characterize the temperature corresponding to the battery in a safe operating state, and the power limit value is used to represent the power of the battery in a safe operating state; a second acquisition unit acquires initial state data of the battery based on the temperature threshold and the power limit value, wherein the initial state data is used to represent at least one of the following information of the battery under untested conditions: temperature information and charge information; a testing unit tests the charging or discharging process of the battery based on the initial state data to obtain test data of the battery; a determination unit determines a target cooling strategy for the battery based on the test data, wherein the target cooling strategy includes cooling parameters for cooling the battery, thereby solving the technical problem of poor cooling effect of the battery and achieving the technical effect of improving the cooling effect of the battery.

[0145] Example 4

[0146] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the method for determining battery parameters in a vehicle as described in Embodiment 1.

[0147] Example 5

[0148] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program executes the method for determining battery parameters in a vehicle as described in Embodiment 1.

[0149] Example 6

[0150] According to an embodiment of the present invention, a vehicle is also provided for performing the method for determining battery parameters in any of the vehicles in Embodiment 1.

[0151] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0152] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0153] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0154] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0155] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0156] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0157] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for determining battery parameters of a vehicle, characterized in that, include: The temperature threshold and power limit value of the battery in the vehicle are obtained, wherein the temperature threshold is used to characterize the temperature corresponding to the battery in a safe operating state, and the power limit value is used to represent the power of the battery in the safe operating state; Based on the temperature threshold and the power limit value, the initial state data of the battery is obtained, wherein the initial state data is used to represent at least one of the following information of the battery under untested conditions: temperature information and power information; Based on the initial state data, the charging or discharging process of the battery is tested to obtain test data of the battery. Based on the test data, a target cooling strategy for the battery is determined, wherein the target cooling strategy includes cooling parameters for cooling the battery.

2. The method according to claim 1, characterized in that, Before obtaining the initial state data of the battery based on the temperature threshold and the power limit value, the method further includes: The vehicle's operating temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range are obtained. The operating temperature represents the temperature change of the vehicle during driving, and the charging temperature represents the temperature change of the charging compartment that charges the battery. Based on the driving operating temperature, the charging operating temperature, the initial temperature, and the power range, the power limit value and the simulated operating conditions of the battery are determined, wherein the simulated operating conditions include at least the driving operating condition, the charging operating condition, and the combined operating condition.

3. The method according to claim 2, characterized in that, Before obtaining the vehicle's operating temperature, the battery's charging temperature, the battery's initial temperature, and the battery's charge range, the method further includes: The driving operating temperature is determined based on the highest temperature value during vehicle operation within the target range; the charging operating temperature is determined based on the maximum temperature value inside the charging compartment within the target range; an initial temperature set is determined based on the temperature of the battery when it enters the charging compartment within the target range; and a power range set is determined based on the battery charge level when it enters the charging compartment and the battery charge level when it leaves the charging compartment within the target range. The initial temperature is determined by the temperature with the largest concentration of the initial temperature range, and the range with the largest concentration of the power range is determined by the power range.

4. The method for determining battery parameters according to claim 2, characterized in that, Based on the initial state data, the charging or discharging process of the battery is tested to obtain test data for the battery, including: Based on the initial state data, a simulation test is performed on the driving condition to obtain the driving test data of the battery, and a simulation test is performed on the charging condition to obtain the charging test data of the battery, and a simulation test is performed on the combined condition to obtain the combined test data of the battery. The driving test data, the charging test data, and the combined test data are determined as the first test data. The test data includes the first test data and the second test data. The first test data is used to represent the results obtained through simulation testing, and the second test data is used to represent the results obtained through bench testing.

5. The method for determining battery parameters according to claim 4, characterized in that, Based on the test data, the target cooling strategy for the battery is determined, including: In response to the fact that the maximum temperature data of the battery in the first test data exceeds the temperature threshold, the first test data is iteratively processed to obtain the processing result; In response to the processing result being less than or equal to a temperature threshold, the cooling strategy is determined.

6. The method for determining battery parameters according to claim 5, characterized in that, After determining the target cooling strategy in response to the processing result not exceeding a temperature threshold, the method further includes: Based on the cooling strategy, the battery is subjected to bench testing to obtain the target cooling strategy.

7. The method for determining battery parameters according to claim 6, characterized in that, Based on the cooling strategy, the battery is subjected to the bench test to obtain the target cooling strategy, including: In response to the control command corresponding to the cooling strategy, the battery is subjected to the bench test to obtain a second test result; In response to the second test result being less than or equal to the temperature threshold, the target cooling strategy is determined, wherein the target cooling strategy represents the cooling strategy that has been successfully verified based on the bench test.

8. A device for determining battery parameters of a vehicle, characterized in that, include: The first acquisition unit is used to acquire the temperature threshold of the battery in the vehicle and the power limit value of the battery, wherein the temperature threshold is used to characterize the temperature corresponding to the battery in a safe operating state, and the power limit value is used to represent the power of the battery in the safe operating state; The second acquisition unit is used to acquire initial state data of the battery based on the temperature threshold and the power limit value, wherein the initial state data is used to represent at least one of the following information of the battery under untested conditions: temperature information and power information; The testing unit is used to test the charging or discharging process of the battery based on the initial state data, and obtain the test data of the battery. A determining unit is configured to determine a target cooling strategy for the battery based on the test data, wherein the target cooling strategy includes cooling parameters for cooling the battery.

9. A processor, characterized in that, The processor is used to run a program, wherein the program is executed by the processor to perform the method according to any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle is used to perform the method according to any one of claims 1 to 7.

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