Battery thermal management methods and vehicles

Abstract

This invention discloses a battery thermal management method and a vehicle. The method includes: acquiring the actual temperature of the battery in the vehicle and the vehicle's current location; acquiring driver user data and battery swapping station data based on the current location; predicting the future temperature of the battery during charging based on the actual temperature, user data, and station data; and controlling the operation of the battery's thermal management module based on the future temperature. This invention solves the technical problem of poor control effect of the battery's thermal management module in related technologies.

Description

Technical Field

[0001] This invention relates to the field of battery control, and more specifically, to a battery thermal management method and a vehicle. Background Technology

[0002] In actual battery swapping operations, if the battery discharge process at the vehicle end and the charging process at the swapping station can be continuous, the battery can maintain high operating efficiency. However, since the charging and discharging efficiency of the vehicle is usually affected by the battery temperature, and the thermal management system for controlling battery temperature on the vehicle and the thermal management system for controlling battery temperature at the swapping station are usually two separate systems operating independently based on vehicle data and swapping station data, the control effect of the battery's thermal management module may be poor during the actual battery swapping process.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a battery thermal management method and a vehicle to at least solve the technical problem of poor control of battery thermal management modules in related technologies.

[0005] According to one aspect of the present invention, a battery thermal management method is provided, comprising: acquiring the actual temperature of a battery on a vehicle and the current location of the vehicle; acquiring user data of the driver and site data of a battery swapping station based on the current location; predicting the future temperature of the battery during charging based on the actual temperature, user data, and site data; and controlling the operation of the battery's thermal management module based on the future temperature.

[0006] Optionally, based on the actual temperature, user data, and site data, the future temperature of the battery during charging is predicted, including: obtaining a first temperature rise coefficient corresponding to the user data and a second temperature rise coefficient corresponding to the site data; obtaining a target temperature rise coefficient based on the sum of the first and second temperature rise coefficients; and adjusting the actual temperature based on the target temperature rise coefficient to obtain the future temperature.

[0007] Optionally, obtaining the first temperature rise coefficient corresponding to the user data includes: in response to the user data including the driver's future driving data, obtaining the first temperature rise coefficient corresponding to the future driving data from the driving temperature rise coefficient table, wherein the driving temperature rise coefficient table is used to characterize the mapping relationship between the future driving data and the first temperature rise coefficient; in response to the user data including the user profile of the next driver, determining the first temperature rise coefficient based on the historical battery swapping data and historical charging habits in the user profile.

[0008] Optionally, obtaining the second temperature rise coefficient corresponding to the site data includes: in response to the site data including the site location of the battery swapping station, determining the second temperature rise coefficient based on the battery swapping strategy corresponding to the site location; in response to the site data including the site temperature and future charging power of the battery swapping station, obtaining the second temperature rise coefficient corresponding to the site temperature and future charging power from a preset temperature rise coefficient table, wherein the preset temperature rise coefficient table is used to characterize the mapping relationship between the site temperature, future charging power and the second temperature rise coefficient.

[0009] Optionally, based on the current location, the driver's user data and the battery swapping station's site data are obtained, including: in response to the current location being that the vehicle is not currently in the battery swapping station, obtaining the driver's future driving data and the battery swapping station's site location; in response to the current location being that the vehicle is currently in the battery swapping station, obtaining the next driver's user profile, the battery swapping station's site temperature, and the battery swapping station's future charging power.

[0010] Optionally, the actual temperature of the battery on the vehicle can be obtained by: collecting the temperature on the battery's electrodes to obtain the battery's sampling temperature; acquiring historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; obtaining a temperature correction coefficient based on the historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; and adjusting the sampling temperature based on the temperature correction coefficient to obtain the actual temperature.

[0011] Optionally, the historical operating condition data includes the battery's historical battery current, and the temperature correction coefficients include: a first heat generation correction coefficient, a second heat generation correction coefficient, a first heat transfer correction coefficient, and a second heat transfer correction coefficient. Based on the historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity, the temperature correction coefficients are obtained, including: obtaining the influence factor corresponding to the difference between the historical battery current and the calibrated current from the current influence factor table, and determining the first heat generation correction coefficient based on the historical battery current and the influence factor, wherein the current influence factor table is used to characterize the mapping relationship between the difference and the influence factor; obtaining the second heat generation correction coefficient corresponding to the battery internal resistance data from the resistance heat generation coefficient table, wherein the resistance heat generation coefficient table is used to characterize the mapping relationship between the battery resistance data and the second heat generation correction coefficient; obtaining the first heat transfer correction coefficient corresponding to the battery ambient temperature from the first heat transfer coefficient table, wherein the first heat transfer coefficient table is used to characterize the mapping relationship between the battery ambient temperature and the first heat transfer correction coefficient; and obtaining the second heat transfer correction coefficient corresponding to the battery thermal conductivity from the second heat transfer coefficient table, wherein the second heat transfer coefficient table is used to characterize the mapping relationship between the battery thermal conductivity and the second heat transfer correction coefficient.

[0012] Optionally, the current influence factor table includes a peak current influence factor table and an average current influence factor table, the calibration current includes a calibration peak current and a calibration average current, the historical battery current includes the battery's average discharge current and peak discharge current, and the influence factors include a first influence factor and a second influence factor. The first influence factor corresponds to the peak current influence factor table, and the second influence factor corresponds to the average current influence factor table.

[0013] Optionally, the influence factors corresponding to the difference between the historical battery current and the rated current are obtained from the current influence factor table, and a first heat generation correction coefficient is determined based on the historical battery current and the influence factors, including: obtaining a first influence factor from the peak current influence factor table based on the difference between the peak discharge current and the rated peak current; obtaining a second influence factor from the average current influence factor table based on the difference between the average discharge current and the rated average current; determining a third influence factor based on the ratio of the peak discharge current to the average discharge current, and the product of the ratio and the second influence factor; and determining a first heat generation correction coefficient based on the sum of the first influence factor and the third influence factor.

[0014] According to another aspect of the present invention, a battery thermal management device is also provided, comprising: a first acquisition module for acquiring the actual temperature of the battery on the vehicle and the current location of the vehicle; a second acquisition module for acquiring user data of the driver and site data of the battery swapping station based on the current location; a temperature prediction module for predicting the future temperature of the battery during charging based on the actual temperature, user data and site data; and a thermal management control module for controlling the operation of the battery's thermal management module based on the future temperature.

[0015] Optionally, the temperature prediction module includes: a coefficient acquisition unit for acquiring a first temperature rise coefficient corresponding to user data and a second temperature rise coefficient corresponding to station data; a coefficient determination unit for obtaining a target temperature rise coefficient based on the sum of the first and second temperature rise coefficients; and a first temperature adjustment unit for adjusting the actual temperature based on the target temperature rise coefficient to obtain the future temperature.

[0016] Optionally, the coefficient acquisition unit is further configured to: in response to the user data including the driver's future driving data, obtain the first temperature rise coefficient corresponding to the future driving data from the driving temperature rise coefficient table, wherein the driving temperature rise coefficient table is used to characterize the mapping relationship between the future driving data and the first temperature rise coefficient; in response to the user data including the user profile of the next driver, determine the first temperature rise coefficient based on the historical battery swapping data and historical charging habits in the user profile.

[0017] Optionally, the coefficient acquisition unit is further configured to: in response to the site data including the site location of the battery swapping station, determine a second temperature rise coefficient based on the battery swapping strategy corresponding to the site location; in response to the site data including the site temperature and future charging power of the battery swapping station, acquire a second temperature rise coefficient corresponding to the site temperature and future charging power from a preset temperature rise coefficient table, wherein the preset temperature rise coefficient table is used to characterize the mapping relationship between the site temperature, future charging power and the second temperature rise coefficient.

[0018] Optionally, the second acquisition module includes: a first data acquisition unit, used to acquire the driver's future driving data and the location of the battery swapping station in response to the current location being that the vehicle is not currently in the battery swapping station; and a second data acquisition unit, used to acquire the user profile of the next driver, the temperature of the battery swapping station, and the future charging power of the battery swapping station in response to the current location being that the vehicle is currently in the battery swapping station.

[0019] Optionally, the first acquisition module includes: a temperature sampling unit for acquiring the temperature on the battery's electrodes to obtain the battery's sampling temperature; a battery data acquisition unit for acquiring the battery's historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; a correction coefficient acquisition unit for acquiring a temperature correction coefficient based on the historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; and a second temperature adjustment unit for adjusting the sampling temperature based on the temperature correction coefficient to obtain the actual temperature.

[0020] Optionally, the historical operating condition data includes the historical battery current, and the temperature correction coefficients include: a first heat generation correction coefficient, a second heat generation correction coefficient, a first heat transfer correction coefficient, and a second heat transfer correction coefficient. The correction coefficient acquisition unit is further configured to: obtain the influence factor corresponding to the difference between the historical battery current and the calibrated current from the current influence factor table, and determine the first heat generation correction coefficient based on the historical battery current and the influence factor, wherein the current influence factor table is used to characterize the mapping relationship between the difference and the influence factor; obtain the second heat generation correction coefficient corresponding to the battery internal resistance data from the resistance heat generation coefficient table, wherein the resistance heat generation coefficient table is used to characterize the mapping relationship between the battery resistance data and the second heat generation correction coefficient; obtain the first heat transfer correction coefficient corresponding to the battery ambient temperature from the first heat transfer coefficient table, wherein the first heat transfer coefficient table is used to characterize the mapping relationship between the battery ambient temperature and the first heat transfer correction coefficient; and obtain the second heat transfer correction coefficient corresponding to the battery thermal conductivity from the second heat transfer coefficient table, wherein the second heat transfer coefficient table is used to characterize the mapping relationship between the battery thermal conductivity and the second heat transfer correction coefficient.

[0021] Optionally, the current influence factor table includes a peak current influence factor table and an average current influence factor table, the calibration current includes a calibration peak current and a calibration average current, the historical battery current includes the battery's average discharge current and peak discharge current, and the influence factors include a first influence factor and a second influence factor. The first influence factor corresponds to the peak current influence factor table, and the second influence factor corresponds to the average current influence factor table.

[0022] Optionally, the correction coefficient acquisition unit is further configured to: obtain a first influence factor from the peak current influence factor table based on the difference between the discharge peak current and the calibration peak current; obtain a second influence factor from the average current influence factor table based on the difference between the discharge average current and the calibration average current; determine a third influence factor based on the ratio of the discharge peak current to the discharge average current and the product of the ratio and the second influence factor; and determine a first heat generation correction coefficient based on the sum of the first influence factor and the third influence factor.

[0023] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform any of the above-described battery thermal management methods.

[0024] According to another aspect of the present invention, a processor is also provided, the processor being configured to run a program, wherein the program executes any of the above-described battery thermal management methods during runtime.

[0025] According to another aspect of the present invention, a vehicle is also provided, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform any of the above-described battery thermal management methods.

[0026] In this embodiment of the invention, the method involves acquiring the actual temperature of the battery on the vehicle and the vehicle's current location; acquiring driver user data and battery swapping station data based on the current location; predicting the future temperature of the battery during charging based on the actual temperature, user data, and station data; and controlling the operation of the battery's thermal management module based on the future temperature. By acquiring corresponding user data and station data based on the vehicle's current location, the operating pressure of the thermal management system is reduced. Simultaneously, the future temperature of the battery during charging is predicted based on the user data and station data, and the thermal management module is controlled using this future temperature. This achieves the goal of improving the accuracy of controlling the operation of the thermal management module, thereby improving the technical effect of the thermal management module's control and solving the technical problem of poor control effect of the battery's thermal management module in related technologies. Attached Figure Description

[0027] 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:

[0028] Figure 1 This is a flowchart illustrating a battery thermal management method according to an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram illustrating a battery thermal management process according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of a battery thermal management system structure according to an embodiment of the present invention;

[0031] Figure 4 This is a structural block diagram of a battery thermal management device according to an embodiment of the present invention. Detailed Implementation

[0032] 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.

[0033] It should be noted that the terms "first," "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.

[0034] Example 1

[0035] According to an embodiment of the present invention, a method embodiment for battery thermal management 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.

[0036] Figure 1 This is a flowchart illustrating a battery thermal management method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0037] Step S102: Obtain the actual temperature of the battery on the vehicle and the current location of the vehicle;

[0038] The above actual temperature may refer to the actual temperature of the battery at the current moment, and the above current location may refer to whether the vehicle is currently inside a battery swapping station.

[0039] Since the discharge process of a battery typically includes two parts: a heat generation process and a heat transfer process, the temperature directly collected by the temperature sensor on the battery may not be affected by either the heat generation process or the heat transfer process, and will deviate from the actual temperature of the battery. Therefore, in one optional solution of this embodiment, in order to ensure the accuracy of controlling the operation of the thermal management module according to the battery, the thermal management system can first obtain the actual temperature of the battery.

[0040] In one optional embodiment, considering that the battery adopts different discharge or charging strategies at different locations, the corresponding control strategies for the thermal management module are also different. For example, if the vehicle is inside a charging station, the battery may adopt a charging strategy. In this case, the thermal management module can be used to control the battery temperature within a temperature range with higher charging efficiency. If the vehicle is outside a charging station, the battery may adopt a discharging strategy. In this case, the thermal management module can be used to control the battery temperature within a temperature range with higher discharging efficiency. At the same time, it is necessary to ensure that the battery temperature is within a temperature range with higher charging efficiency when the vehicle enters the battery swapping station. Therefore, in order to better control the thermal management module, while obtaining the actual battery temperature, the current position of the vehicle can also be obtained, such as whether the wheels are currently inside the battery swapping station.

[0041] Step S104: Based on the current location, obtain the driver's user data and the battery swapping station's site data;

[0042] The aforementioned user data can refer to data obtained by predicting the driver's behavior over a future period. This data can affect the battery's temperature during charging, thereby impacting charging efficiency. Examples include driving behavior and charging behavior in the future. The aforementioned site data can refer to data from battery swapping stations that provide charging equipment and may affect battery charging efficiency. Examples include the current type of the charging pile, the number of available charging piles, the site temperature, and the relative position of the swapping station and the vehicle.

[0043] Considering that the vehicle's driving status can be controlled by the driver, such as controlling the vehicle's speed and path during manual driving, and controlling the operation of the vehicle's onboard screen and air conditioning during autonomous driving, the vehicle's driving status will affect the battery's temperature change over a future period. Furthermore, since the driver's control of the vehicle may differ depending on the location—for example, on a highway, the driver needs to control the vehicle at high speed, resulting in a larger temperature rise in the battery, while in congested traffic, the driver needs to control the vehicle at low speed, resulting in a smaller temperature rise—in one optional solution of this embodiment, to improve the accuracy of predicting the battery's temperature over a future period and thus improve the accuracy of controlling the operation of the thermal management module, the thermal management system can further acquire the aforementioned driver user data based on the vehicle's current location. For example, if the current location is outside the battery swapping station, the acquired user data may include, but is not limited to, the driver's driving habits and device usage habits; if the current location is inside the battery swapping station, the acquired user data may include, but is not limited to, the driver's charging pile selection sequence and the driver's device usage habits during charging.

[0044] In one optional embodiment, the driver's user data can be predicted by combining the driver's historical behavior data and the vehicle's current driving status. The driver's historical behavior data may include, but is not limited to, historical driving records and historical charging records. The vehicle's current driving status may include, but is not limited to, the vehicle's current location, the operating status of the electrical equipment on the vehicle, and the distance between the vehicle and the battery swapping station.

[0045] In one optional embodiment, considering the data of the battery swapping station, such as station temperature, charging pile type, and available number of charging piles, which may affect the charging efficiency of the battery, and because the temperature change of the battery will vary over time depending on the vehicle's location when it arrives at the swapping station, for example, if the swapping station is far from the vehicle's current location, the vehicle will need to travel for a long time, resulting in a larger temperature rise in the battery; conversely, if the swapping station is close to the vehicle's current location, the vehicle will not need to travel for a long time, resulting in a smaller temperature rise in the battery. Therefore, while obtaining the driver's user data, the vehicle's current location can also be used to obtain the station data. For example, if the vehicle is currently inside the swapping station, the obtained station data may include the station temperature, the number and location of available charging piles within the station, and the vehicle's actual location within the swapping station; if the vehicle is not currently inside the swapping station, the obtained station data may include the actual distance between the swapping station and the vehicle's current location, the number and type of available charging piles within the swapping station, and the road conditions of the road the vehicle is currently traveling on.

[0046] Step S106: Based on the actual temperature, user data, and site data, predict the future temperature of the battery during charging.

[0047] The aforementioned future temperature could refer to the predicted battery temperature when the vehicle is being charged over a future period of time.

[0048] In one alternative embodiment, considering that the aforementioned user data and site data will affect the temperature change of the battery over a period of time, and thus affect the future temperature of the battery during charging, the thermal management system can predict the aforementioned future temperature based on the actual temperature of the battery, thereby improving the accuracy of the predicted future temperature.

[0049] For example, the thermal management system can first determine the coefficient of variation that the driver's future behavior may affect the battery temperature based on the acquired user data, then determine the coefficient of variation that the battery swapping station may affect the battery temperature based on the acquired station data, and finally use these two coefficients to adjust the actual battery temperature to obtain the aforementioned future temperature.

[0050] In one optional embodiment, when predicting the future temperature, the thermal management system can also acquire the driver's actual user data and the actual station data of the battery swapping station in real time. Then, using the actual user data and actual station data, the system can adjust the future temperature initially predicted using the user data and station data, thereby achieving the purpose of real-time prediction and adjustment of the future temperature, and further improving the accuracy of the predicted future temperature.

[0051] Step S108: The thermal management module of the battery based on future temperature control is activated.

[0052] The aforementioned thermal management module may include a first thermal management module on the vehicle that controls the temperature of the battery, and a second thermal management module within the battery swapping station that controls the temperature of the station.

[0053] In one optional embodiment, since both the battery's own temperature and the battery swapping station's temperature affect the battery's charging efficiency, after predicting the battery's future temperature during charging, the thermal management system can control the first thermal management module on the vehicle and the second thermal management module of the battery swapping station based on the future temperature. This ensures that when the battery is actually being charged, the battery temperature can be maintained within a target temperature range with high charging efficiency. The target temperature range can be obtained by staff testing the battery's charging efficiency at different charging temperatures. The target temperature range can be constructed based on charging temperatures where the charging efficiency is greater than a preset efficiency threshold.

[0054] For example, if there are many electrical devices operating on the vehicle, or if the temperature at the battery swapping station is high, the future temperature of the battery during charging may exceed the maximum value in the target temperature range, thus affecting the battery's charging efficiency. Therefore, the thermal management system can use the first thermal management module to cool the battery in advance during vehicle operation, ensuring that the battery temperature is within the target temperature range when the vehicle arrives at the battery swapping station. At the same time, the second thermal management module can control the temperature of the battery swapping station to lower or raise it, so that the battery temperature will not exceed the target temperature range due to heat generated during charging or excessively high station temperature, thereby enabling the battery to charge at a higher charging efficiency.

[0055] In this embodiment of the invention, the method involves acquiring the actual temperature of the battery on the vehicle and the vehicle's current location; acquiring driver user data and battery swapping station data based on the current location; predicting the future temperature of the battery during charging based on the actual temperature, user data, and station data; and controlling the operation of the battery's thermal management module based on the future temperature. By acquiring corresponding user data and station data based on the vehicle's current location, the operating pressure of the thermal management system is reduced. Simultaneously, the future temperature of the battery during charging is predicted based on the user data and station data, and the thermal management module is controlled using this future temperature. This achieves the goal of improving the accuracy of controlling the operation of the thermal management module, thereby improving the technical effect of the thermal management module's control and solving the technical problem of poor control effect of the battery's thermal management module in related technologies.

[0056] Optionally, based on the actual temperature, user data, and site data, the future temperature of the battery during charging is predicted, including: obtaining a first temperature rise coefficient corresponding to the user data and a second temperature rise coefficient corresponding to the site data; obtaining a target temperature rise coefficient based on the sum of the first and second temperature rise coefficients; and adjusting the actual temperature based on the target temperature rise coefficient to obtain the future temperature.

[0057] The first temperature rise coefficient mentioned above can refer to the temperature rise coefficient that affects the actual temperature change of the battery based on the driver's user data during vehicle operation. The second temperature rise coefficient mentioned above can refer to the temperature rise coefficient that affects the actual temperature of the battery based on the data from the battery swapping station.

[0058] In one optional embodiment, considering that both user data and site data may affect the future temperature of the battery during charging—for example, if a large number of electrical devices are operating on the vehicle, the future battery temperature may be higher; similarly, if the site temperature of the battery swapping station is high, the future battery temperature may also be higher—the thermal management system can first determine the aforementioned first temperature rise coefficient based on the acquired user data. For instance, if the user data indicates that the driver uses many electrical devices while driving at a high speed, resulting in a larger temperature rise in the battery, a larger first temperature rise coefficient can be set. Conversely, if the user data indicates that the driver uses fewer electrical devices while driving at a moderate speed, resulting in a smaller temperature rise in the battery, a smaller first temperature rise coefficient can be set.

[0059] While determining the first temperature rise coefficient, the thermal management system can also determine the second temperature coefficient based on the acquired site data. For example, if the site data shows a high site temperature and most of the charging piles in the battery swapping station are charging other batteries at maximum power, the corresponding batteries will experience a large temperature rise during charging, in which case a larger second temperature rise coefficient can be set. If the site data shows a low site temperature and most of the charging piles in the battery swapping station are in standby mode, the corresponding batteries will experience a small temperature rise during charging, in which case a smaller second temperature rise coefficient can be set.

[0060] After determining the first and second temperature rise coefficients, their sum can be used as the target temperature rise coefficient. This target coefficient is then used to adjust the actual battery temperature to predict the future battery temperature during charging. It should be noted that using the sum of the two temperature rise coefficients as the target temperature rise coefficient is merely an example. Furthermore, different weights can be assigned to the first and second temperature rise coefficients based on user data and site data. For instance, if user data indicates that the vehicle is far from the battery swapping station and requires significant time to travel, a larger weight can be assigned to the first temperature rise coefficient. Conversely, if site data indicates that the available charging piles at the battery swapping station have limited power and cannot provide fast charging, a smaller weight can be assigned to the second temperature rise coefficient. This further improves the accuracy of the future temperature prediction using the first and second temperature rise coefficients.

[0061] Optionally, obtaining the first temperature rise coefficient corresponding to the user data includes: in response to the user data including the driver's future driving data, obtaining the first temperature rise coefficient corresponding to the future driving data from the driving temperature rise coefficient table, wherein the driving temperature rise coefficient table is used to characterize the mapping relationship between the future driving data and the first temperature rise coefficient; in response to the user data including the user profile of the next driver, determining the first temperature rise coefficient based on the historical battery swapping data and historical charging habits in the user profile.

[0062] The "next driver" mentioned above can refer to the next driver who makes a charging reservation at the charging pile in the battery swapping station. Considering that if a new vehicle drives into the battery swapping station while the battery is being charged, the temperature of the new vehicle will also affect the temperature of the current vehicle's battery during charging, thus affecting the charging efficiency, the user data mentioned above can also include the user profile of the next driver who makes a battery swapping reservation.

[0063] The aforementioned future driving data may include, but is not limited to: the driver's driving speed, driving route, and usage of electrical equipment over a future period. The aforementioned historical charging data may include, but is not limited to: the average charging time of the battery, the average state of charge, and the types of commonly used charging stations. The aforementioned historical charging habits may include, but is not limited to: the driver's charging mode selection habits and electrical equipment usage habits when charging the battery.

[0064] The aforementioned driving temperature rise coefficient table can refer to a mapping relationship between the driver's future driving data and the first temperature rise coefficient, which can be obtained by staff through battery testing and simulation under different driving data.

[0065] In one optional embodiment, when the acquired user data includes the driver's future driving data, the thermal management system can quickly determine the first temperature rise coefficient corresponding to the future driving data from the aforementioned driving temperature rise coefficient table.

[0066] When the acquired user data includes the user profile of the next driver, the thermal management system can adjust an initial temperature rise coefficient based on information such as historical battery swapping data and historical battery swapping habits in the user profile. For example, if the initial temperature rise coefficient is set to 1, and the historical battery swapping data and information indicate that the next driver tends to use more electrical devices, the temperature of the next vehicle will be higher, significantly affecting the temperature of the current vehicle's battery. In this case, the initial temperature rise coefficient can be significantly increased to the first temperature coefficient, for example, adjusted to 1.6. If the historical battery swapping data and information indicate that the next driver does not tend to use electrical devices, the temperature of the next vehicle will be lower, slightly or not affecting the temperature of the current vehicle's battery. In this case, the initial temperature rise coefficient can be slightly increased to the first temperature coefficient, for example, adjusted to 1.1.

[0067] Optionally, obtaining the second temperature rise coefficient corresponding to the site data includes: in response to the site data including the site location of the battery swapping station, determining the second temperature rise coefficient based on the battery swapping strategy corresponding to the site location; in response to the site data including the site temperature and future charging power of the battery swapping station, obtaining the second temperature rise coefficient corresponding to the site temperature and future charging power from a preset temperature rise coefficient table, wherein the preset temperature rise coefficient table is used to characterize the mapping relationship between the site temperature, future charging power and the second temperature rise coefficient.

[0068] The aforementioned station location may refer to the relative position of the battery swapping station and the vehicle. The aforementioned future charging power available refers to the maximum charging power of the charging pile reserved by the driver or the thermal management system. In an optional scheme of this embodiment, the driver or the thermal management system may also select different battery charging modes, such as high-speed charging module or low-speed power mode. The aforementioned future charging power may also be the power obtained by adjusting the maximum charging power of the charging pile according to the battery charging mode.

[0069] The aforementioned preset temperature rise coefficient table can refer to the mapping relationship between the station temperature, charging power, and second temperature rise coefficient of the battery swapping station. It can be obtained by staff through testing and simulation of batteries under different temperatures and charging powers.

[0070] In one optional embodiment, when the acquired site data includes the location of the battery swapping station, the thermal management system can formulate a corresponding battery swapping strategy for the vehicle based on the site location. For example, it can first formulate a vehicle driving strategy based on the site location, such as the vehicle's driving path, driving speed, and other driving parameters, to ensure that the vehicle can reach the battery swapping station before the battery is depleted. Then, it can select an available charging pile from the battery swapping station and formulate a charging strategy for the vehicle based on the location of the available charging pile, ambient temperature, and other parameters. Finally, it can determine the second temperature rise coefficient corresponding to the battery swapping strategy based on the formulated driving strategy and charging strategy.

[0071] When the acquired site data includes the site temperature and future charging power of the battery swapping station, the thermal management system can quickly determine the corresponding second temperature rise coefficient from the aforementioned preset temperature rise coefficient table based on the site dimensions and future charging power.

[0072] Optionally, based on the current location, the driver's user data and the battery swapping station's site data are obtained, including: in response to the current location being that the vehicle is not currently in the battery swapping station, obtaining the driver's future driving data and the battery swapping station's site location; in response to the current location being that the vehicle is currently in the battery swapping station, obtaining the next driver's user profile, the battery swapping station's site temperature, and the battery swapping station's future charging power.

[0073] In one optional embodiment, when acquiring user data and station data based on the vehicle's current location, to avoid acquiring redundant data, when the vehicle's current location is not within the battery swapping station, the thermal management system can acquire the driver's future driving data and the battery swapping station's location; when the vehicle's current location is within the battery swapping station, the thermal management system can acquire the next driver's user profile, the battery swapping station's temperature, and the battery swapping station's future charging power.

[0074] Optionally, the actual temperature of the battery on the vehicle can be obtained by: collecting the temperature on the battery's electrodes to obtain the battery's sampling temperature; acquiring historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; obtaining a temperature correction coefficient based on the historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; and adjusting the sampling temperature based on the temperature correction coefficient to obtain the actual temperature.

[0075] In one optional embodiment, in order to ensure the accuracy of the actual battery temperature, the thermal management system can first sample the battery temperature to obtain the current sampled temperature, and then adjust the sampled temperature based on the possible deviations that may occur during the vehicle's heat generation and heat transfer processes, thereby obtaining a more accurate actual temperature.

[0076] Specifically, the thermal management system can first collect the temperature on the battery's electrodes, i.e., the sampling temperature, and obtain the battery data. The battery data can include: historical operating data of the battery, battery internal resistance data, battery ambient temperature, and battery thermal conductivity data. Then, based on the battery data, a temperature correction coefficient can be obtained to adjust the sampling temperature of the battery. Finally, the sampling temperature can be adjusted using the temperature correction data to obtain the actual temperature of the battery.

[0077] Optionally, the historical operating condition data includes the battery's historical battery current, and the temperature correction coefficients include: a first heat generation correction coefficient, a second heat generation correction coefficient, a first heat transfer correction coefficient, and a second heat transfer correction coefficient. Based on the historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity, the temperature correction coefficients are obtained, including: obtaining the influence factor corresponding to the difference between the historical battery current and the calibrated current from the current influence factor table, and determining the first heat generation correction coefficient based on the historical battery current and the influence factor, wherein the current influence factor table is used to characterize the mapping relationship between the difference and the influence factor; obtaining the second heat generation correction coefficient corresponding to the battery internal resistance data from the resistance heat generation coefficient table, wherein the resistance heat generation coefficient table is used to characterize the mapping relationship between the battery resistance data and the second heat generation correction coefficient; obtaining the first heat transfer correction coefficient corresponding to the battery ambient temperature from the first heat transfer coefficient table, wherein the first heat transfer coefficient table is used to characterize the mapping relationship between the battery ambient temperature and the first heat transfer correction coefficient; and obtaining the second heat transfer correction coefficient corresponding to the battery thermal conductivity from the second heat transfer coefficient table, wherein the second heat transfer coefficient table is used to characterize the mapping relationship between the battery thermal conductivity and the second heat transfer correction coefficient.

[0078] The aforementioned rated current can refer to the current obtained by testing the battery during operation within a safe output power range.

[0079] In one optional embodiment, considering that the temperature change of the battery is affected by the heat generation process and the heat transfer process, different temperature correction coefficients can be determined for different temperature change processes and different battery data. That is, the first heat generation correction coefficient and the second heat generation correction coefficient mentioned above are set for the heat generation process, and the first heat transfer correction coefficient and the second heat transfer correction coefficient mentioned above are set for the heat transfer process.

[0080] Specifically, when obtaining the temperature correction coefficient based on historical operating data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity, it is considered that if the historical battery current generated during actual operation is greater than the rated current, it indicates that the battery current will have a significant impact on the actual temperature of the battery. In this case, the thermal management system can determine the influencing factors that will affect the heat generation process of the battery from the preset current influencing factor table based on the difference between the historical battery current and the rated current. Then, the first heat generation coefficient mentioned above is determined using the historical battery current and the influencing factors.

[0081] Then, considering that the battery internal resistance data will also affect the battery's heat generation process, the thermal management system can determine the second heat generation correction coefficient mentioned above from the resistance heat generation coefficient table based on the individual cell resistance of the battery.

[0082] Furthermore, considering that the battery ambient temperature and battery thermal conductivity will affect the battery's heat transfer process, when determining the heat transfer coefficient, the thermal management system can first determine the first heat transfer correction coefficient from the first heat transfer coefficient table based on the obtained battery ambient temperature, and then determine the aforementioned second heat transfer correction coefficient from the second heat transfer coefficient table based on the obtained battery thermal conductivity.

[0083] Optionally, the current influence factor table includes a peak current influence factor table and an average current influence factor table, the calibration current includes a calibration peak current and a calibration average current, the historical battery current includes the battery's average discharge current and peak discharge current, and the influence factors include a first influence factor and a second influence factor. The first influence factor corresponds to the peak current influence factor table, and the second influence factor corresponds to the average current influence factor table.

[0084] In one optional embodiment, to ensure the accuracy of the determined first heat generation correction coefficient, the calibration current used may include, but is not limited to, calibration peak current and calibration average current. The corresponding historical battery current may include, but is not limited to, discharge peak current and discharge average current. The corresponding current influence factor table may include, but is not limited to, peak current influence factor table and average current influence factor table. The corresponding influence factors may include, but are not limited to, first influence factor and second influence factor. The first influence factor is the influence factor corresponding to the peak current influence factor table and calibration peak current, and the second influence factor is the influence factor corresponding to the average current influence factor table and calibration average current.

[0085] Optionally, the influence factors corresponding to the difference between the historical battery current and the rated current are obtained from the current influence factor table, and a first heat generation correction coefficient is determined based on the historical battery current and the influence factors, including: obtaining a first influence factor from the peak current influence factor table based on the difference between the peak discharge current and the rated peak current; obtaining a second influence factor from the average current influence factor table based on the difference between the average discharge current and the rated average current; determining a third influence factor based on the ratio of the peak discharge current to the average discharge current, and the product of the ratio and the second influence factor; and determining a first heat generation correction coefficient based on the sum of the first influence factor and the third influence factor.

[0086] In one optional embodiment, when determining the first heat generation correction coefficient based on historical battery current and influence factors, the first difference between the discharge peak current and the calibration peak current can be obtained first, and the first influence factor α can be determined from the peak current influence factor table based on the first difference. At the same time, the second difference between the discharge average current and the calibration average current can be obtained, and the second influence factor β can be determined from the average current influence factor table based on the second difference.

[0087] Then, the ratio of the peak discharge current to the average discharge current, and the product of this ratio and the second influencing factor, can be used to determine the third influencing factor I / I0*β. Finally, based on the sum of the first and third influencing factors, the first heat generation correction coefficient A can be determined, i.e., A=α+I / I0*β.

[0088] Optionally, the operation of the battery's thermal management module is controlled based on the future temperature, including: acquiring the battery's calibrated charging temperature, wherein the battery charging efficiency corresponding to the calibrated charging temperature is greater than the battery charging efficiency corresponding to other charging temperatures; obtaining a temperature difference based on the difference between the future temperature and the calibrated charging temperature; and controlling the battery's operating power, the battery's thermal management module's operating mode, and the battery swapping station's thermal management module's operating mode based on the temperature difference.

[0089] The aforementioned calibrated charging temperature can refer to the temperature within the aforementioned target temperature range. Generally, the battery's charging efficiency at the calibrated charging temperature is higher than its efficiency at other charging temperatures. The aforementioned thermal management module includes the first thermal management module and the second thermal management module mentioned above.

[0090] In one optional embodiment, when controlling the operation of the thermal management module, the thermal management system can first obtain the battery's calibrated charging temperature, and then use the difference between the predicted future charging temperature and the calibrated charging temperature, i.e., the aforementioned temperature difference, to control the battery's operating power, as well as the operation of the battery's thermal management module (i.e., the first thermal management module) and the battery swapping station's thermal management module (i.e., the second thermal management module). For example, if the temperature difference is large, multiple cooling components in the first thermal cooling module, such as coolers and water pumps, can be controlled to operate, while multiple cooling components in the second cooling module, such as air conditioners and water-cooling equipment, can also be controlled to operate. If the temperature difference is small, a small number of components in the first and second thermal cooling modules can be controlled to operate or not operate.

[0091] To facilitate understanding of the above process, Figure 2 This is a schematic diagram illustrating a battery thermal management process according to an embodiment of the present invention, such as... Figure 2 As shown, the entire battery thermal management process can be divided into six operating modules: battery data processing module, vehicle information acquisition module, cloud estimation module, vehicle thermal management control module, battery swapping station control module, and battery swapping station thermal management module. The battery data processing module, vehicle information acquisition module, and battery swapping station control module upload the collected battery data, vehicle data, and battery swapping station data to the cloud estimation module. The cloud estimation module estimates the future battery temperature and future battery refill based on the received data. Finally, based on the estimation results, the cloud estimation module controls the operation of the vehicle thermal management module and the battery swapping station thermal management module.

[0092] Figure 3 This is a schematic diagram of a battery thermal management system structure according to an embodiment of the present invention, as shown below. Figure 3 As shown, the system may include a data acquisition and calculation module, a battery future temperature prediction module, a battery state judgment module, a battery future state estimation module, a thermal management strategy judgment and execution module, a battery swapping station thermal management module, and a vehicle thermal management module.

[0093] Example 2

[0094] According to another aspect of the embodiments of the present invention, corresponding to the above-described battery thermal management method embodiments, this specification also provides a battery thermal management device, please refer to... Figure 4 , Figure 4This is a structural block diagram of a battery thermal management device according to an embodiment of the present invention, such as... Figure 4 As shown, the device includes: a first acquisition module 402, used to acquire the actual temperature of the battery on the vehicle and the current location of the vehicle; a second acquisition module 404, used to acquire user data of the driver and site data of the battery swapping station based on the current location; a temperature prediction module 406, used to predict the future temperature of the battery during charging based on the actual temperature, user data and site data; and a thermal management control module 408, used to control the operation of the battery's thermal management module based on the future temperature.

[0095] Optionally, the temperature prediction module 406 includes: a coefficient acquisition unit for acquiring a first temperature rise coefficient corresponding to user data and a second temperature rise coefficient corresponding to station data; a coefficient determination unit for obtaining a target temperature rise coefficient based on the sum of the first and second temperature rise coefficients; and a first temperature adjustment unit for adjusting the actual temperature based on the target temperature rise coefficient to obtain the future temperature.

[0096] Optionally, the coefficient acquisition unit is further configured to: in response to the user data including the driver's future driving data, obtain the first temperature rise coefficient corresponding to the future driving data from the driving temperature rise coefficient table, wherein the driving temperature rise coefficient table is used to characterize the mapping relationship between the future driving data and the first temperature rise coefficient; in response to the user data including the user profile of the next driver, determine the first temperature rise coefficient based on the historical battery swapping data and historical charging habits in the user profile.

[0097] Optionally, the coefficient acquisition unit is further configured to: in response to the site data including the site location of the battery swapping station, determine a second temperature rise coefficient based on the battery swapping strategy corresponding to the site location; in response to the site data including the site temperature and future charging power of the battery swapping station, acquire a second temperature rise coefficient corresponding to the site temperature and future charging power from a preset temperature rise coefficient table, wherein the preset temperature rise coefficient table is used to characterize the mapping relationship between the site temperature, future charging power and the second temperature rise coefficient.

[0098] Optionally, the second acquisition module 404 includes: a first data acquisition unit, used to acquire the driver's future driving data and the location of the battery swapping station in response to the current location being that the vehicle is not currently in the battery swapping station; and a second data acquisition unit, used to acquire the user profile of the next driver, the temperature of the battery swapping station, and the future charging power of the battery swapping station in response to the current location being that the vehicle is currently in the battery swapping station.

[0099] Optionally, the first acquisition module 402 includes: a temperature sampling unit for acquiring the temperature on the battery's electrodes to obtain the battery's sampling temperature; a battery data acquisition unit for acquiring historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; a correction coefficient acquisition unit for acquiring a temperature correction coefficient based on the historical operating condition data, battery internal resistance data, battery ambient temperature, and battery thermal conductivity; and a second temperature adjustment unit for adjusting the sampling temperature based on the temperature correction coefficient to obtain the actual temperature.

[0100] Optionally, the historical operating condition data includes the historical battery current, and the temperature correction coefficients include: a first heat generation correction coefficient, a second heat generation correction coefficient, a first heat transfer correction coefficient, and a second heat transfer correction coefficient. The correction coefficient acquisition unit is further configured to: obtain the influence factor corresponding to the difference between the historical battery current and the calibrated current from the current influence factor table, and determine the first heat generation correction coefficient based on the historical battery current and the influence factor, wherein the current influence factor table is used to characterize the mapping relationship between the difference and the influence factor; obtain the second heat generation correction coefficient corresponding to the battery internal resistance data from the resistance heat generation coefficient table, wherein the resistance heat generation coefficient table is used to characterize the mapping relationship between the battery resistance data and the second heat generation correction coefficient; obtain the first heat transfer correction coefficient corresponding to the battery ambient temperature from the first heat transfer coefficient table, wherein the first heat transfer coefficient table is used to characterize the mapping relationship between the battery ambient temperature and the first heat transfer correction coefficient; and obtain the second heat transfer correction coefficient corresponding to the battery thermal conductivity from the second heat transfer coefficient table, wherein the second heat transfer coefficient table is used to characterize the mapping relationship between the battery thermal conductivity and the second heat transfer correction coefficient.

[0101] Optionally, the current influence factor table includes a peak current influence factor table and an average current influence factor table, the calibration current includes a calibration peak current and a calibration average current, the historical battery current includes the battery's average discharge current and peak discharge current, and the influence factors include a first influence factor and a second influence factor. The first influence factor corresponds to the peak current influence factor table, and the second influence factor corresponds to the average current influence factor table.

[0102] Optionally, the correction coefficient acquisition unit is further configured to: obtain a first influence factor from the peak current influence factor table based on the difference between the discharge peak current and the calibration peak current; obtain a second influence factor from the average current influence factor table based on the difference between the discharge average current and the calibration average current; determine a third influence factor based on the ratio of the discharge peak current to the discharge average current and the product of the ratio and the second influence factor; and determine a first heat generation correction coefficient based on the sum of the first influence factor and the third influence factor.

[0103] Example 3

[0104] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform any of the above-described battery thermal management methods.

[0105] Example 4

[0106] According to another aspect of the present invention, a processor is also provided, the processor being configured to run a program, wherein the program executes any of the above-described battery thermal management methods during runtime.

[0107] Example 5

[0108] According to another aspect of the present invention, a vehicle is also provided, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform any of the above-described battery thermal management methods.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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 battery thermal management method, characterized in that, The method includes: Obtain the actual temperature of the battery on the vehicle, as well as the current location of the vehicle; Based on the current location, obtain the driver's user data and the battery swapping station's site data; Based on the actual temperature, the user data, and the site data, predict the future temperature of the battery during charging; The thermal management module of the battery is controlled to operate based on the predicted future temperature. Based on the current location, obtain the driver's user data and the battery swapping station's site data, including: in response to the current location being that the vehicle is not currently in the battery swapping station, obtain the driver's future driving data and the battery swapping station's site location; in response to the current location being that the vehicle is currently in the battery swapping station, obtain the next driver's user profile, the battery swapping station's site temperature, and the battery swapping station's future charging power.

2. The method according to claim 1, characterized in that, Based on the actual temperature, the user data, and the site data, predict the future temperature of the battery during charging, including: Obtain the first temperature rise coefficient corresponding to the user data and the second temperature rise coefficient corresponding to the station data; The target temperature rise coefficient is obtained based on the sum of the first temperature rise coefficient and the second temperature rise coefficient. The future temperature is obtained by adjusting the actual temperature based on the target temperature rise coefficient.

3. The method according to claim 2, characterized in that, Obtaining the first temperature rise coefficient corresponding to the user data includes: In response to the user data including the driver's future driving data, the first temperature rise coefficient corresponding to the future driving data is obtained from the driving temperature rise coefficient table, wherein the driving temperature rise coefficient table is used to characterize the mapping relationship between the future driving data and the first temperature rise coefficient; In response to the user data including the user profile of the next driver, the first temperature rise coefficient is determined based on the historical battery swapping data and historical charging habits in the user profile.

4. The method according to claim 2, characterized in that, Obtaining the second temperature rise coefficient corresponding to the station data includes: In response to the site data including the site location of the battery swapping station, the second temperature rise coefficient is determined based on the battery swapping strategy corresponding to the site location; In response to the site data including the site temperature and future charging power of the battery swapping station, a second temperature rise coefficient corresponding to the site temperature and the future charging power is obtained from a preset temperature rise coefficient table, wherein the preset temperature rise coefficient table is used to characterize the mapping relationship between the site temperature, the future charging power and the second temperature rise coefficient.

5. The method according to claim 1, characterized in that, Obtain the actual temperature of the vehicle's battery, including: The temperature of the battery is obtained by collecting the temperature of the electrode plates. Acquire historical operating data, internal resistance data, ambient temperature, and thermal conductivity of the battery. Based on the historical operating data, the battery internal resistance data, the battery ambient temperature, and the battery thermal conductivity, a temperature correction coefficient is obtained; The sampling temperature is adjusted based on the temperature correction coefficient to obtain the actual temperature.

6. The method according to claim 5, characterized in that, The historical operating condition data includes the historical battery current of the battery. The temperature correction coefficient includes: a first heat generation correction coefficient, a second heat generation correction coefficient, a first heat transfer correction coefficient, and a second heat transfer correction coefficient. Based on the historical operating condition data, the battery internal resistance data, the battery ambient temperature, and the battery thermal conductivity, the temperature correction coefficient is obtained, including: Obtain the influence factor corresponding to the difference between the historical battery current and the calibrated current from the current influence factor table, and determine the first heat generation correction coefficient based on the historical battery current and the influence factor, wherein the current influence factor table is used to characterize the mapping relationship between the difference and the influence factor; Obtain the second heat generation correction coefficient corresponding to the battery internal resistance data from the resistance heat generation coefficient table, wherein the resistance heat generation coefficient table is used to characterize the mapping relationship between the battery resistance data and the second heat generation correction coefficient; Obtain the first heat transfer correction coefficient corresponding to the battery ambient temperature from the first heat transfer coefficient table, wherein the first heat transfer coefficient table is used to characterize the mapping relationship between the battery ambient temperature and the first heat transfer correction coefficient. Obtain the second heat transfer correction coefficient corresponding to the battery thermal conductivity from the second heat transfer coefficient table, wherein the second heat transfer coefficient table is used to characterize the mapping relationship between the battery thermal conductivity and the second heat transfer correction coefficient.

7. The method according to claim 6, characterized in that, The current influence factor table includes a peak current influence factor table and an average current influence factor table. The calibration current includes a calibration peak current and a calibration average current. The historical battery current includes the battery's average discharge current and peak discharge current. The influence factors include a first influence factor and a second influence factor. The first influence factor corresponds to the peak current influence factor table, and the second influence factor corresponds to the average current influence factor table.

8. The method according to claim 7, characterized in that, Obtain the influence factor corresponding to the difference between the historical battery current and the calibration current from the current influence factor table, and determine the first heat generation correction coefficient based on the historical battery current and the influence factor, including: Based on the difference between the discharge peak current and the calibrated peak current, the first influence factor is obtained from the peak current influence factor table; Based on the difference between the average discharge current and the calibrated average current, the second influencing factor is obtained from the average current influencing factor table; The third influence factor is determined based on the ratio of the peak discharge current to the average discharge current, and the product of the ratio and the second influence factor. The first heat production correction coefficient is determined based on the sum of the first influence factor and the third influence factor.

9. A vehicle comprising: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the battery thermal management method according to any one of claims 1 to 8.

Images