Pure electric vehicle power battery thermal management control method and system and vehicle

Abstract

The present application relates to the field of pure electric vehicle battery control technology, and specifically discloses a pure electric vehicle power battery thermal management control method, system and vehicle. The method comprises obtaining travel road condition information of the vehicle, determining the steady-state driving power and the instantaneous driving power of the vehicle according to the travel road condition information, collecting the current power battery SOC and the second state parameter information, determining the to-be-heated temperature data value and the estimated temperature rise duration value of the battery, obtaining the corrected heating target temperature value and the corrected estimated temperature rise duration value according to the ratio of the estimated temperature rise duration value and the travel duration data value, performing secondary correction based on the current battery temperature data value, the corrected heating target temperature value and the corrected estimated temperature rise duration value, obtaining the execution temperature rise duration value and executing the power battery thermal management control strategy. The method meets the power demand of future travel, considers the relationship between the travel duration and the actual thermal management time, and can achieve the optimal target of vehicle economy in the future travel scenario.

Description

Technical Field

[0001] This invention relates to the field of pure electric vehicle battery control technology, and in particular to a method, system and vehicle for thermal management control of pure electric vehicle power battery. Background Technology

[0002] Electric vehicles are a new type of transportation that is energy-saving, environmentally friendly, and sustainable, and represent an important development direction for my country's automotive industry. However, existing pure electric vehicles generally suffer from "range anxiety." The available capacity of the power battery and the energy consumption of various high-voltage components are important factors affecting the driving range of electric vehicles. Since the available capacity of the power battery is highly dependent on temperature, thermal management of the power battery system is necessary in high and low temperature environments. Therefore, designing a reasonable thermal management system is of great significance for improving the overall vehicle performance and economy.

[0003] In low-temperature scenarios, the energy consumption of electric vehicles deteriorates sharply due to factors such as the decrease in battery discharge capacity, the use of air conditioning accessories, the power consumption of battery heating, and increased driving resistance. Market statistics show that the average range of BEV models at -7℃ is reduced by 40% compared to that at normal temperature. In low-temperature scenarios, in order to ensure the charging and discharging performance of the power battery and avoid capacity decay caused by low temperature, it is necessary to heat the power battery to a suitable temperature through a thermal management system to improve the battery's discharge capacity and discharge power. However, the battery heating process consumes power battery energy.

[0004] In related technologies, the thermal management system typically controls heating or stopping heating based on a pre-set target heating temperature range for the power battery. However, it doesn't optimize the design by incorporating multiple parameters relevant to the actual vehicle scenario. Since battery temperature rise is related to various factors such as driving conditions, driving habits, mileage and time, and ambient temperature, the system fails to fully consider the impact of these factors on the overall energy consumption and range improvement of the thermal management system. In certain specific scenarios, excessive heating power consumption can even lead to a reduction in the vehicle's range. For example, during short trips, heating the battery consumes a significant amount of energy, but the journey is short, and upon arrival at the destination and parking, the power battery automatically cools down under the influence of low temperatures, resulting in a loss of heating energy. Summary of the Invention

[0005] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management control method, system, and vehicle for a pure electric vehicle's power battery.

[0006] In a first aspect, the present invention provides a thermal management control method for a power battery of a pure electric vehicle, comprising:

[0007] Obtain travel road condition information for the target vehicle, wherein the travel road condition information includes travel mileage information, travel duration information, average vehicle speed information, maximum vehicle speed information, average gradient information, maximum gradient information, and ambient temperature information;

[0008] Based on the travel traffic information, determine the steady-state drive power and instantaneous drive power of the target vehicle;

[0009] The system continuously collects first state parameter information and determines the battery's heating temperature data value based on the steady-state drive power, the instantaneous drive power, and the first state parameter information. The first state parameter information includes the current power battery SOC.

[0010] The system continuously acquires second state parameter information and obtains an estimated temperature rise time value based on the temperature data value to be heated, the ambient temperature information, and the second state parameter information. The second state parameter information includes the current battery temperature data value, the thermal management PTC heating rate, and the battery discharge power.

[0011] Based on the ratio of the estimated temperature rise time to the travel time data, the corrected heating target temperature value and the corrected estimated temperature rise time value are obtained.

[0012] Based on the current battery temperature data, the corrected heating target temperature, and the corrected estimated temperature rise time, the comprehensive thermal management energy change value of the target vehicle is obtained.

[0013] Based on the comprehensive change value of thermal management power, the modified heating target temperature value is modified a second time to obtain the execution temperature rise duration value, and the power battery thermal management control strategy is executed based on the execution temperature rise duration value.

[0014] According to some embodiments of this application, determining the steady-state drive power and instantaneous drive power of the target vehicle based on the travel traffic information specifically includes:

[0015] The steady-state drive power and the instantaneous drive power are calculated based on the average vehicle speed information, maximum vehicle speed information, average gradient information, and maximum gradient information, wherein...

[0016] The formula for calculating the steady-state drive power is: The instantaneous driving power is calculated using the following formula: In the formula, m is the total mass of the vehicle, g is the acceleration due to gravity, and f is the rolling resistance coefficient. The average slope For the maximum slope, Average vehicle speed The maximum speed, Where A is the drag coefficient and A is the frontal area. For the mechanical efficiency of the power transmission system For the efficiency of electric drive systems, To reserve power for DC-DC converters, To reserve power for the PTC, Reserved vehicle acceleration.

[0017] According to some embodiments of this application, the continuous acquisition of first state parameter information, based on the steady-state drive power, the instantaneous drive power, and the first state parameter information, determines the battery's temperature data value to be heated, wherein the first state parameter information includes the current power battery SOC, including:

[0018] Based on the current SOC of the power battery, the steady-state drive power, and the instantaneous drive power, the power battery output power MAP is queried to obtain the required temperature range, and the temperature with the smallest difference between the temperature range and the current power battery temperature value is selected as the temperature data value to be heated.

[0019] According to some embodiments of this application, the continuous acquisition of second state parameter information involves obtaining an estimated temperature rise duration value based on the temperature data value to be heated, the ambient temperature information, and the second state parameter information. The second state parameter information includes the current battery temperature data value, the thermal management PTC heating rate, and the battery discharge power, including:

[0020] Based on the heating temperature data, the ambient temperature information, and the second state parameter information, the battery temperature change rate is obtained, and the temperature change rate is calculated using the following formula: In the formula, For the heat transferred by the thermal management accessories, For battery charging and discharging power, This is the current battery temperature data value. The current remaining capacity of the battery;

[0021] Based on the temperature change rate, the current battery temperature data value, and the temperature to be heated data value, the estimated temperature rise time is obtained. The formula for calculating the estimated temperature rise time is as follows: In the formula, This is the temperature data value to be heated. Current battery temperature value, The rate of temperature change.

[0022] According to some embodiments of this application, obtaining the corrected heating target temperature value and the corrected estimated temperature rise time value based on the ratio of the estimated temperature rise time value to the travel time data value includes:

[0023] Based on the estimated temperature rise duration and the travel duration data, determine whether the estimated temperature rise duration is greater than the travel duration data.

[0024] If so, the target heating temperature value is corrected by adjusting the estimated temperature rise time value to the travel time data value.

[0025] If not, the corrected heating target temperature value is equal to the heating temperature data value.

[0026] According to some embodiments of this application, if so, then the target heating temperature value is corrected based on the ratio of the estimated temperature rise duration value to the travel duration data value to obtain a corrected heating target temperature value, including:

[0027] The correction coefficient K is obtained based on the ratio of the estimated temperature rise duration to the travel duration data.

[0028] The corrected heating target temperature value is calculated based on the correction coefficient K, wherein the calculation formula is: T2=T1-(T1-T0)(1-K), where T2 is the corrected heating target temperature value, T1 is the temperature data value to be heated, T0 is the current battery temperature data value, and K is the correction coefficient.

[0029] According to some embodiments of this application, obtaining the comprehensive thermal management energy change value of the target vehicle based on the current battery temperature data value, the corrected heating target temperature value, and the corrected estimated temperature rise duration value includes:

[0030] Based on the corrected target heating temperature value and the corrected estimated temperature rise time value, the heating energy consumption value of heating the battery to the corrected target heating temperature value is obtained;

[0031] Based on the current battery temperature data and the corrected heating target temperature, the change in electrical energy consumed by the temperature rise is obtained;

[0032] The total electrical energy change value for thermal management is obtained based on the heating energy consumption value and the electrical energy change value.

[0033] According to some embodiments of this application, the step of performing a secondary correction on the modified heating target temperature value based on the thermal management comprehensive power change value to obtain an execution temperature rise duration value, and executing the power battery thermal management control strategy based on the execution temperature rise duration value, includes:

[0034] If the change in the total electrical power consumption of thermal management is less than zero, the target heating temperature value is corrected a second time.

[0035] The execution temperature rise time value is obtained based on the corrected target heating temperature value and the power of the heating accessory after the second correction;

[0036] The power battery thermal management control strategy is executed based on the temperature rise time value.

[0037] Secondly, embodiments of this application also provide a thermal management control system for a pure electric vehicle's power battery, comprising:

[0038] The first acquisition module is configured to acquire the travel road condition information of the target vehicle, wherein the travel road condition information includes travel mileage information, travel duration information, average vehicle speed information, maximum vehicle speed information, average gradient information, maximum gradient information, and ambient temperature information.

[0039] The first determining module is configured to determine the steady-state driving power and instantaneous driving power of the target vehicle based on the travel road condition information of the target vehicle obtained by the first obtaining module.

[0040] The second acquisition module is configured to acquire the target vehicle's current power battery SOC, current battery temperature data value, thermal management PTC heating rate, and battery discharge power.

[0041] The second determining module is configured to determine the battery's heating temperature data value based on the target vehicle's current power battery SOC, steady-state drive power, and instantaneous drive power obtained by the second obtaining module.

[0042] The third determining module is configured to obtain the estimated temperature rise time value based on the current battery temperature data value, thermal management PTC heating rate, battery discharge power, and the heating temperature data value obtained by the second determining module for the target vehicle.

[0043] The first correction module is configured to correct the temperature data value to be heated and the estimated temperature rise time value to obtain the corrected heating target temperature value and the corrected estimated temperature rise time value.

[0044] The fourth determining module is configured to obtain the thermal management comprehensive electrical energy change value of the target vehicle based on the corrected heating target temperature value and the corrected estimated temperature rise time value.

[0045] The second correction module is configured to perform a second correction on the corrected heating target temperature value based on the thermal management comprehensive power change value to obtain the execution temperature rise duration value;

[0046] The control execution module is configured to execute the power battery thermal management control strategy based on the execution temperature rise duration value obtained from the second correction module.

[0047] Thirdly, embodiments of this application also provide a vehicle, including:

[0048] processor;

[0049] Memory used to store the processor's executable instructions;

[0050] The processor is configured as follows:

[0051] The steps for implementing a thermal management control method for a power battery of a pure electric vehicle as described in the first aspect embodiment above.

[0052] According to a fourth aspect of the present invention, a computer-readable storage medium is provided thereon storing computer program instructions, characterized in that, when the program instructions are executed by a processor, they implement the steps of a thermal management control method for a power battery of a pure electric vehicle as described in a first aspect of the present invention.

[0053] Compared with the prior art, the technical solution provided by the embodiments of the present invention has at least the following beneficial effects:

[0054] By acquiring the target vehicle's future mileage, travel duration, average speed, maximum speed, average gradient, maximum gradient, and ambient temperature, the steady-state and instantaneous drive power of the target vehicle are obtained. Based on the steady-state and instantaneous drive power, and combined with the current state of charge (SOC) of the power battery, the required heating temperature data value of the battery is determined. Then, by combining the required heating temperature data value, ambient temperature information, current battery temperature data value, thermal management PTC heating rate, and battery discharge power, the estimated temperature rise time value is obtained. Based on the ratio of the estimated temperature rise time value to the travel duration data value, the corrected heating target temperature value and the corrected estimated temperature rise time value are obtained. Based on the current battery temperature data value, the corrected heating target temperature value, and the corrected estimated temperature rise time value, the comprehensive thermal management energy change value of the target vehicle is obtained. Finally, based on the comprehensive thermal management energy change value, the corrected heating target temperature is adjusted. The temperature value is then corrected a second time to obtain the execution temperature rise time value, and the power battery thermal management control strategy is executed. In this way, this method fully considers the multi-parameter information of the current vehicle actual scenario and designs a predictive battery thermal management control strategy. It obtains the mileage / duration / vehicle speed of future travel conditions, obtains the power demand of future travel conditions based on vehicle speed, sets the initial target battery temperature, and considers the correction of the target battery temperature based on the ratio of travel duration to battery temperature rise time. It also considers the comprehensive impact of battery temperature rise on the increase of battery usable capacity and thermal management accessory energy consumption on the overall vehicle energy consumption under the travel scenario. This can meet the power demand of future travel conditions and also meet the economic optimization goal of future travel scenarios. It effectively solves the problem that, for example, when traveling short distances, heating the battery consumes a lot of energy, but the travel distance is short, and the power battery will automatically cool down under the influence of low temperature environment upon arrival at the destination, resulting in the loss of heating energy.

[0055] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0056] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a flowchart of a thermal management control method for a power battery of a pure electric vehicle according to an embodiment of this application;

[0058] Figure 2 This is a block diagram of a thermal management control system for a power battery of a pure electric vehicle according to an embodiment of this application;

[0059] Figure 3 This is a functional block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0060] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0061] It should be noted that, unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0062] Example 1

[0063] Please see Figure 1 This embodiment provides a thermal management control method for the power battery of a pure electric vehicle, the method including the following steps:

[0064] Step S100: Obtain the travel road condition information of the target vehicle, wherein the travel road condition information includes travel mileage information, travel duration information, average vehicle speed information, maximum vehicle speed information, average gradient information, maximum gradient information, and ambient temperature information;

[0065] In this step, once the target vehicle is powered on, it obtains information about the route it will take, including mileage, travel time, average speed, maximum speed, average gradient, maximum gradient, and ambient temperature, through the navigation system and real-time map. Specifically, this information can be obtained in real-time via the cloud. Taking commercially available navigation software as an example, when the driver enters the destination into the navigation system, the software's algorithm uses preset route map information to obtain reference route mileage, travel time, average speed, maximum speed, average gradient, and maximum gradient information.

[0066] Specifically, the target vehicle determines whether the navigation system is turned on. If so, the target vehicle’s travel traffic information is obtained based on the navigation system. The travel traffic information includes travel mileage, travel duration, average speed, maximum speed, average gradient, maximum gradient, and ambient temperature.

[0067] If not, the target vehicle learns from historical data to obtain the vehicle's travel road condition information. By statistically learning from data from multiple historical trips, the vehicle obtains the road condition information for the customer's current trip. The road condition information includes travel mileage, travel duration, average speed, maximum speed, average gradient, maximum gradient, and ambient temperature. It can be understood that the vehicle stores relevant data parameters for each trip. If the target vehicle does not have its navigation system turned on, the vehicle can filter the historical travel data to obtain the road condition information for the current trip.

[0068] Step S200: Determine the steady-state drive power and instantaneous drive power of the target vehicle based on the travel traffic information;

[0069] In this step, based on the travel traffic information, the steady-state drive power and instantaneous drive power of the target vehicle are determined, specifically including:

[0070] The steady-state drive power and the instantaneous drive power are calculated based on the average vehicle speed information, maximum vehicle speed information, average gradient information, and maximum gradient information, wherein...

[0071] The formula for calculating the steady-state drive power is: The instantaneous driving power is calculated using the following formula: In the formula, m is the total mass of the vehicle, g is the acceleration due to gravity, and f is the rolling resistance coefficient. The average slope For the maximum slope, Average vehicle speed The maximum speed, Where A is the drag coefficient and A is the frontal area. For the mechanical efficiency of the power transmission system For the efficiency of electric drive systems, To reserve power for DC-DC converters, Reserve the electrical power of the PTC (the quantity can be calibrated). Reserved vehicle acceleration.

[0072] Step S300: Continuously collect first state parameter information, and determine the battery's heating temperature data value based on the steady-state driving power, the instantaneous driving power and the first state parameter information, wherein the first state parameter information includes the current power battery SOC;

[0073] In this step, the current power battery SOC refers to the current remaining power battery capacity (State of Charge, SOC). For example, the current power battery SOC can be obtained through sensors and testing devices installed in the power battery. Specifically, based on the target vehicle's current power battery SOC, steady-state drive power, and instantaneous drive power, the power battery output power MAP is queried to obtain the required temperature range, and the temperature with the smallest difference between the temperature range and the current power battery temperature value is selected as the temperature data value to be heated.

[0074] It is understandable that after the target vehicle is equipped with a power battery, in order to protect the power battery and improve its safety, its battery management system has a preset power battery output power MAP and temperature range mapping table. Based on the current power battery SOC, steady-state drive power and instantaneous drive power, the required temperature range is obtained by automatically looking up the mapping table. In order to save power battery energy consumption while meeting the power battery temperature rise requirements, the temperature with the smallest difference between the temperature range and the current power battery temperature value needs to be selected as the temperature data value to be heated.

[0075] Step S400: Continuously acquire second state parameter information, and obtain the estimated temperature rise time value based on the temperature data value to be heated, the ambient temperature information and the second state parameter information, wherein the second state parameter information includes the current battery temperature data value, the thermal management PTC heating rate and the battery discharge power;

[0076] In this step, when the temperature data value to be heated is obtained, the target vehicle continuously acquires the second state parameter information, which includes the current battery temperature data value, the thermal management PTC (Positive Temperature Coefficient) heating rate and the battery discharge power.

[0077] Further, based on the temperature data value to be heated, the ambient temperature information, and the second state parameter information, the battery temperature change rate is obtained, and the formula for calculating the temperature change rate is as follows: In the formula, For the heat transferred by the thermal management accessories, For battery charging and discharging power, This is the current battery temperature data value. The current remaining capacity of the battery;

[0078] Based on the temperature change rate, the current battery temperature data value, and the temperature to be heated data value, the estimated temperature rise time is obtained. The formula for calculating the estimated temperature rise time is as follows: In the formula, This is the temperature data value to be heated. Current battery temperature value, The rate of temperature change.

[0079] Furthermore, the heat energy transferred by the thermal management accessories is related to the operating power of the battery heating PTC and the speed of the battery circuit water pump, i.e. In battery heating control strategies, without considering the internal temperature difference of the battery pack, the speed of the battery circuit water pump is generally set to a constant value during battery heating. At the same charge / discharge power, the current usable capacity of the power battery is mainly related to the battery temperature. Meanwhile, the charging and discharging power of the power battery is related to the power consumption of the main high-voltage accessories, that is... ,in, This refers to the power of the drive motor, which is mainly related to changes in vehicle speed. The power consumption of a DC-DC converter is generally a relatively fixed value.

[0080] Meanwhile, it should be noted that in low-temperature environments, the thermal management system of the power battery must ensure that the battery discharge capacity meets the power requirements of the drive motor, and also meet the economic requirements of optimizing the vehicle's driving range. The existing battery thermal management strategy is as follows: the battery pack collects the temperature of each module to obtain the highest temperature, lowest temperature and average temperature, and collects the inlet and outlet temperatures of the battery pack. The battery management system determines whether there is a heating requirement based on its own temperature status and the battery's discharge capacity, and calculates the target temperature and target water flow rate, and requests the air conditioning control system to control the PTC and water pump to perform thermal management.

[0081] Step S500: Based on the ratio of the estimated temperature rise duration to the travel duration data, obtain the corrected heating target temperature value and the corrected estimated temperature rise duration value;

[0082] Based on the estimated temperature rise duration and the travel duration data, determine whether the estimated temperature rise duration is greater than the travel duration data.

[0083] If so, the target heating temperature value is corrected by adjusting the estimated temperature rise time value to the travel time data value.

[0084] If not, the corrected heating target temperature value is equal to the heating temperature data value.

[0085] In the sub-step, if so, the target heating temperature value is corrected by adjusting the estimated temperature rise time value to the travel time data value to obtain the corrected heating target temperature value based on the ratio of the estimated temperature rise time value to the travel time data value. This also includes:

[0086] The correction coefficient K is obtained based on the ratio of the estimated temperature rise duration to the travel duration data.

[0087] The corrected heating target temperature value is calculated based on the correction coefficient K, wherein the calculation formula is: T2=T1-(T1-T0)*(1-K), where T2 is the corrected heating target temperature value, T1 is the temperature data value to be heated, T0 is the current battery temperature data value, and K is the correction coefficient.

[0088] It should be noted that the greater the ratio of battery temperature rise time to future travel time, the smaller the correction factor K. For example, as shown in the table below:

[0089] Table 1: Mapping Table of the Ratio of Temperature Rise Duration to Future Travel Duration (t_Heat / t_drv) with Correction Factor K

[0090]

[0091] Step S600: Based on the current battery temperature data value, the corrected heating target temperature value, and the corrected estimated temperature rise time value, obtain the thermal management comprehensive energy change value of the target vehicle;

[0092] In this step, the heating energy consumption value of heating the battery to the corrected heating target temperature value is obtained based on the corrected heating target temperature value and the corrected estimated temperature rise time value.

[0093] Based on the current battery temperature data and the corrected target heating temperature, the change in electrical energy consumed by the temperature rise is obtained;

[0094] The total electrical energy change value for thermal management is obtained based on the heating energy consumption value and the electrical energy change value.

[0095] Specifically, the heating energy consumption value for heating the battery to the corrected heating target temperature value is obtained based on the corrected target heating temperature value and the corrected estimated temperature rise time value. Based on the current battery temperature data and the corrected target heating temperature, the change in electrical energy consumed by the temperature rise is obtained. Based on the heating energy consumption value and the electrical energy change value, the overall electrical energy change value for thermal management is obtained. ,in, The calculation formula is: ,

[0096] Step S700: Based on the thermal management comprehensive power change value, the modified heating target temperature value is modified a second time to obtain the execution temperature rise duration value, and the power battery thermal management control strategy is executed based on the execution temperature rise duration value.

[0097] In this step, the target battery temperature is corrected a second time based on the overall vehicle charge variation. This is done according to the calculated overall charge variation for battery thermal management. A secondary correction is performed on the battery target temperature. Specifically, if the overall change in battery capacity is greater than or equal to 0, no correction is performed.

[0098] If the overall change in charge is less than 0, then the charge should be appropriately reduced based on the current target battery temperature T2. That is, T3 = T2 - ∆T, where ∆T is based on... The calibration value.

[0099] Among them, ∆T can be obtained by looking up a table, as shown in Table 2 below;

[0100] Table 2: Temperature Correction Mapping Table for ∆T

[0101]

[0102] It should be noted that the corrected battery target temperature must also satisfy the constraint: T3 > T0. Furthermore, the economic correction value ΔT for the battery target temperature is determined based on the overall change in battery thermal management capacity. Calculation. When A value less than 0 indicates that the electricity consumed during heating exceeds the available electricity gained by the battery, and the target battery temperature should be appropriately lowered. The economic correction value for the target battery temperature can be determined based on the overall changes in battery thermal management capacity. The table is looked up as shown in Table 3:

[0103] Table 3: Changes in Electricity Consumption Mapping

[0104]

[0105] Furthermore, the target vehicle executes a power battery thermal management control strategy. Based on the set target battery temperature and the power of the heating accessories, the required heating time T3 is calculated. The system then requests the heating accessories, including the battery heating accessory PTC and the battery circuit water pump, to commence operation.

[0106] Example 2

[0107] Please see Figure 2 This embodiment provides a thermal management control system for a pure electric vehicle's power battery. The pure electric vehicle power battery thermal management control system 200 includes:

[0108] The first acquisition module 210 is configured to acquire travel road condition information of the target vehicle, wherein the travel road condition information includes travel mileage information, travel duration information, average vehicle speed information, maximum vehicle speed information, average gradient information, maximum gradient information, and ambient temperature information.

[0109] The first determining module 220 is configured to determine the steady-state driving power and instantaneous driving power of the target vehicle based on the travel road condition information of the target vehicle obtained by the first obtaining module.

[0110] The second acquisition module 230 is configured to acquire the target vehicle's current power battery SOC, current battery temperature data value, thermal management PTC heating rate, and battery discharge power.

[0111] The second determining module 240 is configured to determine the battery's heating temperature data value based on the target vehicle's current power battery SOC, steady-state drive power, and instantaneous drive power obtained by the second obtaining module.

[0112] The third determining module 250 is configured to obtain the estimated temperature rise time value based on the current battery temperature data value, thermal management PTC heating rate, battery discharge power, and the heating temperature data value obtained by the second obtaining module for the target vehicle.

[0113] The first correction module 260 is configured to correct the heating temperature data value and the estimated temperature rise time value to obtain the corrected heating target temperature value and the corrected estimated temperature rise time value.

[0114] The fourth determining module 270 is configured to obtain the thermal management comprehensive electrical energy change value of the target vehicle based on the corrected heating target temperature value and the corrected estimated temperature rise time value.

[0115] The second correction module 280 is configured to perform a secondary correction on the corrected heating target temperature value based on the thermal management comprehensive power change value to obtain the execution temperature rise duration value.

[0116] The control execution module 290 is configured to execute the power battery thermal management control strategy based on the execution temperature rise duration value obtained from the second correction module.

[0117] Example 3

[0118] Please see Figure 3This embodiment provides a vehicle 600, which may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Optionally, the vehicle 600 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 600 can be interconnected via wired or wireless means.

[0119] In some embodiments, the infotainment system 610 may include a communication system 611, an entertainment system 612, and a navigation system 613.

[0120] Communication system 611 may include a wireless communication system that can communicate wirelessly with one or more devices, either directly or via a communication network. For example, the wireless communication system may use 3G cellular communication, such as CDMA, EVDO, GSM / GPRS, or 4G cellular communication, such as LTE, or 5G cellular communication. The wireless communication system may utilize WiFi or a wireless local area network (WLAN) to communicate. In some embodiments, the wireless communication system may utilize an infrared link, Bluetooth, or ZigBee to communicate directly with devices. Other wireless protocols, such as various vehicle communication systems, may also be used. For example, the wireless communication system may include one or more dedicated short-range communications (DSRC) devices that can enable public and / or private data communication between vehicles and / or roadside stations.

[0121] The entertainment system 612 may include a display device, a microphone, and speakers, allowing users to listen to the radio and play music in the vehicle; or connect their mobile phones to the vehicle and project their screens onto the display device, which may be touch-sensitive, allowing users to operate the system by touching the screen.

[0122] In some cases, the user's voice signal can be acquired through a microphone, and based on the analysis of the voice signal, the user can control certain aspects of the vehicle 600, such as adjusting the interior temperature. In other cases, music can be played to the user through the audio system.

[0123] The navigation system 613 may include map services provided by a map provider to provide navigation for the vehicle 600. The navigation system 613 can be used in conjunction with the vehicle's global positioning system 621 and inertial measurement unit 622. The map services provided by the map provider can be two-dimensional maps or high-precision maps.

[0124] The perception system 620 may include several sensors for sensing information about the environment surrounding the vehicle 600. For example, the perception system 620 may include a global positioning system 621 (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU) 622, a lidar 623, a millimeter-wave radar 624, an ultrasonic radar 625, and a camera device 626. The perception system 620 may also include sensors for the internal systems of the monitored vehicle 600 (e.g., an in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a critical function for the safe operation of the vehicle 600.

[0125] The Global Positioning System 621 is used to estimate the geographical location of vehicle 600.

[0126] The inertial measurement unit 622 is used to sense changes in the pose of the vehicle 600 based on inertial acceleration. In some embodiments, the inertial measurement unit 622 may be a combination of an accelerometer and a gyroscope.

[0127] The lidar 623 uses lasers to sense objects in the environment in which the vehicle 600 is located. In some embodiments, the lidar 623 may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components.

[0128] The millimeter-wave radar 624 uses radio signals to sense objects in the surrounding environment of the vehicle 600. In some embodiments, in addition to sensing objects, the millimeter-wave radar 624 can also be used to sense the speed and / or direction of travel of objects.

[0129] The ultrasonic radar 625 can use ultrasonic signals to sense objects around the vehicle 600.

[0130] The camera device 626 is used to capture image information of the surrounding environment of the vehicle 600. The camera device 626 may include a monocular camera, a binocular camera, a structured light camera, and a panoramic camera, etc. The image information acquired by the camera device 626 may include still images or video stream information.

[0131] The decision control system 630 includes a computing system 631 that analyzes and makes decisions based on information acquired by the sensing system 620. The decision control system 630 also includes a vehicle controller 632 that controls the power system of the vehicle 600, as well as a steering system 633, a throttle 634, and a braking system 635 for controlling the vehicle 600.

[0132] The computing system 631 is operable to process and analyze various information acquired by the perception system 620 to identify targets, objects, and / or features in the environment surrounding the vehicle 600. Targets may include pedestrians or animals, and objects and / or features may include traffic signals, road boundaries, and obstacles. The computing system 631 may use object recognition algorithms, Structure from Motion (SFM) algorithms, video tracking, and other techniques. In some embodiments, the computing system 631 may be used to map the environment, track objects, estimate object speeds, etc. The computing system 631 can analyze the acquired information and derive a control strategy for the vehicle.

[0133] The vehicle controller 632 can be used to coordinate the control of the vehicle's power battery and engine 641 to improve the power performance of the vehicle 600.

[0134] The steering system 633 is operable to adjust the forward direction of the vehicle 600. For example, in one embodiment, it can be a steering wheel system.

[0135] Throttle 634 is used to control the operating speed of engine 641 and thus the speed of vehicle 600.

[0136] Braking system 635 is used to control the deceleration of vehicle 600. Braking system 635 can use friction to slow down wheel 644. In some embodiments, braking system 635 can convert the kinetic energy of wheel 644 into electric current. Braking system 635 may also take other forms to slow down the rotational speed of wheel 644 to control the speed of vehicle 600.

[0137] The drive system 640 may include components that provide powered motion to the vehicle 600. In one embodiment, the drive system 640 may include an engine 641, an energy source 642, a transmission system 643, and wheels 644. The engine 641 may be an internal combustion engine, an electric motor, an air-compressed engine, or other types of engine combinations, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air-compressed engine. The engine 641 converts the energy source 642 into mechanical energy.

[0138] Examples of energy sources 642 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy source 642 can also provide energy to other systems of vehicle 600.

[0139] The drivetrain 643 transmits mechanical power from the engine 641 to the wheels 644. The drivetrain 643 may include a gearbox, a differential, and a drive shaft. In one embodiment, the drivetrain 643 may also include other components, such as a clutch. The drive shaft may include one or more axles that can be coupled to one or more wheels 644.

[0140] Some or all of the functions of vehicle 600 are controlled by computing platform 650. Computing platform 650 may include at least one processor 651, which can execute instructions 653 stored in a non-transitory computer-readable medium such as memory 652. In some embodiments, computing platform 650 may also be multiple computing devices that control individual components or subsystems of vehicle 600 in a distributed manner.

[0141] Processor 651 can be any conventional processor, such as a commercially available CPU. Alternatively, processor 651 may also include a graphics processing unit (GPU), a field-programmable gate array (FPGA), a system-on-a-chip (SoC), an application-specific integrated circuit (ASIC), or a combination thereof. Although Figure 3 The illustrations functionally depict a processor, memory, and other components of a computer within the same block; however, those skilled in the art will understand that the processor, computer, or memory may actually include multiple processors, computers, or memories that may or may not be housed in the same physical enclosure. For example, memory may be a hard disk drive or other storage media located in an enclosure different from that of the computer. Therefore, references to a processor or computer will be understood to include references to a collection of processors or computers or memories that may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as steering and deceleration components, may each have their own processor, which performs calculations only relevant to the component's specific function.

[0142] In this embodiment, the processor 651 can execute the steps of a thermal management control method for a pure electric vehicle power battery as described in the above embodiments.

[0143] In all aspects described herein, processor 651 may be located remotely from the vehicle and communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are executed on a processor located within the vehicle, while others are executed by a remote processor, including taking the necessary steps to perform a single operation.

[0144] In some embodiments, memory 652 may contain instructions 653 (e.g., program logic) that can be executed by processor 651 to perform various functions of vehicle 600. Memory 652 may also contain additional instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the infotainment system 610, perception system 620, decision control system 630, and drive system 640.

[0145] In addition to instruction 653, memory 652 may also store data such as road maps, route information, vehicle position, direction, speed, and other vehicle data, as well as other information. This information can be used by vehicle 600 and computing platform 650 during operation of vehicle 600 in autonomous, semi-autonomous, and / or manual modes.

[0146] The computing platform 650 can control the functions of the vehicle 600 based on inputs received from various subsystems, such as the drive system 640, the perception system 620, and the decision control system 630. For example, the computing platform 650 can utilize inputs from the decision control system 630 to control the steering system 633 to avoid obstacles detected by the perception system 620. In some embodiments, the computing platform 650 is operable to provide control over many aspects of the vehicle 600 and its subsystems.

[0147] Optionally, one or more of these components may be installed separately from or associated with the vehicle 600. For example, the memory 652 may exist partially or completely separately from the vehicle 600. The components may be communicatively coupled together in a wired and / or wireless manner.

[0148] Optionally, the components described above are merely examples. In actual applications, components in each of the above modules may be added or removed as needed. Figure 3 This should not be construed as a limitation on the embodiments disclosed herein.

[0149] Optionally, vehicle 600 or its associated perception and computing devices (e.g., computing system 631, computing platform 650) can predict the behavior of the identified objects based on the characteristics of the identified objects and the state of the surrounding environment (e.g., traffic, rain, ice on the road, etc.). Optionally, each identified object depends on the behavior of the others, so all identified objects can be considered together to predict the behavior of a single identified object. Vehicle 600 can adjust its speed based on the predicted behavior of the identified objects. In other words, the autonomous vehicle can determine what steady state the vehicle needs to adjust to (e.g., accelerate, decelerate, or stop) based on the predicted behavior of the objects. In this process, other factors can also be considered in determining the speed of vehicle 600, such as the lateral position of vehicle 600 in the road, the curvature of the road, the proximity of static and dynamic objects, etc.

[0150] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device can also provide instructions to modify the steering angle of the vehicle 600 so that the autonomous vehicle follows a given trajectory and / or maintains a safe lateral and longitudinal distance from objects near the autonomous vehicle (e.g., vehicles in adjacent lanes on the road).

[0151] The aforementioned vehicle 600 can be a different model of pure electric vehicle, and this disclosure does not impose any particular limitation.

[0152] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the above-described method for thermal management control of a power battery for a pure electric vehicle when executed by the programmable device.

[0153] Example 4

[0154] Based on the same inventive concept, this disclosure also provides a computer-readable storage medium storing computer program instructions thereon, which, when executed by a processor, implement the steps of the thermal management control method for a power battery of a pure electric vehicle provided in the above embodiments.

[0155] The terms "first," "second," "third," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects and not to describe a particular order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, it may include a series of steps or units, or optionally, steps or units not listed, or other steps or units inherent to these processes, methods, products, or devices.

[0156] The accompanying drawings show only the portions relevant to this application, not all of them. Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe operations (or steps) as sequential processes, many of these operations may be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations may be rearranged. The process may be terminated when its operation is completed, but may also have additional steps not included in the drawings. The process may correspond to a method, function, procedure, subroutine, subprogram, etc.

[0157] The terms “component,” “module,” “system,” “unit,” etc., used in this specification are used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. For example, a unit can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, a thread of execution, a program, and / or distributed between two or more computers. Furthermore, these units can be executed from various computer-readable media on which various data structures are stored. Units can communicate, for example, via local and / or remote processes based on signals having one or more data packets (e.g., data from a second unit interacting with another unit between a local system, a distributed system, and / or a network; for example, the Internet interacting with other systems via signals).

[0158] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention.

[0159] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0160] Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment can be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily indicate the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0161] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management control method for a power battery of a pure electric vehicle, characterized in that, include: Obtain travel road condition information for the target vehicle, wherein the travel road condition information includes travel mileage information, travel duration information, average vehicle speed information, maximum vehicle speed information, average gradient information, maximum gradient information, and ambient temperature information; Based on the travel traffic information, determine the steady-state drive power and instantaneous drive power of the target vehicle; The system continuously collects first state parameter information and determines the battery's heating temperature data value based on the steady-state drive power, the instantaneous drive power, and the first state parameter information. The first state parameter information includes the current power battery SOC. The system continuously acquires second state parameter information and obtains an estimated temperature rise time value based on the temperature data value to be heated, the ambient temperature information, and the second state parameter information. The second state parameter information includes the current battery temperature data value, the thermal management PTC heating rate, and the battery discharge power. Based on the ratio of the estimated temperature rise time to the travel time data, the corrected heating target temperature value and the corrected estimated temperature rise time value are obtained. Based on the current battery temperature data, the corrected heating target temperature, and the corrected estimated temperature rise time, the comprehensive thermal management energy change value of the target vehicle is obtained. Based on the comprehensive change value of thermal management power, the modified heating target temperature value is modified a second time to obtain the execution temperature rise duration value, and the power battery thermal management control strategy is executed based on the execution temperature rise duration value.

2. The thermal management control method for a power battery of a pure electric vehicle according to claim 1, characterized in that, The step of determining the steady-state drive power and instantaneous drive power of the target vehicle based on the travel traffic information specifically includes: The steady-state drive power and the instantaneous drive power are calculated based on the average vehicle speed information, maximum vehicle speed information, average gradient information, and maximum gradient information, wherein... The formula for calculating the steady-state drive power is: The instantaneous driving power is calculated using the following formula: In the formula, m is the total mass of the vehicle, g is the acceleration due to gravity, and f is the rolling resistance coefficient. The average slope For the maximum slope, Average vehicle speed The maximum speed, Where A is the drag coefficient and A is the frontal area. For the mechanical efficiency of the power transmission system For the efficiency of electric drive systems, To reserve power for DC-DC converters, To reserve power for the PTC, Reserved vehicle acceleration.

3. The thermal management control method for a power battery of a pure electric vehicle according to claim 1, characterized in that, The continuous acquisition of first state parameter information, based on the steady-state drive power, the instantaneous drive power, and the first state parameter information, determines the battery's heating temperature data value. The first state parameter information includes the current state of charge (SOC) of the power battery, comprising: Based on the current SOC of the power battery, the steady-state drive power, and the instantaneous drive power, the power battery output power MAP is queried to obtain the required temperature range, and the temperature with the smallest difference between the temperature range and the current power battery temperature value is selected as the temperature data value to be heated.

4. The thermal management control method for a power battery of a pure electric vehicle according to claim 1, characterized in that, The continuous acquisition of second state parameter information, based on the temperature data value to be heated, the ambient temperature information, and the second state parameter information, yields an estimated temperature rise duration value. The second state parameter information includes the current battery temperature data value, the thermal management PTC heating rate, and the battery discharge power, including: Based on the heating temperature data, the ambient temperature information, and the second state parameter information, the battery temperature change rate is obtained, and the temperature change rate is calculated using the following formula: In the formula, For the heat transferred by the thermal management accessories, For battery charging and discharging power, This is the current battery temperature data value. The current remaining capacity of the battery; Based on the temperature change rate, the current battery temperature data value, and the temperature to be heated data value, the estimated temperature rise time is obtained. The formula for calculating the estimated temperature rise time is as follows: In the formula, This is the temperature data value to be heated. Current battery temperature value, The rate of temperature change.

5. The thermal management control method for a power battery of a pure electric vehicle according to claim 1, characterized in that, The step of obtaining the corrected heating target temperature value and the corrected estimated temperature rise time value based on the ratio of the estimated temperature rise time value to the travel time data value includes: Based on the estimated temperature rise duration and the travel duration data, determine whether the estimated temperature rise duration is greater than the travel duration data. If so, the target heating temperature value is corrected by adjusting the estimated temperature rise time value to the travel time data value. If not, the corrected heating target temperature value is equal to the heating temperature data value.

6. The thermal management control method for a power battery of a pure electric vehicle according to claim 5, characterized in that, If so, then based on the ratio of the estimated temperature rise time value to the travel time data value, the temperature data value to be heated is corrected to obtain a corrected heating target temperature value, including: The correction coefficient K is obtained based on the ratio of the estimated temperature rise duration to the travel duration data. The corrected heating target temperature value is calculated based on the correction coefficient K, wherein the calculation formula is: T2=T1-(T1-T0)(1-K), where T2 is the corrected heating target temperature value, T1 is the temperature data value to be heated, T0 is the current battery temperature data value, and K is the correction coefficient.

7. The thermal management control method for a power battery of a pure electric vehicle according to claim 1, characterized in that, The process of obtaining the comprehensive thermal management energy change value of the target vehicle based on the current battery temperature data value, the corrected heating target temperature value, and the corrected estimated temperature rise duration value includes: Based on the corrected target heating temperature value and the corrected estimated temperature rise time value, the heating energy consumption value of heating the battery to the corrected target heating temperature value is obtained; Based on the current battery temperature data and the corrected heating target temperature, the change in electrical energy consumed by the temperature rise is obtained; The total electrical energy change value for thermal management is obtained based on the heating energy consumption value and the electrical energy change value.

8. The thermal management control method for a power battery of a pure electric vehicle according to claim 1, characterized in that, The step involves performing a secondary correction on the target heating temperature value based on the comprehensive energy change value for thermal management to obtain an execution temperature rise duration value, and then executing the power battery thermal management control strategy based on the execution temperature rise duration value, including: If the change in the total electrical power consumption of thermal management is less than zero, the target heating temperature value is corrected a second time. The execution temperature rise time value is obtained based on the corrected target heating temperature value and the power of the heating accessory after the second correction; The power battery thermal management control strategy is executed based on the temperature rise time value.

9. A thermal management control system for a power battery of a pure electric vehicle, characterized in that, include: The first acquisition module is configured to acquire the travel road condition information of the target vehicle, wherein the travel road condition information includes travel mileage information, travel duration information, average vehicle speed information, maximum vehicle speed information, average gradient information, maximum gradient information, and ambient temperature information. The first determining module is configured to determine the steady-state driving power and instantaneous driving power of the target vehicle based on the travel road condition information of the target vehicle obtained by the first obtaining module. The second acquisition module is configured to acquire the target vehicle's current power battery SOC, current battery temperature data value, thermal management PTC heating rate, and battery discharge power. The second determining module is configured to determine the battery's heating temperature data value based on the target vehicle's current power battery SOC, steady-state drive power, and instantaneous drive power obtained by the second obtaining module. The third determining module is configured to obtain the estimated temperature rise time value based on the current battery temperature data value, thermal management PTC heating rate, battery discharge power, and the heating temperature data value obtained by the second determining module for the target vehicle. The first correction module is configured to correct the temperature data value to be heated and the estimated temperature rise time value to obtain the corrected heating target temperature value and the corrected estimated temperature rise time value. The fourth determining module is configured to obtain the thermal management comprehensive electrical energy change value of the target vehicle based on the corrected heating target temperature value and the corrected estimated temperature rise time value. The second correction module is configured to perform a second correction on the corrected heating target temperature value based on the thermal management comprehensive power change value to obtain the execution temperature rise duration value; The control execution module is configured to execute the power battery thermal management control strategy based on the execution temperature rise duration value obtained from the second correction module.

10. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured as follows: The steps of implementing the thermal management control method for a power battery of a pure electric vehicle as described in any one of claims 1 to 8.

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