A power battery heat preservation control method and device, a storage medium and an equipment

Abstract

The application provides a power battery heat preservation control method, device, storage medium and equipment. In the method, when the battery is in a full state during charging, whether the heat preservation condition is met is determined according to the battery temperature, the ambient temperature, the remaining charging time and the maximum driving power of the battery, and when the heat preservation condition is met, the heater is controlled to stop working, the battery management system is requested to disconnect the high-voltage relay, the on-board charger is controlled to enter a charging mode, the charging pile is controlled to keep zero output, the state of the high-voltage relay fed back by the battery management system is waited for, the heater is controlled to enter a heating mode, and the charging current value output by the charging pile is controlled according to the working gear of the heater. In this way, during the heat preservation process, the high-voltage relay is in a disconnected state, and the energy required by the heater is entirely provided by the charging pile, thereby preventing the battery overcharging and overcurrent problems caused by the output fluctuation of the heater and the charging pile, and ensuring the safety of the battery.

Description

Technical Field

[0001] This application relates to the field of battery insulation technology, and more specifically, to a method, device, storage medium, and equipment for controlling the insulation of a power battery. Background Technology

[0002] Electric vehicle batteries experience a decrease in usable charge at low temperatures, leading to a significant reduction in driving range. Therefore, to prevent reduced range during winter driving, the industry typically employs insulation measures for the batteries. Current insulation methods can be categorized into passive and active insulation. Passive insulation involves placing insulation materials inside and outside the battery, while active insulation maintains the battery temperature by heating it.

[0003] Currently, in the active heat preservation process of electric vehicles, the power battery typically supplies power to the onboard heater. When the battery temperature falls below a target lower limit, the heater activates to begin heating; when the battery temperature rises above the target upper limit, the heater deactivates, and heating ceases. When the battery temperature drops below the target lower limit again, the heater restarts, and this cycle repeats. During this process, if the power battery depletes beyond a certain value, it will recharge. When charging and heating occur simultaneously, the fluctuating current output of the heater and charging station can easily lead to overcharging or overcurrent, which is detrimental to battery safety. Summary of the Invention

[0004] The purpose of this application is to provide a method, device, storage medium and equipment for controlling the thermal insulation of power batteries, which aims to solve the problem that the active thermal insulation method of power batteries in the related technology is prone to overcharging or overcurrent, which is detrimental to battery safety.

[0005] Firstly, this application provides a power battery heat preservation control method, comprising: during the charging process of the power battery, when the power battery is fully charged, determining whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power; the remaining charging time is determined based on the user-submitted vehicle usage time and the current time; if the determination result is yes, after controlling the on-board heater to stop working, requesting the battery management system to disconnect the high-voltage relay, and controlling the on-board charger to enter the charging mode, and controlling the charging pile to maintain zero output; the battery management system controls the connection and disconnection of the circuit between the power battery and the on-board heater, and the connection and disconnection of the circuit between the power battery and the on-board charger through the high-voltage relay; when the battery management system reports that the high-voltage relay is disconnected, controlling the on-board heater to enter the heating mode, and controlling the charging current value output by the charging pile according to the working level of the on-board heater.

[0006] In the above implementation process, during the charging of the power battery, when the power battery is fully charged, the system determines whether the heat preservation conditions are met based on the battery temperature, ambient temperature, remaining charging time, and the battery's maximum drive power. If the conditions are met, the system controls the heater to stop working, requests the battery management system to disconnect the high-voltage relay, and controls the on-board charger to enter charging mode. The charging pile maintains zero output, waiting for feedback from the battery management system that the high-voltage relay is disconnected. Then, the system controls the heater to enter heating mode, and controls the charging current output of the charging pile according to the heater's operating level. Thus, during the heat preservation process, the high-voltage relay is disconnected, and all the energy required by the heater is provided by the charging pile. This prevents overcharging and overcurrent problems that might occur due to fluctuations in the heater and charging pile output, ensuring battery safety.

[0007] Furthermore, in some examples, before determining whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power, the process includes: when the maximum battery driving power is lower than a first power value and the battery temperature is lower than a first temperature value, sending a heat preservation reminder message to the user terminal so that the user can submit the vehicle usage time on the user terminal based on the heat preservation reminder message; and determining the remaining charging time based on the difference between the user time sent by the user terminal and the current time.

[0008] In the above implementation process, a specific method for obtaining the remaining charging time is provided.

[0009] Furthermore, in some examples, determining whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power includes: determining the time required to heat the battery to a second power value based on the current battery temperature, ambient temperature, and maximum battery driving power, and recording the determined time as the heating requirement time; comparing the remaining charging time with the heating requirement time, and determining whether the heat preservation conditions are met based on the comparison result, the current battery temperature, and the maximum battery driving power.

[0010] In the above implementation process, a specific method is provided to determine whether the vehicle needs to enter the heat preservation mode, that is, first determine the heating time required, and then combine the battery temperature, the battery's maximum driving power and the remaining charging time to make a judgment.

[0011] Furthermore, in some examples, determining whether the heat preservation conditions are met based on the comparison results, the current battery temperature, and the battery's maximum driving power includes: when the comparison results show that the remaining charging time is less than or equal to the heating demand time, and the battery temperature is lower than a first temperature value, and the battery's maximum driving power is lower than a first power value, it is determined that the heat preservation conditions are met.

[0012] In the above implementation process, the heat preservation conditions can be that the remaining charging time is less than or equal to the heating demand time, the battery temperature is lower than the first temperature value, and the battery's maximum driving power is lower than the first power value. In this way, the heat preservation requirements of the battery can be met, and the heating process can be minimized to occur only once, thereby reducing the extra power consumption caused by multiple heating.

[0013] Furthermore, in some examples, the method further includes: after controlling the charging current value output by the charging pile according to the working position of the vehicle heater, determining whether the exit condition is met based on the reacquired battery temperature, remaining charging time, heating demand time, and maximum battery driving power; when the exit condition is met, requesting the vehicle heater to exit the heating mode, requesting the battery management system to disconnect the high-voltage relay, and requesting the vehicle charger to enter the standby mode.

[0014] In the above implementation process, during the heat preservation process, the VCU can acquire parameters such as battery temperature, remaining charging time, heating demand time, and maximum battery driving power in real time or periodically to determine whether the exit conditions are met. If the judgment result is yes, the vehicle is controlled to exit the heat preservation mode, thereby improving the reliability of vehicle control.

[0015] Furthermore, in some examples, the exit condition includes at least one of the following: the remaining charging time is greater than the heating required time; the maximum driving power of the battery is higher than the second power value; the battery temperature is higher than the second temperature value.

[0016] In the above implementation process, when the remaining charging time is greater than the heating demand time, or the battery's maximum driving power is higher than the second power value, or the battery temperature is higher than the second temperature value, the VCU controls the vehicle to exit the heat preservation mode. This can reduce the extra power consumption caused by multiple heatings during the heat preservation process and also ensure the safety of battery heating.

[0017] Furthermore, in some examples, the first temperature value is 0°C; the second temperature value is 15°C; the first power value is 30kW; and the second power value is 50kW.

[0018] In the above implementation process, optional settings for a first temperature value, a second temperature value, a first power value, and a second power value are provided.

[0019] Secondly, this application provides a power battery heat preservation control device, comprising: a judgment module, used to determine whether the heat preservation conditions are met when the power battery is fully charged during the charging process, based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power; the remaining charging time is determined based on the user-submitted vehicle usage time and the current time; a request module, used to request the battery management system to disconnect the high-voltage relay after controlling the on-board heater to stop working, and to control the on-board charger to enter the charging mode, and to control the charging pile to maintain zero output, if the judgment result is yes; the battery management system controls the connection and disconnection of the circuit between the power battery and the on-board heater, and the connection and disconnection of the circuit between the power battery and the on-board charger through the high-voltage relay; and a control module, used to control the on-board heater to enter the heating mode when the battery management system reports that the high-voltage relay is disconnected, and to control the charging current value output by the charging pile according to the working level of the on-board heater.

[0020] Thirdly, this application provides an electronic device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method described in any of the first aspects.

[0021] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described in any of the first aspects.

[0022] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the method described in any of the first aspects.

[0023] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0024] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 A flowchart of a power battery heat preservation control method provided in this application embodiment;

[0027] Figure 2 A schematic diagram of a circuit system for implementing charging and heating functions in an automobile, provided as an embodiment of this application;

[0028] Figure 3 A schematic diagram illustrating the workflow of a thermal insulation control scheme for an AC charging power battery of an electric vehicle provided in an embodiment of this application;

[0029] Figure 4 A block diagram of a power battery heat preservation control device provided in an embodiment of this application;

[0030] Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0031] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0032] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0033] As described in the background section, the active heat preservation methods for power batteries in related technologies can easily lead to overcharging or overcurrent, which is detrimental to battery safety. Therefore, this application provides a power battery heat preservation control scheme to solve the above problems.

[0034] The embodiments of this application will be described below:

[0035] like Figure 1 As shown, Figure 1 This is a flowchart illustrating a power battery thermal insulation control method provided in an embodiment of this application. The method is applied to the vehicle control unit (VCU) of an electric vehicle.

[0036] The method includes:

[0037] Step 101: During the charging process of the power battery, when the power battery is fully charged, determine whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power; the remaining charging time is determined based on the user-submitted vehicle usage time and the current time.

[0038] In this embodiment, the power battery can be a lithium-ion battery, which can be charged using an AC charging station. After the user connects the charging gun to the vehicle and swipes their card at the charging station, the VCU determines whether the vehicle has a fault and whether the battery is fully charged. If the result is negative, the VCU controls the vehicle to enter the charging process. During the charging process, the VCU can obtain the battery temperature collected in real time by the BMS (Battery Management System) and the ambient temperature collected in real time by temperature sensor modules, such as ITS (Infrared Temperature Sensor), to determine whether the battery needs to be heated. When the BMS reports a full charge flag, it confirms that the battery is fully charged. Then, based on the battery temperature, ambient temperature, remaining charging time, and maximum battery drive power, it determines whether to enter the heat preservation mode.

[0039] The maximum battery drive power mentioned in this step, also known as the maximum battery output power, can be calculated by the BMS based on the battery capacity and individual battery cell voltage and reported to the VCU. The remaining charging time mentioned in this step is determined based on the user-submitted vehicle usage time and the current time. The vehicle usage time can be considered the time the user disconnects the charging gun from the vehicle. This usage time can be requested by the user when the VCU controls the vehicle to enter the charging process. Considering that the user's usage needs may change during charging, in order to obtain a more accurate remaining charging time, in some embodiments, before determining whether the heat preservation condition is met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery drive power, this step may include: when the maximum battery drive power is lower than a first power value and the battery temperature is lower than a first temperature value, sending a heat preservation reminder to the user terminal so that the user submits the vehicle usage time on the user terminal based on the heat preservation reminder; and determining the remaining charging time based on the difference between the user time sent by the user terminal and the current time. In other words, when the maximum battery drive power reported by the BMS is lower than a first power value and the battery temperature is lower than a first temperature value, the VCU will push a heat preservation reminder to the user's mobile app. The user can then submit their usage time and heat preservation request on the app. The VCU can then calculate the remaining charging time based on the difference between the usage time and the current time. For example, if the user submits a usage time of 14:30 and the current time is 14:10, the remaining charging time can be calculated to be 20 minutes. This improves the accuracy of determining whether the vehicle meets the heat preservation requirements.

[0040] In some embodiments, determining whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery drive power, as mentioned in this step, includes: determining the time required to heat the battery's maximum drive power to a second power value based on the current battery temperature, ambient temperature, and maximum battery drive power, and recording the determined time as the heating requirement time; comparing the remaining charging time with the heating requirement time, and determining whether the heat preservation conditions are met based on the comparison result, the current battery temperature, and the maximum battery drive power. In other words, the VCU can determine the time required to heat the battery's maximum drive power to a second power value, i.e., the heating requirement time, based on the current battery temperature, ambient temperature, and maximum battery drive power, and use this time, combined with the remaining charging time, battery temperature, and maximum battery drive power, to determine whether to enter the heat preservation mode. The maximum driving power of the power battery is affected by the battery temperature. When the battery is heated, the battery temperature rises and the maximum driving power of the battery also rises. Through actual vehicle calibration or environmental chamber laboratory calibration, the time required to heat the battery to the second power value under different ambient temperatures, different battery temperatures, and different maximum driving power of the battery can be obtained. In this way, when judging whether the heat preservation conditions are met, the heating time required can be determined based on the actual battery temperature, ambient temperature, and maximum driving power of the battery.

[0041] Furthermore, in some embodiments, the aforementioned determination of whether the heat preservation condition is met based on the comparison result, the current battery temperature, and the battery's maximum driving power may include: when the comparison result shows that the remaining charging time is less than or equal to the heating requirement time, the battery temperature is lower than a first temperature value, and the battery's maximum driving power is lower than a first power value, the heat preservation condition is determined to be met. In other words, the heat preservation condition can be that the remaining charging time is less than or equal to the heating requirement time, the battery temperature is lower than the first temperature value, and the battery's maximum driving power is lower than the first power value. This satisfies the battery's heat preservation requirements while minimizing the need for heating during the heat preservation process, thereby reducing additional power consumption caused by multiple heating cycles.

[0042] Step 102: If the judgment result is yes, after controlling the vehicle heater to stop working, request the battery management system to disconnect the high-voltage relay, control the vehicle charger to enter the charging mode, and control the charging pile to maintain zero output; the battery management system controls the connection and disconnection of the circuit between the power battery and the vehicle heater, and the connection and disconnection of the circuit between the power battery and the vehicle charger through the high-voltage relay.

[0043] The onboard heater mentioned in this step is a device used for heating the interior of a car. Currently, electric vehicles generally use a High Voltage Heater (HVH) to heat the passenger compartment. An HVH typically consists of a blower, a heater, and a control circuit. The onboard charger (OBC) mentioned in this step is a charger permanently installed on the electric vehicle that can directly charge the car's battery.

[0044] In this embodiment, when the VCU determines that the vehicle meets the insulation requirements, it sends corresponding requests to the HVH, BMS, OBC, and charging pile, thereby causing the vehicle to enter the insulation mode. See also... Figure 2 , Figure 2 This is a schematic diagram of a circuit system for implementing charging and heating functions in a vehicle, as provided in an embodiment of this application. The circuit system includes an OBC 21, an HVH 22, a power battery 23, and a high-voltage relay 24 (in actual applications, the positive and negative terminals of the battery can each be connected to a high-voltage relay; only one is shown in the diagram). The OBC 21 is connected to an AC charging station 26 via an S2 switch 25. The S2 switch 25 is an important component of the AC charging station 26, used to control the start and end of the charging process. When the OBC 21 enters charging mode, the S2 switch 25 closes. In this circuit system, the OBC 21 is connected to both the HVH 22 and the power battery 23. The high-voltage relay 24 is located in the circuit between the HVH 22 and the power battery 23, and its state is controlled by the BMS. When the vehicle enters the charging process, the VCU requests the BMS to close the high-voltage relay 24, requesting the OBC 21 to enter charging mode.

[0045] This process involves the VCU requesting the HVH to exit heating mode and limiting its power consumption to zero when the insulation conditions are met. After the HVH stops operating, the VCU requests the BMS to disconnect the high-voltage relay and simultaneously requests the OBC to enter charging mode, controlling the charging pile's current output to 0A. This protects various components and enhances the safety of the vehicle entering insulation mode during charging.

[0046] Step 103: When the battery management system reports that the high-voltage relay is open, it controls the vehicle heater to enter the heating mode and controls the charging current value output by the charging pile according to the working position of the vehicle heater.

[0047] This step refers to the following: When the BMS sends a message indicating that the high-voltage relay is open, the VCU requests the HVH to enter heating mode and calculates the charging current value according to the HVH's heating operating level, thereby requesting the charging pile to output power. During this time, the high-voltage relay is open during the heat preservation process, and all the energy required by the HVH is provided by the charging pile. This avoids the power battery being in a charging state during the heat preservation process, preventing overcharging and overcurrent issues that might arise from fluctuations in the HVH and charging pile outputs, thus ensuring battery charging safety.

[0048] Furthermore, in some embodiments, the above method may further include: after controlling the charging current value output by the charging pile according to the working position of the on-board heater, determining whether the exit conditions are met based on the re-acquired battery temperature, remaining charging time, heating demand time, and maximum battery drive power; when the exit conditions are met, requesting the on-board heater to exit the heating mode, requesting the battery management system to disconnect the high-voltage relay, and requesting the on-board charger to enter standby mode. In other words, during the heat preservation process, the VCU can acquire the aforementioned parameters in real time or periodically to determine whether the exit conditions are met. When the exit conditions are determined to be met, the VCU requests the HVH to exit the heating mode, requests the BMS to disconnect the high-voltage relay, and requests the OBC to exit the working mode and enter standby mode. Thus, during the heat preservation process, if the user's vehicle usage needs change, or if the battery temperature and maximum drive power increase too rapidly during heating, the vehicle can determine whether the exit conditions are met and exit the heat preservation mode when the conditions are met, thereby improving the reliability of vehicle control.

[0049] Furthermore, the aforementioned exit conditions may include at least one of the following: the remaining charging time is greater than the required heating time; the remaining charging time is greater than the required heating time; the maximum battery driving power is higher than the second power value; or the battery temperature is higher than the second temperature value. In other words, when the remaining charging time is greater than the required heating time, or the maximum battery driving power is higher than the second power value, or the battery temperature is higher than the second temperature value, the VCU controls the vehicle to exit the heat preservation mode. This reduces the extra power consumption caused by multiple heating cycles during the heat preservation process and also ensures the safety of battery heating.

[0050] Specifically, the first temperature value mentioned above can be 0℃; the second temperature value can be 15℃; the first power value can be 30kW; and the second power value can be 50kW. Experiments have shown that this setting can fully meet users' needs regarding vehicle range, power performance, and electricity costs. Of course, in other embodiments, these values ​​can be set differently according to the specific needs of the scenario.

[0051] In this embodiment, during the charging process of the power battery, when the power battery is fully charged, the system determines whether the heat preservation conditions are met based on the battery temperature, ambient temperature, remaining charging time, and the battery's maximum drive power. If the conditions are met, the system controls the heater to stop working, requests the battery management system to disconnect the high-voltage relay, and controls the on-board charger to enter charging mode. The charging pile maintains zero output, and waits for feedback from the battery management system that the high-voltage relay is disconnected. Then, the system controls the heater to enter heating mode, and controls the charging current output of the charging pile according to the heater's operating level. Thus, during the heat preservation process, the high-voltage relay is disconnected, and all the energy required by the heater is provided by the charging pile. This prevents overcharging and overcurrent problems that might occur due to fluctuations in the heater and charging pile output, ensuring battery safety.

[0052] To provide a more detailed explanation of the solution in this application, a specific embodiment is described below:

[0053] This embodiment provides a thermal insulation control scheme for AC charging power batteries in electric vehicles. Prior to this embodiment, related power battery thermal insulation technologies have the following drawbacks: First, during the thermal insulation process, charging and heating occur simultaneously. When the battery is nearly fully charged, the output current of the heater and charging pile fluctuates, easily leading to overcharging or overcurrent, which is detrimental to battery safety. Second, the thermal insulation process consumes battery power; during or at the end of the thermal insulation process, the battery may not be fully charged, potentially affecting the vehicle's driving range. Third, the thermal insulation process involves a cycle of heating-cooling-heating, with multiple heating cycles consuming even more power. This embodiment aims to solve these problems.

[0054] The workflow of this embodiment is as follows: Figure 3 As shown, it includes:

[0055] S301: After the user connects the charging gun to the vehicle and swipes the card on the charging pile, the VCU determines whether the charging conditions are met. If yes, it executes S302; otherwise, it does not.

[0056] The charging conditions include that the vehicle is not malfunctioning and the battery is not fully charged.

[0057] S302. Entering the charging process, the VCU requests the BMS to close the high-voltage relay and requests the OBC to enter the charging mode.

[0058] S303 and VCU acquire the battery temperature collected in real time by BMS and the ambient temperature collected in real time by ITS.

[0059] S304: VCU determines whether the battery needs to be heated based on the battery temperature and ambient temperature. If yes, it executes S305; otherwise, it returns to S303.

[0060] S305, VCU requests HVH to enter heating mode;

[0061] S306. When the battery is fully charged, the VCU receives the full charge flag reported by the BMS.

[0062] S307 and VCU determine whether it is necessary to enter the heat preservation mode based on the battery temperature, ambient temperature, and the battery's maximum driving power. If yes, execute S308; otherwise, execute S310.

[0063] The conditions for entering the heat preservation mode are as follows: When the BMS reports that the battery's maximum drive power is lower than P1 and the battery temperature is lower than T1, the VCU will push a heat preservation reminder to the user's mobile APP to obtain the user's vehicle usage time and heat preservation request submitted by the user in the mobile APP according to the prompt. The VCU calculates the difference t1 between the vehicle usage time and the current time. In addition, the VCU determines the time t2 required to heat the battery to P2 based on the current ambient temperature, battery temperature, and battery's maximum drive power. This time can be obtained by calibrating the actual vehicle or battery pack in an environmental chamber laboratory. When t1≤t2, and the battery's maximum drive power is lower than P1 and the battery temperature is lower than T1, it is determined that the heat preservation conditions are met, and the heat preservation mode is entered. In addition, the vehicle usage time can also be preset by the user when actively activating the heat preservation function in the mobile APP.

[0064] S308, VCU requests HVH to exit heating mode first and limits HVH power consumption to 0. After HVH stops working, VCU requests BMS to disconnect the high-voltage relay and simultaneously requests OBC to enter charging mode and control the charging pile current output to 0A. When BMS sends a message that the high-voltage relay is disconnected, VCU requests HVH to enter heating mode and calculates the charging current value according to the HVH heating working level, and requests the charging pile to output accordingly.

[0065] S309. During the heat preservation process, determine whether the exit condition is met. If yes, execute S310; otherwise, execute S311.

[0066] Among them, when t1>t2, or the maximum driving power of the battery is higher than P2, or the battery temperature is higher than T2, the exit condition is determined to be met.

[0067] S310 and VCU request HVH to exit heating mode, request BMS to disconnect the high-voltage relay, and request OBC to exit working mode and enter standby mode.

[0068] S311. After waiting for the preset time, return to S309;

[0069] S312, Send a message to the user's mobile APP indicating that charging has failed.

[0070] In this embodiment, the high-voltage relay is kept open during the heat preservation process, and all the energy required by the HVH (High Voltage, High Voltage) is provided by the charging pile. This avoids the power battery being in a charging state during the heat preservation process, preventing overcharging and overcurrent problems that might occur due to fluctuations in HVH and charging pile output, thus ensuring battery charging safety. Furthermore, since no energy output from the battery is required during the heat preservation process, and there is no unnecessary heating that wastes electrical energy, the battery can be guaranteed to be fully charged during and at the end of the heat preservation process. Therefore, the battery's output power is not limited, ensuring that the vehicle meets the user's needs for driving range, power, and energy savings.

[0071] Corresponding to the embodiments of the aforementioned methods, this application also provides embodiments of a power battery thermal insulation control device and its application terminal:

[0072] like Figure 4 As shown, Figure 4 This is a block diagram of a power battery heat preservation control device provided in an embodiment of this application. The device includes:

[0073] The judgment module 41 is used to determine whether the heat preservation conditions are met when the power battery is fully charged during the charging process of the power battery, based on the current battery temperature, ambient temperature, remaining charging time and the maximum driving power of the battery; the remaining charging time is determined based on the user-submitted vehicle usage time and the current time.

[0074] The control module 42 is used to, if the judgment result is yes, after controlling the vehicle heater to stop working, request the battery management system to disconnect the high-voltage relay, control the vehicle charger to enter the charging mode, and control the charging pile to maintain zero output; the battery management system controls the connection and disconnection of the circuit between the power battery and the vehicle heater, and the connection and disconnection of the circuit between the power battery and the vehicle charger through the high-voltage relay.

[0075] The control module 42 is also used to control the vehicle heater to enter the heating mode when the battery management system reports that the high voltage relay is open, and to control the charging current value output by the charging pile according to the working position of the vehicle heater.

[0076] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0077] This application also provides an electronic device, please refer to [link to application]. Figure 5 , Figure 5This is a structural block diagram of an electronic device provided in an embodiment of this application. The electronic device may include a processor 510, a communication interface 520, a memory 530, and at least one communication bus 540. The communication bus 540 is used to enable direct communication between these components. In this embodiment, the communication interface 520 of the electronic device is used for signaling or data communication with other node devices. The processor 510 may be an integrated circuit chip with signal processing capabilities.

[0078] The processor 510 described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor, or the processor 510 can be any conventional processor.

[0079] The memory 530 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc. The memory 530 stores computer-readable instructions. When these computer-readable instructions are executed by the processor 510, the electronic device can perform the aforementioned operations. Figure 1 The various steps involved in the method implementation examples.

[0080] Alternatively, the electronic device may also include a storage controller and an input / output unit.

[0081] The memory 530, storage controller, processor 510, peripheral interface, and input / output unit are electrically connected directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses 540. The processor 510 is used to execute executable modules stored in the memory 530, such as software function modules or computer programs included in electronic devices.

[0082] The input / output unit is used to provide users with the ability to create tasks and to set optional start periods or preset execution times for those tasks, thereby enabling user-server interaction. The input / output unit may be, but is not limited to, a mouse and keyboard.

[0083] Understandable. Figure 5 The structure shown is for illustrative purposes only; the electronic device may also include components that are more advanced than those shown. Figure 5 The more or fewer components shown, or having the same Figure 5 The different configurations shown. Figure 5 The components shown can be implemented using hardware, software, or a combination thereof.

[0084] This application also provides a storage medium storing instructions. When the instructions are run on a computer, the computer program is executed by a processor to implement the method described in the method embodiment. To avoid repetition, the method will not be described again here.

[0085] This application also provides a computer program product that, when run on a computer, causes the computer to perform the method described in the method embodiment.

[0086] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0087] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0088] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion 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 described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0089] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0090] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0091] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for controlling the heat preservation of a power battery, characterized in that, include: During the charging process of the power battery, when the power battery is fully charged, it is determined whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power. The remaining charging time is determined based on the user's submitted vehicle usage time and the current time; If the judgment result is yes, after controlling the vehicle heater to stop working, the system requests the battery management system to disconnect the high-voltage relay, and controls the vehicle charger to enter the charging mode, and controls the charging pile to maintain zero output; the battery management system controls the connection and disconnection of the circuit between the power battery and the vehicle heater, and the connection and disconnection of the circuit between the power battery and the vehicle charger through the high-voltage relay. When the battery management system reports that the high-voltage relay is open, it controls the vehicle heater to enter the heating mode and controls the charging current value output by the charging pile according to the working level of the vehicle heater. Before determining whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power, the following steps are included: When the maximum driving power of the battery is lower than the first power value and the battery temperature is lower than the first temperature value, a heat preservation reminder message is sent to the user terminal so that the user can submit the vehicle usage time on the user terminal according to the heat preservation reminder message; The remaining charging time is determined based on the difference between the user time sent by the user terminal and the current time; The step of determining whether the heat preservation conditions are met based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power includes: Based on the current battery temperature, ambient temperature, and maximum battery driving power, determine the time required to heat the battery to the second power value at its maximum driving power, and record the determined time as the heating demand time. Compare the remaining charging time with the heating requirement time, and determine whether the heat preservation conditions are met based on the comparison result, the current battery temperature, and the battery's maximum driving power. The step of determining whether the heat preservation conditions are met based on the comparison results, the current battery temperature, and the battery's maximum driving power includes: When the comparison result shows that the remaining charging time is less than or equal to the heating demand time, the battery temperature is lower than the first temperature value, and the battery maximum driving power is lower than the first power value, it is determined that the heat preservation condition is met. The method further includes: After controlling the charging current value output by the charging pile according to the working position of the vehicle heater, the system determines whether the exit conditions are met based on the re-acquired battery temperature, remaining charging time, heating time requirement, and maximum battery driving power. When the exit conditions are met, the vehicle heater is requested to exit the heating mode, the battery management system is requested to disconnect the high-voltage relay, and the vehicle charger is requested to enter the standby mode.

2. The method according to claim 1, characterized in that, The exit conditions include at least one of the following: The remaining charging time is greater than the required heating time. The maximum driving power of the battery is higher than the second power value; The battery temperature is higher than the second temperature value.

3. The method according to claim 2, characterized in that, The first temperature value is 0℃; the second temperature value is 15℃; the first power value is 30kW; the second power value is 50kW.

4. A power battery heat preservation control device, characterized in that, The apparatus is used to implement the method as described in any one of claims 1 to 3; the apparatus comprises: The judgment module is used to determine whether the heat preservation conditions are met when the power battery is fully charged during the charging process, based on the current battery temperature, ambient temperature, remaining charging time, and maximum battery driving power; the remaining charging time is determined based on the user-submitted vehicle usage time and the current time. The control module is used to, if the judgment result is yes, after controlling the vehicle heater to stop working, request the battery management system to disconnect the high-voltage relay, control the vehicle charger to enter the charging mode, and control the charging pile to maintain zero output; the battery management system controls the connection and disconnection of the circuit between the power battery and the vehicle heater, and the connection and disconnection of the circuit between the power battery and the vehicle charger through the high-voltage relay. The control module is also used to control the vehicle heater to enter the heating mode when the battery management system reports that the high-voltage relay is open, and to control the charging current value output by the charging pile according to the working position of the vehicle heater.

5. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the method as described in any one of claims 1 to 3.

6. An electronic device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method as described in any one of claims 1 to 3.

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