Battery selection method, device, and computer-readable storage medium

Abstract

The application discloses a battery selection method, a device and a computer readable storage medium, and relates to the technical field of vehicles. The battery selection method comprises the following steps: obtaining a target selection scene of a pure electric vehicle, wherein the target selection scene comprises a safety scene, a high-voltage power-on scene and a self-selection scene; calculating a first power consumption of the safety scene and a second power consumption of the self-selection scene; and determining a target capacity of a battery of the pure electric vehicle according to the first power consumption, the second power consumption and a power-on power consumption in the high-voltage power-on scene. The application solves the technical problem that the adaptability of the existing battery selection method to the pure electric vehicle is poor.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a battery selection method, device, and computer-readable storage medium. Background Technology

[0002] With increasing environmental awareness and technological advancements, the market share of pure electric vehicles is growing year by year. Pure electric vehicles require the configuration of a power battery and a storage battery. The power battery is generally used to drive the entire vehicle and power high-voltage components, while the storage battery is generally used for high-voltage power supply and other energy consumption.

[0003] Currently, the battery selection method for pure electric vehicles still follows the same approach as for gasoline vehicles, primarily based on the vehicle's static current, 21-day resting time, and the power consumption during high-voltage power-on. However, pure electric vehicles now feature intelligent charging capabilities (i.e., the main battery charges the battery when its charge level drops below a certain threshold). Therefore, the current battery selection method is largely unsuitable for pure electric vehicles. In other words, the existing battery selection method has poor compatibility with pure electric vehicles. Summary of the Invention

[0004] The main purpose of this application is to provide a battery selection method, which aims to solve the technical problem that the existing battery selection methods are poorly compatible with pure electric vehicles.

[0005] To achieve the above objectives, in a first aspect, this application provides a battery selection method, applied to battery selection equipment, the battery selection method comprising the following steps:

[0006] Obtain the target selection scenario for pure electric vehicles, wherein the target selection scenario includes a safety scenario, a high-voltage power-on scenario, and a self-selected scenario;

[0007] Calculate the first power consumption of the security scenario and the second power consumption of the self-selected scenario;

[0008] The target capacity of the battery of the pure electric vehicle is determined based on the first power consumption, the second power consumption, and the power consumption under the high-voltage power-on scenario.

[0009] According to the first aspect, the step of calculating the first power consumption of the security scenario and the second power consumption of the self-selected scenario includes:

[0010] The first operating current and first operating duration of the pure electric vehicle under the safe scenario, and the second operating current and second operating duration under the self-selected scenario are obtained.

[0011] The safe power consumption is calculated based on the first operating current and the first operating duration.

[0012] The power consumption of the user is calculated based on the second operating current and the second operating duration.

[0013] The ratio of the safe power consumption to the discharge capacity percentage is taken as the first power consumption of the safe scenario, wherein the discharge capacity percentage is the difference between the full charge capacity percentage and the reserved capacity percentage of the battery.

[0014] The quotient of the self-selected power consumption and the percentage of the discharge capacity is taken as the second power consumption of the self-selected scenario.

[0015] According to the first aspect, or any implementation of the first aspect above, the safety scenario includes a safe parking scenario, the first operating current includes the extreme operating current of the pure electric vehicle and the warning current of the warning electrical device, and the first operating duration includes the total lane change duration and the waiting time for rescue.

[0016] The step of calculating the safe power consumption based on the first operating current and the first operating duration includes:

[0017] The power consumption for parking operations is calculated based on the extreme operating current and the total lane change time.

[0018] The power consumption while waiting for rescue is calculated based on the warning current and the waiting time for rescue.

[0019] The sum of the power consumption during the parking operation and the power consumption while waiting for rescue is taken as the safe power consumption.

[0020] According to the first aspect, or any implementation of the first aspect above, the safety scenario includes a high-voltage thermal runaway scenario, the first operating current includes the water pump operating current of the cooling water pump in the pure electric vehicle, and the operating current of the specified operating electrical device under the high-voltage thermal runaway scenario, and the first operating duration includes the water pump operating duration and the electrical device operating duration.

[0021] The step of calculating the safe power consumption based on the first operating current and the first operating duration further includes:

[0022] The power consumption for cooling the water pump is calculated based on the operating current and operating time of the water pump.

[0023] The power consumption is calculated based on the operating current and the operating time of the electrical components.

[0024] The sum of the power consumption for cooling the water pump and the power consumption for operation is taken as the safe power consumption.

[0025] According to the first aspect, or any implementation of the first aspect above, the self-selected scenario includes the OTA upgrade scenario, the second operating current includes the OTA upgrade current of the pure electric vehicle, and the second operating duration includes the OTA upgrade duration.

[0026] The step of calculating the self-selected power consumption based on the second operating current and the second operating duration further includes:

[0027] The power consumption of OTA upgrade is calculated based on the OTA upgrade current and the OTA upgrade duration.

[0028] The power consumption of the OTA upgrade is set as the optional power consumption.

[0029] According to the first aspect, or any implementation of the first aspect above, the selected scenario includes a static discharge scenario, the second operating current includes the static current of the pure electric vehicle, and the second operating duration includes the static discharge duration.

[0030] The step of calculating the self-selected power consumption based on the second operating current and the second operating duration further includes:

[0031] The power consumption during static discharge is calculated based on the vehicle's static current and the static discharge duration.

[0032] The power consumption during static discharge is taken as the self-selected power consumption.

[0033] According to the first aspect, or any implementation of the first aspect above, the selected scenario includes a transportation scenario, the second operating current includes the transportation static current of the pure electric vehicle, and the second operating duration includes the transportation duration.

[0034] The step of calculating the self-selected power consumption based on the second operating current and the second operating duration further includes:

[0035] The power consumption during transportation is calculated based on the static current and the transportation duration.

[0036] The power consumption during transportation is taken as the optional power consumption.

[0037] According to the first aspect, or any implementation of the first aspect above, the step of determining the target capacity of the battery of the pure electric vehicle based on the first power consumption, the second power consumption, and the power consumption under the high-voltage power-on scenario includes:

[0038] Obtain the attenuation redundancy capacity of the battery;

[0039] The target capacity of the battery of the pure electric vehicle is calculated based on the first power consumption, the second power consumption, the power consumption upon power-on, and the attenuation redundancy capacity.

[0040] Secondly, this application provides a battery selection device, which includes a memory and a processor. The memory stores a computer program that can run on the processor, and the computer program is configured to implement the steps of the battery selection method described above.

[0041] Thirdly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to perform the battery selection method described above.

[0042] Fourthly, embodiments of this application provide a computer program that includes instructions for executing the battery selection method described above.

[0043] This application proposes a battery selection method, device, and computer-readable storage medium. It obtains target selection scenarios for pure electric vehicles, including safety scenarios, high-voltage power-on scenarios, and self-selected scenarios. It calculates a first power consumption in the safety scenario and a second power consumption in the self-selected scenario. Based on the first power consumption, the second power consumption, and the power consumption in the high-voltage power-on scenario, it determines the target capacity of the pure electric vehicle's battery. Therefore, this application calculates the power consumption for each scenario based on the load conditions under the target selection scenarios where the battery needs to provide power. The target selection scenarios include safety scenarios ensuring vehicle safety, high-voltage power-on scenarios, and self-selected scenarios based on individual needs. Thus, the target battery capacity obtained by this application is more closely aligned with the actual usage scenarios of pure electric vehicles. Compared to the current battery selection method based on the vehicle's static current, a 21-day resting period, and the power consumption during high-voltage power-on, this application not only better matches the actual usage scenarios of pure electric vehicles but also adapts to the individual needs of different OEMs, effectively improving the compatibility of the battery selection method with pure electric vehicles. Attached Figure Description

[0044] Figure 1 This is a diagram illustrating the usage scenarios of batteries in gasoline-powered vehicles.

[0045] Figure 2 This is a flowchart illustrating the first embodiment of the battery selection method of this application;

[0046] Figure 3 This is a flowchart illustrating the second embodiment of the battery selection method of this application;

[0047] Figure 4 This is a flowchart illustrating the third embodiment of the battery selection method of this application;

[0048] Figure 5 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of this application.

[0049] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0050] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0052] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order of objects. For example, "first target object" and "second target object," etc., are used to distinguish different target objects, not to describe a specific order of target objects.

[0053] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0054] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0055] To more clearly illustrate the technical solution of this application, the following description is based on some existing technologies:

[0056] See Figure 1 , Figure 1 This is a diagram illustrating the usage scenario of batteries in gasoline-powered vehicles. Figure 1Solid arrows indicate mechanical connections, while dashed arrows indicate electrical connections. During vehicle startup, the battery (typically 12V) supplies power to the starter motor, which converts the battery's electrical energy into mechanical energy. This mechanical energy drives the engine flywheel to start the engine, which in turn powers the generator to supply power to the vehicle's electrical systems. Conversely, when the vehicle is stationary, the battery supplies power to the vehicle's electrical systems.

[0057] Therefore, the battery selection rules for gasoline vehicles are mainly based on the vehicle's static current, a 21-day resting period, and the starter motor's power. Although current pure electric vehicles do not have starter motors, the current battery selection method for pure electric vehicles still follows the same approach as gasoline vehicles, primarily based on the vehicle's static current, a 21-day resting period, and the power consumption during high-voltage power-on. However, current pure electric vehicles all have intelligent charging functions (i.e., when the battery's charge level drops below a certain threshold, it will be charged by the main battery). Therefore, the current battery selection method is basically no longer suitable for pure electric vehicles. In other words, the existing battery selection method has poor compatibility with pure electric vehicles.

[0058] This application calculates the power consumption of batteries under different load conditions in target battery selection scenarios. These target scenarios include safety scenarios ensuring vehicle safety, high-voltage power-on scenarios, and user-selectable scenarios based on individual needs. Therefore, the target battery capacity obtained by this application is more closely aligned with the actual usage scenarios of pure electric vehicles. Compared to the current battery selection method based on the vehicle's static current, a 21-day resting period, and the power consumption during high-voltage power-on, this application not only better suits the actual usage scenarios of pure electric vehicles but also adapts to the personalized needs of different OEMs, effectively improving the compatibility of the battery selection method with pure electric vehicles.

[0059] Please refer to Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the battery selection method of this application. It should be noted that although the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0060] The first embodiment of this application provides a battery selection method, which includes the following steps:

[0061] Step S100: Obtain the target selection scenario for pure electric vehicles, wherein the target selection scenario includes a safety scenario, a high-voltage power-on scenario, and a self-selected scenario;

[0062] In this embodiment, it should be noted that the target selection scenario is a scenario selected from the battery power supply scenarios of the pure electric vehicle for battery selection, which may include safety scenarios, high-voltage power-on scenarios, and self-selected scenarios. The battery power supply scenario is a scenario powered solely by the battery, and the safety scenario is a scenario related to the driving safety of the pure electric vehicle, such as safe parking scenarios and high-voltage thermal runaway scenarios. Since the safety scenario requires power solely from the battery and involves vehicle driving safety, the safety scenario is a mandatory option in battery selection. Similarly, since the high-voltage power-on field requires power from the battery to achieve high-voltage power-on operation, the high-voltage power-on scenario is also a mandatory option in battery selection. Self-selected scenarios are battery power supply scenarios selected by the OEM based on personalized needs, such as OTA (Over-The-Air) upgrade scenarios, static discharge scenarios, and transportation scenarios. Of course, it can be understood that the self-selected scenarios may not include any of these scenarios; that is, the target selection scenario only includes the safety scenario and the high-voltage power-on scenario.

[0063] This embodiment can display the battery power supply scenario of the pure electric vehicle, and then receive the scenario selection instruction sent by the user for the battery function scenario, and take the battery function scenario corresponding to the scenario selection instruction as the target selection scenario.

[0064] Step S200: Calculate the first power consumption of the security scenario and the second power consumption of the self-selected scenario;

[0065] This embodiment obtains the first operating current and first operating duration of the pure electric vehicle in the safe scenario, and the second operating current and second operating duration in the selected scenario. The first operating current is the total operating current of the electrical components operating in the safe scenario, and the first operating duration is the total operating duration of the electrical components operating in the safe scenario. Similarly, the second operating current is the total operating current of the electrical components operating in the selected scenario, and the second operating duration is the total operating duration of the electrical components operating in the selected scenario. Then, the safe power consumption can be calculated based on the first operating current and the first operating duration, and the selected power consumption can be calculated based on the second operating current and the second operating duration. In this embodiment, the safe power consumption can be directly used as the first power consumption, and the selected power consumption can be used as the second power consumption. Furthermore, since batteries cannot be fully charged to 100% of their rated capacity or discharged to 0% in actual use... Therefore, to align with the actual usage scenarios of the battery and avoid situations where the target capacity of the battery cannot meet the power consumption requirements of the target selection scenario, this embodiment can use the quotient of the safe power consumption and the discharge capacity percentage as the first power consumption of the safe scenario, where the discharge capacity percentage is the difference between the battery's full charge capacity percentage and the reserved capacity percentage. The quotient of the self-selected power consumption and the discharge capacity percentage is used as the second power consumption of the self-selected scenario.

[0066] Step S300: Determine the target capacity of the battery of the pure electric vehicle based on the first power consumption, the second power consumption, and the power consumption under the high-voltage power-on scenario.

[0067] In this embodiment, the sum of the first power consumption, the second power consumption, and the power consumption during the high-voltage power-on scenario can be directly used as the target capacity of the pure electric vehicle's battery. Furthermore, considering that batteries will degrade, causing their actual capacity to gradually decrease, a preset redundancy correction coefficient can be used to correct the sum of the first power consumption, the second power consumption, and the power consumption during power-on to obtain the target capacity of the pure electric vehicle's battery. Alternatively, the sum of the first power consumption, the second power consumption, the power consumption during power-on, and a preset attenuation redundancy capacity can be used as the target capacity of the pure electric vehicle's battery for battery selection, ensuring that the rated capacity of the selected battery is not lower than the target capacity.

[0068] In the first embodiment of this application, the target selection scenarios for pure electric vehicles are obtained, including a safety scenario, a high-voltage power-on scenario, and a self-selected scenario. The first power consumption of the safety scenario and the second power consumption of the self-selected scenario are calculated. Based on the first power consumption, the second power consumption, and the power consumption under the high-voltage power-on scenario, the target capacity of the battery for the pure electric vehicle is determined. Therefore, this embodiment calculates the power consumption of each scenario according to the load operation under the target selection scenarios where the battery needs to provide power. The target selection scenarios include a safety scenario to ensure vehicle safety, a high-voltage power-on scenario, and a self-selected scenario chosen according to individual needs. Thus, the target battery capacity obtained in this embodiment is more closely aligned with the actual usage scenarios of pure electric vehicles. Compared to the current battery selection method based on the vehicle's static current, a 21-day resting time, and the power consumption under high-voltage power-on, this embodiment not only better aligns with the actual usage scenarios of pure electric vehicles but also adapts to the individual needs of different OEMs, effectively improving the compatibility of the battery selection method with pure electric vehicles.

[0069] Reference Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the battery selection method of this application.

[0070] In another embodiment of this application, content that is the same as or similar to the above embodiment can be referred to the above description, and will not be repeated hereafter. A second embodiment of this application provides a battery selection method, wherein the step S200 of calculating the first power consumption of the safety scenario and the second power consumption of the self-selected scenario includes:

[0071] Step S210: Obtain the first operating current and first operating duration of the pure electric vehicle in the safe scenario, and the second operating current and second operating duration in the self-selected scenario;

[0072] Step S220: Calculate the safe power consumption based on the first operating current and the first operating duration;

[0073] Step S230: Calculate the selected power consumption based on the second operating current and the second operating duration;

[0074] Step S240: The ratio of the safe power consumption to the discharge capacity percentage is taken as the first power consumption of the safe scenario, wherein the discharge capacity percentage is the difference between the full charge capacity percentage and the reserved capacity percentage of the battery.

[0075] Step S250: The quotient of the self-selected power consumption and the discharge capacity percentage is taken as the second power consumption of the self-selected scenario.

[0076] In this embodiment, it should be noted that the first operating current is the total operating current of the electrical components of the pure electric vehicle operating in a safe scenario, and the first operating duration is the total operating duration of the electrical components of the pure electric vehicle operating in a safe scenario. Similarly, the second operating current is the total operating current of the electrical components of the pure electric vehicle operating in a self-selected scenario, and the second operating duration is the total operating duration of the electrical components of the pure electric vehicle operating in a self-selected scenario.

[0077] In this embodiment, it should also be noted that the discharge capacity percentage is the difference between the battery's full-charge capacity percentage and the reserved capacity percentage. The full-charge capacity percentage is the percentage of the battery's rated capacity representing a fully charged state, such as 85%, 90%, etc. The full-charge capacity percentage varies depending on the battery type. For example, a lead-acid battery is generally considered fully charged when charged to 85% of its rated capacity, while a lithium battery is generally considered fully charged when charged to 90% of its rated capacity. The reserved capacity percentage is the percentage of rated capacity reserved in advance to meet the needs of the next high-voltage power-on operation. The difference between the battery's full-charge capacity percentage and the reserved capacity percentage represents the percentage of electrical energy that the battery can actually release when the next high-voltage power-on operation is reserved.

[0078] This embodiment obtains a first operating current by acquiring the first current of the electrical components operating in the safe scenario of the pure electric vehicle, and summing the first currents of each component. It also acquires the first operating duration of the electrical components operating in the safe scenario. Furthermore, it acquires the second current of the electrical components operating in the selected scenario, and sums the second currents of each component to obtain the second operating current. Finally, it acquires the second operating duration of the electrical components operating in the selected scenario. Since batteries cannot be fully charged to 100% of their rated capacity or discharged to 0% in actual use, to align with the actual usage scenarios of the battery and avoid the target capacity of the battery failing to meet the power consumption requirements of the target scenario, the product of the first operating current and the first operating duration can be used as the safe power consumption; the product of the second operating current and the second operating duration can be used as the selected power consumption. Then, the quotient of the safe power consumption and the discharge capacity percentage is used as the first power consumption of the safe scenario; and the quotient of the selected power consumption and the discharge capacity percentage is used as the second power consumption of the selected scenario. The first and second power consumption calculated in this way are consistent with the actual use scenario of the battery, so that the target capacity of the battery can meet the power consumption requirements of the target selection scenario.

[0079] In some embodiments, the safety scenario includes a safe parking scenario, the first operating current includes the extreme operating current of the pure electric vehicle and the warning current of the warning electrical device, and the first operating duration includes the total lane change duration and the waiting time for rescue.

[0080] The step S220, which involves calculating the safe power consumption based on the first operating current and the first operating duration, includes:

[0081] Step A10: Calculate the power consumption of the parking operation based on the extreme operating current and the total lane change time.

[0082] Step A20: Calculate the power consumption while waiting for rescue based on the warning current and the waiting time for rescue.

[0083] Step A30: The sum of the power consumption of the parking operation and the power consumption of waiting for rescue is taken as the safe power consumption.

[0084] In this embodiment, it should be noted that when the safety scenario is a safe parking scenario, the first operating current includes the extreme operating current of the pure electric vehicle and the warning current of the warning devices. The extreme operating current is the sum of the currents of all electrical devices of the pure electric vehicle under summer rainy night conditions. The warning devices are the electrical devices used for warning under parking conditions (such as hazard lights, instruments, etc.), and the warning current is the sum of the currents of the warning devices. The first operating time includes the total lane change time and the waiting time for rescue. The total lane change time can be the time required to change lanes from the leftmost lane to the emergency lane. For example, considering that the widest road under normal circumstances is an eight-lane road in both directions, it takes four lane changes to change lanes from the leftmost lane to the emergency lane. Therefore, the single lane change time required for each lane change of the pure electric vehicle can be multiplied by four to obtain the total lane change time. The waiting time for rescue is a pre-set time from the completion of the parking operation to the arrival of rescue.

[0085] In a safe parking scenario, a DC-DC converter failure prevents the battery from powering low-voltage electrical components. In this situation, the vehicle's electrical components are powered solely by the battery, enabling the electric vehicle to move, steer, and park in a safe area to await assistance. Understandably, manufacturers can disable non-driving-related electrical components (such as the entertainment screen and air conditioning) during parking, while warning lights and instrument clusters must remain on until assistance arrives.

[0086] In this embodiment, for the stage from the start of lane changing to the vehicle arriving at the safe area under the safe parking scenario, the power consumption of parking operation can be calculated based on the extreme operating current and the total lane changing time.

[0087] For example, taking a two-way four-lane road as an example, the power consumption for parking operations is Q1 = I 总 *(T1+T2);

[0088] Among them, I 总The extreme operating current under summer rainy nights can be taken as the reference. (T1+T2) is the total duration of the channel change, where T1 is the duration of the first channel change and T2 is the duration of the second channel change.

[0089] In a safe parking scenario, from the time the vehicle arrives at the safe area until rescue arrives, this embodiment can calculate the power consumption while waiting for rescue based on the warning current and the waiting time.

[0090] For example, the power consumption while waiting for rescue is Q2 = I 警 *(T3+T4);

[0091] Among them, I 警 (T3+T4) represents the total current of warning electrical devices such as hazard lights and instruments while the vehicle is parked and waiting for rescue. (T3+T4) represents the waiting time for rescue, where T3 is the time from when the vehicle arrives at a safe area until it comes to a complete stop, and T4 is the time from when the vehicle comes to a complete stop until rescue arrives.

[0092] Therefore, the sum of the power consumption for parking operations and the power consumption for waiting for rescue is taken as the safe power consumption. If the safe scenario only includes the safe parking scenario, then the first power consumption C 安全 =C 安全停车 = (Q1+Q2) / (SOC1-SOC2), where SOC1 is the percentage of the battery's full charge capacity and SOC2 is the percentage of the battery's reserved capacity.

[0093] This embodiment calculates the power consumption of a safe parking scenario by dividing it into two stages: from the start of lane changing to the vehicle arriving at the safe area, and from the vehicle arriving at the safe area to the arrival of rescue. The power consumption is then summed to obtain the safe power consumption, which makes the safe power consumption more consistent with the actual power consumption of the safe parking scenario, thus making the battery selection more accurate.

[0094] In some embodiments, the safety scenario includes a high-voltage thermal runaway scenario, the first operating current includes the water pump operating current of the cooling water pump in the pure electric vehicle, and the operating current of the specified operating electrical device under the high-voltage thermal runaway scenario, and the first operating duration includes the water pump operating duration and the electrical device operating duration.

[0095] The step of calculating the safe power consumption based on the first operating current and the first operating duration in step S220 further includes:

[0096] Step B10: Calculate the power consumption for cooling the water pump based on the operating current and operating time of the water pump.

[0097] Step B20: Calculate the power consumption based on the operating current and the operating time of the electrical components;

[0098] Step B30: The sum of the power consumption for cooling the water pump and the power consumption for operation is taken as the safe power consumption.

[0099] In this embodiment, it should be noted that when the safety scenario is a high-voltage thermal runaway scenario, the first operating current includes the operating current of the cooling water pump in the pure electric vehicle and the operating current of the designated operating electrical components under the high-voltage thermal runaway scenario. The cooling water pump is used to cool the power battery of the pure electric vehicle. The designated operating electrical components are those that the manufacturer designates to continue operating under the high-voltage thermal runaway scenario. The manufacturer can shut down some unnecessary electrical components under the high-voltage thermal runaway scenario as needed, and only retain the designated operating electrical components to operate under the high-voltage thermal runaway scenario. For example, the controllers related to ADAS (Advanced Driving Assistance System) functions can be turned off. It is understood that the designated operating electrical components do not include the cooling water pump. The first operating duration includes the water pump operating duration and the electrical component operating duration. The water pump operating duration is the time required for the cooling water pump to cool the high-temperature power battery, and the electrical component operating duration is the time required for the designated operating electrical components to operate under the high-voltage thermal runaway scenario.

[0100] In high-voltage thermal runaway scenarios, the power battery becomes uncontrollable, accumulating a large amount of heat. The DC-DC converter will also fail, and the vehicle will be powered solely by the battery. In this case, it is necessary to support the operation of the cooling water pump to cool the power battery and prevent heat dissipation from the power battery.

[0101] In this embodiment, for the cooling water pump that needs to operate under high-pressure thermal runaway scenario, the power consumption of the water pump cooling can be calculated based on the water pump operating current and the water pump operating time. For example, the power consumption of the water pump cooling Q3 = water pump operating current * water pump operating time.

[0102] For the specified operating electrical components in the high-voltage thermal runaway scenario, this embodiment can calculate the operating power consumption based on the operating current and the operating time of the specified operating electrical components. For example, the operating power consumption Q4 = operating current * operating time of electrical components.

[0103] Therefore, the sum of the power consumption for water pump cooling and the power consumption for operation can be taken as the safe power consumption. If the safe scenario only includes the high-pressure thermal runaway scenario, then the first power consumption C 安全 =C 高压热失控 = (Q3+Q4) / (SOC1-SOC2).

[0104] Because the cooling water pump and other electrical components controlling vehicle movement (i.e., designated operating components) operate independently in a high-voltage thermal runaway scenario, this embodiment calculates the power consumption of the cooling water pump and designated operating components separately under a high-voltage thermal runaway scenario and then sums them to obtain a safe power consumption. This makes the safe power consumption more closely match the actual power consumption under a high-voltage thermal runaway scenario, resulting in more accurate battery selection.

[0105] In this embodiment, it can be understood that the safe power consumption is the sum of the power consumption of all safe scenarios. If the safe scenario includes multiple scenarios, such as a safe parking scenario and a high-voltage thermal runaway scenario, then the power consumption for parking operations and waiting for rescue in the safe parking scenario, and the power consumption for water pump cooling and operation in the high-voltage thermal runaway scenario can be obtained. The sum of the power consumption for parking operations, the power consumption for waiting for rescue, the power consumption for water pump cooling, and the power consumption for operation is taken as the safe power consumption. Then the first power consumption C 安全 =C 高压热失控 +C 安全停车 =(Q1+Q2+Q3+Q4) / (SOC1-SOC2).

[0106] In some embodiments, the optional scenario includes an OTA upgrade scenario, the second operating current includes the OTA upgrade current of the pure electric vehicle, and the second operating duration includes the OTA upgrade duration;

[0107] The step of calculating the self-selected power consumption based on the second operating current and the second operating duration in step S230 further includes:

[0108] Step C10: Calculate the OTA upgrade power consumption based on the OTA upgrade current and the OTA upgrade duration;

[0109] Step C20: The power consumption of the OTA upgrade is selected as the power consumption.

[0110] In this embodiment, it should be noted that the selected scenario is a battery power supply scenario chosen by the manufacturer according to its needs. In the OTA upgrade scenario, the power battery is powered off, and only the battery provides power. The second operating current includes the current required for the pure electric vehicle to perform an OTA upgrade (i.e., the OTA upgrade current), and the second operating duration includes the duration required for the pure electric vehicle to perform an OTA upgrade (i.e., the OTA upgrade duration).

[0111] Before performing an OTA (Over-The-Air) upgrade, pure electric vehicles first check the remaining battery charge. If the remaining charge is sufficient for the OTA upgrade, the upgrade proceeds, and immediately after completion, a charging system is activated to bring the battery to a specified State of Charge (SOC1) via the power battery. If the remaining charge is insufficient, the battery is immediately charged to SOC1 before the OTA upgrade. Therefore, OTA upgrades are not a mandatory consideration for battery selection. However, manufacturers may have specific requirements, such as the possibility of high-voltage thermal runaway during OTA upgrades preventing charging. In such cases, manufacturers can include the OTA upgrade scenario in their optional battery selection.

[0112] For OTA upgrade scenarios, this embodiment can calculate the OTA upgrade power consumption based on the OTA upgrade current and the OTA upgrade duration. For example, the OTA upgrade power consumption Q5 = OTA upgrade current * OTA upgrade duration. This OTA upgrade power consumption is then used as the selected power consumption. If the selected scenario only includes OTA upgrade scenarios, then the second power consumption C... 自选 =C OTA =Q5 / (SOC1-SOC2).

[0113] In some embodiments, the selected scenario includes a static discharge scenario, the second operating current includes the static current of the pure electric vehicle, and the second operating duration includes the static discharge duration.

[0114] The step of calculating the self-selected power consumption based on the second operating current and the second operating duration in step S230 further includes:

[0115] Step D10: Calculate the power consumption during static discharge based on the vehicle's static current and the static discharge duration.

[0116] Step D20: The power consumption during static discharge is taken as the selected power consumption.

[0117] In this embodiment, it should be noted that the power battery is de-energized during the static discharge scenario, and only the storage battery provides power. The second operating current includes the static current (i.e., the vehicle's static current) during the discharge of the pure electric vehicle when it is stationary, and the second operating duration includes the preset duration of the pure electric vehicle's stationary period (i.e., the static discharge duration).

[0118] Since existing pure electric vehicles can immediately recharge their batteries to a predetermined full charge state (SOC1) when the remaining battery charge falls below a predetermined threshold, the static discharge scenario is not a mandatory consideration for battery selection. However, manufacturers may have specific requirements, such as the possibility of high-voltage thermal runaway during static discharge that could prevent recharging. In such cases, manufacturers can include the static discharge scenario in their optional battery selection.

[0119] For the static discharge scenario, this embodiment can calculate the static discharge power consumption based on the vehicle's static current and the static discharge duration. For example, the static discharge power consumption Q6 = vehicle static current * static discharge duration. This static discharge power consumption is then used as the selected power consumption. If the selected scenario only includes the static discharge scenario, then the second power consumption C... 自选 =C 静置 =Q6 / (SOC1-SOC2).

[0120] In this embodiment, it is understood that, according to current industry standards, the vehicle's static current must be less than 20mA, and the static discharge time must be no less than 21 days. Therefore, in this embodiment, the vehicle's static current can be selected as the maximum value of 20mA, and the static discharge time is 21 days, resulting in a static discharge power consumption of Q6 = 10.08Ah. Furthermore, this embodiment uses the actual static current of the pure electric vehicle, which more closely reflects the actual consumption under static discharge conditions, making battery selection more precise.

[0121] In some embodiments, the selectable scenario includes a transportation scenario, the second operating current includes the static current of the pure electric vehicle during transportation, and the second operating duration includes the transportation duration.

[0122] The step of calculating the self-selected power consumption based on the second operating current and the second operating duration in step S230 further includes:

[0123] Step E10: Calculate the power consumption during transportation based on the static current and the transportation duration.

[0124] Step E20: The power consumption of transportation is selected as the power consumption of the user.

[0125] In this embodiment, it should be noted that the power battery is de-energized during the transportation scenario, and only the storage battery provides power. The second operating current includes the static current of the pure electric vehicle during transportation (i.e., the transportation static current), and the second operating duration includes the preset transportation duration required for the pure electric vehicle (i.e., the transportation duration).

[0126] Since existing pure electric vehicles can immediately recharge their batteries to a predetermined full charge state (SOC1) when the remaining battery charge falls below a predetermined threshold, transportation scenarios are not necessarily a mandatory consideration for battery selection. However, manufacturers may have specific requirements, such as the possibility of high-voltage thermal runaway during transportation that could prevent recharging. In such cases, manufacturers can include the transportation scenario in their optional scenarios for battery selection.

[0127] For transportation scenarios, this embodiment can calculate the transportation power consumption based on the transportation static current and the transportation duration. For example, the transportation power consumption Q7 = transportation static current * transportation duration. This transportation power consumption is then used as the selected power consumption. If the selected scenario only includes transportation, then the second power consumption C... 自选 =C 运输 =Q7 / (SOC1-SOC2).

[0128] In this embodiment, it can be understood that the self-selected power consumption is the sum of the power consumption of all self-selected scenarios. If the self-selected scenarios do not include any battery-powered scenario, then C 自选 =0. If the selected scenario includes multiple battery-powered scenarios, such as an OTA upgrade scenario and a static discharge scenario, then the OTA upgrade power consumption in the OTA upgrade scenario and the static discharge power consumption in the static discharge scenario can be obtained; the sum of the OTA upgrade power consumption and the static discharge power consumption is taken as the selected power consumption. Then the second power consumption C 自选 =C OTA +C 静置 = (Q5+Q6) / (SOC1-SOC2). For example, if the selected scenario includes an OTA upgrade scenario and a transportation scenario, then the OTA upgrade power consumption in the OTA upgrade scenario and the transportation power consumption in the transportation scenario can be obtained; the sum of the OTA upgrade power consumption and the transportation power consumption is taken as the selected power consumption. Then the second power consumption C 自选 =C OTA +C 运输 = (Q5+Q7) / (SOC1-SOC2). For example, if the selected scenario includes a static discharge scenario and a transportation scenario, then the static discharge power consumption in the static discharge scenario and the transportation power consumption in the transportation scenario can be obtained; the sum of the static discharge power consumption and the transportation power consumption is taken as the selected power consumption. Then the second power consumption C 自选 =C 静置 +C 运输= (Q6+Q7) / (SOC1-SOC2). For example, the selected scenarios include OTA upgrade scenario, static discharge scenario, and transportation scenario. Then, the OTA upgrade power consumption in the OTA upgrade scenario, the static discharge power consumption in the static discharge scenario, and the transportation power consumption in the transportation scenario can be obtained; the sum of the OTA upgrade power consumption, the static discharge power consumption, and the transportation power consumption is taken as the selected power consumption. Then, the second power consumption C... 自选 =C OTA +C 静置 +C 运输 = (Q5+Q6+Q7) / (SOC1-SOC2).

[0129] In the second embodiment of this application, the first operating current and first operating duration of the pure electric vehicle in the safe scenario, and the second operating current and second operating duration in the selected scenario are obtained; the safe power consumption is calculated based on the first operating current and the first operating duration; the selected power consumption is calculated based on the second operating current and the second operating duration; the quotient of the safe power consumption and the discharge capacity percentage is taken as the first power consumption of the safe scenario, wherein the discharge capacity percentage is the difference between the full charge capacity percentage and the reserved capacity percentage of the battery; the quotient of the selected power consumption and the discharge capacity percentage is taken as the second power consumption of the selected scenario. Therefore, the first power consumption and the second power consumption calculated in this embodiment closely match the actual usage scenario of the battery, so that the target capacity of the battery can meet the power consumption requirements of the target selection scenario.

[0130] Reference Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the battery selection method of this application.

[0131] In another embodiment of this application, content that is the same as or similar to the above embodiments can be referred to the above description, and will not be repeated hereafter. A third embodiment of this application provides a battery selection method. Step S300, which involves determining the target capacity of the battery of a pure electric vehicle based on the first power consumption, the second power consumption, and the power consumption under the high-voltage power-on scenario, includes:

[0132] Step S310: Obtain the attenuation redundancy capacity of the battery;

[0133] Step S320: Calculate the target capacity of the battery of the pure electric vehicle based on the first power consumption, the second power consumption, the power consumption upon power-on, and the attenuation redundancy capacity.

[0134] In this embodiment, it should be noted that the attenuation redundancy capacity is a redundant capacity used to compensate for battery attenuation. The attenuation redundancy capacity can be a specific capacity value (such as 8 Ah or 10 Ah), or it can be a pre-set percentage of the attenuation redundancy capacity relative to the rated capacity of the battery (such as 15%, 20%, 25%, etc.).

[0135] As an example, if the attenuation redundancy capacity is a specific capacity value, then the target capacity of the battery for the pure electric vehicle can be obtained by adding the first power consumption, the second power consumption, the power consumption upon power-on, and the attenuation redundancy capacity, for battery selection. As another example, if the attenuation redundancy capacity is a percentage of the battery's rated capacity, then the target capacity of the battery for the pure electric vehicle can be obtained by dividing the sum of the first power consumption, the second power consumption, and the power consumption upon power-on by 1 minus the attenuation redundancy capacity, for battery selection. For example, if the selected scenario does not include any battery-powered scenario, the calculation of the target capacity can be shown in the table below:

[0136] Table 1 Target Capacity of Batteries

[0137]

[0138]

[0139] C 总 =C1+C2+C3+C4; 20%+X2%+X3%+X4%=100%.

[0140] In the third embodiment of this application, the attenuation redundancy capacity of the battery is obtained; based on the first power consumption, the second power consumption, the power consumption upon power-on, and the attenuation redundancy capacity, the target capacity of the battery for the pure electric vehicle is calculated. This embodiment, based on the target selection scenario, adds attenuation redundancy capacity for battery degradation, effectively ensuring that the target capacity can meet the power consumption requirements of each target selection scenario throughout the battery's lifespan.

[0141] like Figure 5 As shown, Figure 5 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of this application.

[0142] Specifically, the battery selection device can be a PC (Personal Computer), tablet computer, portable computer, or server, etc.

[0143] like Figure 5As shown, the battery selection device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen and an input unit such as a keyboard; the user interface 1003 may also include standard wired and wireless interfaces. Optionally, the network interface 1004 may include standard wired and wireless interfaces (such as a Wi-Fi interface). The memory 1005 may be a high-speed random access memory (RAM) or a stable non-volatile memory (NVM), such as a disk drive. Alternatively, the memory 1005 may be a storage device independent of the aforementioned processor 1001.

[0144] Those skilled in the art will understand that Figure 5 The device structure shown does not constitute a limitation on the battery selection device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0145] like Figure 5 As shown, the memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and computer programs.

[0146] exist Figure 5 In the device shown, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the client and communicate data with the client; and the processor 1001 can be used to call the computer program stored in the memory 1005 to implement the operation in the battery selection method provided in the above embodiment.

[0147] Furthermore, this application also proposes a computer storage medium storing a computer program. When the computer program is executed by a processor, it implements the operations in the battery selection method provided in the above embodiments. The specific steps will not be described in detail here.

[0148] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity / operation / object from another, and do not necessarily require or imply any such actual relationship or order between these entities / operations / objects; the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system 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 system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0149] For the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and relevant details can be found in the description of the method embodiments. The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separate. Some or all of the modules can be selected according to actual needs to achieve the purpose of this application. Those skilled in the art can understand and implement this without creative effort.

[0150] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0151] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, television, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0152] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for selecting a storage battery, characterized in that, The battery selection method includes the following steps: The target selection scenario for pure electric vehicles is obtained, wherein the target selection scenario includes a safety scenario, a high-voltage power supply scenario, and a self-selected scenario. The safety scenario is a scenario related to the driving safety of the pure electric vehicle, and the self-selected scenario is a battery power supply scenario selected by the OEM according to personalized needs. Calculate the first power consumption of the security scenario and the second power consumption of the self-selected scenario; The target capacity of the battery of the pure electric vehicle is determined based on the first power consumption, the second power consumption, and the power consumption under the high-voltage power-on scenario. The steps of calculating the first power consumption of the security scenario and the second power consumption of the self-selected scenario include: The first operating current and first operating duration of the pure electric vehicle under the safe scenario, and the second operating current and second operating duration under the self-selected scenario are obtained. The safe power consumption is calculated based on the first operating current and the first operating duration. The power consumption of the user is calculated based on the second operating current and the second operating duration. The ratio of the safe power consumption to the discharge capacity percentage is taken as the first power consumption of the safe scenario, wherein the discharge capacity percentage is the difference between the full charge capacity percentage of the battery and the reserved capacity percentage, and the reserved capacity percentage is the percentage of the rated capacity reserved in advance to meet the next high-voltage power-on operation. The quotient of the self-selected power consumption and the percentage of the discharge capacity is taken as the second power consumption of the self-selected scenario.

2. The battery selection method as described in claim 1, characterized in that, The safety scenario includes a safe parking scenario, the first operating current includes the extreme operating current of the pure electric vehicle and the warning current of the warning electrical device, and the first operating duration includes the total lane change duration and the waiting time for rescue. The step of calculating the safe power consumption based on the first operating current and the first operating duration includes: The power consumption for parking operations is calculated based on the extreme operating current and the total lane change time. The power consumption while waiting for rescue is calculated based on the warning current and the waiting time for rescue. The sum of the power consumption during the parking operation and the power consumption while waiting for rescue is taken as the safe power consumption.

3. The battery selection method as described in claim 1, characterized in that, The safety scenario includes a high-voltage thermal runaway scenario. The first operating current includes the operating current of the cooling water pump in the pure electric vehicle and the operating current of the specified operating electrical components under the high-voltage thermal runaway scenario. The first operating duration includes the operating duration of the water pump and the operating duration of the electrical components. The step of calculating the safe power consumption based on the first operating current and the first operating duration further includes: The power consumption for cooling the water pump is calculated based on the operating current and operating time of the water pump. The power consumption is calculated based on the operating current and the operating time of the electrical components. The sum of the power consumption for cooling the water pump and the power consumption for operation is taken as the safe power consumption.

4. The battery selection method as described in claim 1, characterized in that, The selected scenario includes the OTA upgrade scenario, the second operating current includes the OTA upgrade current of the pure electric vehicle, and the second operating duration includes the OTA upgrade duration. The step of calculating the self-selected power consumption based on the second operating current and the second operating duration further includes: The power consumption of OTA upgrade is calculated based on the OTA upgrade current and the OTA upgrade duration. The power consumption of the OTA upgrade is set as the optional power consumption.

5. The battery selection method as described in claim 1, characterized in that, The selected scenario includes a static discharge scenario, the second operating current includes the static current of the pure electric vehicle, and the second operating duration includes the static discharge duration. The step of calculating the self-selected power consumption based on the second operating current and the second operating duration further includes: The power consumption during static discharge is calculated based on the vehicle's static current and the static discharge duration. The power consumption during static discharge is taken as the self-selected power consumption.

6. The battery selection method as described in claim 1, characterized in that, The selected scenario includes a transportation scenario, the second operating current includes the static current of the pure electric vehicle during transportation, and the second operating duration includes the transportation duration. The step of calculating the self-selected power consumption based on the second operating current and the second operating duration further includes: The power consumption during transportation is calculated based on the static current and the transportation duration. The power consumption during transportation is taken as the optional power consumption.

7. The battery selection method according to any one of claims 1 to 6, characterized in that, The step of determining the target capacity of the battery of the pure electric vehicle based on the first power consumption, the second power consumption, and the power consumption under the high-voltage power-on scenario includes: Obtain the attenuation redundancy capacity of the battery; The target capacity of the battery of the pure electric vehicle is calculated based on the first power consumption, the second power consumption, the power consumption upon power-on, and the attenuation redundancy capacity.

8. A battery selection device, characterized in that, The battery selection device includes a memory and a processor. The memory stores a computer program that can run on the processor. When the computer program is executed by the processor, it implements the steps of the battery selection method as described in any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the battery selection method as described in any one of claims 1 to 7.

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